NH-48 Lidar Survey FWD Survey

Environmental
NSV Axle Load Survey Trial Pits Monitoring

Construction of 6 laning from Belgaum to Sankeshwar Bypass

from Km. 515+000 to Km. 555+017 of NH-48 in the state of
Karnataka on Engineering, Procurement & Construction (EPC)
Mode under Bharatmala Pariyojana (Package-I)
 Flat No.301,#6-3-248,’A’ Block, Maheswari
Towers, Near City Bank ATM, 3rd Left from
Karachi Bakery, Banjara Hills, Road No.1,
Hyderabad – 500 034 (Telangana)
Phone : +91-40-23386130, 23386150
Fax : +91-40-23386140
E-Mail : [email protected]
URL : http://www.stupco.com

OFFICE OF ORIGIN
HYDERABAD

OWNER
CLIENT NATIONAL HIGHWAYS AUTHORITY OF INDIA

CONTRACTOR

-------------------------

PROJECT

Construction of 6 laning from Belgaum to Sankeshwar Bypass

from Km. 515+000 to Km. 555+017 of NH-48 in the state of Karnataka on Engineering,
Procurement & Construction (EPC) Mode under Bharatmala Pariyojana (Package-I)

TITLE
FINAL FEASIBILITY REPORT
VOLUME - I
MAIN REPORT
Rev. MODIFICATIONS/ PREPARED CHECKED APPROVED
DATE No. PURPOSE OF ISSUE Name Signature Name Signature Name Signature

06/05/2021 R0 FINAL FEASIBILITY REPORT YM BRS TRJ

This note is the property of STUP Consultants Pvt. NOTE No. REV. No.
DATE
Ltd. It should not be used, copied or reproduced
without their written permission. 06/05/2021 14/14088/E/FFR/RN-01 R0
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

LIST OF CONTENTS
EXECUTIVE SUMMARY ...................................................................................................... 22
E.1 Introduction .................................................................................................... 22
E.2 Project Overview ............................................................................................ 23
E.2.1 Key Features of Project ................................................................................... 24
E.2.2 Key Plan of existing project stretch ................................................................. 25
E.3 Traffic Demands on Project Road ................................................................... 26
E.3.1 Traffic Volume Surveys .................................................................................. 26
E.3.2 Axle Load Survey ........................................................................................... 27
E.3.3 Traffic Volume forecast .................................................................................. 28
E.3.4 Turning Movement Survey ............................................................................. 28
E.4 Pavement and Corridor Surveys ...................................................................... 29
E.4.1 Pavement Condition Survey ............................................................................ 29
E.4.2 Pavement composition .................................................................................... 29
E.4.3 Pavement Strength .......................................................................................... 30
E.4.4 Sub-Grade Soil Survey.................................................................................... 31
E.5 Improvement Proposals ................................................................................... 32
E.5.1 Proposed Alignment........................................................................................ 32
E.5.2 Road geometry................................................................................................ 32
E.6 Pavement Design ............................................................................................ 33
E.6.1 Pavement Composition for Main Road ............................................................ 33
E.6.2 Pavement Composition for Service Road ........................................................ 35
E.6.3 Strengthening of Existing Pavement ................................................................ 36
E.6.4 Design of Structures........................................................................................ 37
E.7 Wayside amenities proposed ........................................................................... 38
E.8 Land acquisition requirements ........................................................................ 38
E.9 Utility Shifting and Clearances ....................................................................... 39
E.9.1 Utility Shifting Estimates ................................................................................ 39
E.10 Environmental impact assessment ................................................................... 40
E.11 Social impact assessment and Land acquisition ............................................... 40
E.11.1 Census and Socio-Economic Survey ............................................................... 41
E.11.2 Identification of Structures Likely to be affected ............................................. 41
E.11.3 Resettlement Action Plan ................................................................................ 41
E.12 Project cost estimates ...................................................................................... 41
E.13 Economic Analysis ......................................................................................... 44
E.14 Financial Analysis .......................................................................................... 45
1. INTRODUCTION ............................................................................................................ 46
1.1 Project Background......................................................................................... 46
1.2 Location of the Project .................................................................................... 48
1.3 Objective of the Study..................................................................................... 49
1.4 Scope of Consultancy Services ....................................................................... 50
1.4.1 General scope of services ................................................................................ 50
1.5 Schedule of Deliverables................................................................................. 52
1.6 Final feasibility Report.................................................................................... 52
2. OVERVIEW OF NHAI’S ORGANISATION AND ACTIVITIES AND
PROJECT FINANCING AND COST RECOVERY MECHANISM .................................... 54
2.1 Introduction .................................................................................................... 54
2.2 Organisation Chart .......................................................................................... 55
STUP Consultants Pvt. Ltd., 2 NHAI
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

2.3 National Highways ......................................................................................... 57

2.4 Institutional Changes ...................................................................................... 58
2.5 Funds for Highway Development and Maintenance ........................................ 58
2.2.1 Central Road Fund (CRF) ................................................................................ 59
2.2.2 Highway Infrastructure Bonds ......................................................................... 59
2.2.3 Modes of Procurement ..................................................................................... 60
2.6 Borrowings from Multi-Lateral Agencies ........................................................ 62
2.7 Cost Recovery Mechanisms and Finance Mechanism...................................... 62
2.8 National Highways Development Project (NHDP) .......................................... 63
2.9 Bharatmala Pariyojana .................................................................................... 64
2.9.1 Program at a glance ......................................................................................... 64
2.9.2 Background .................................................................................................... 64
2.9.3 Background Identification of project stretches under Bharatmala .................... 65
2.9.4 Background Identification of project stretches under Bharatmala Bharatmala
Phase I — components and outlay ................................................................................... 65
3. EXISTING FEATURES OF THE PROJECT CORRIDOR .......................................... 68
3.1 General ........................................................................................................... 68
3.2 Location of the project .................................................................................... 68
3.3 List of Settlements / Villages .......................................................................... 69
3.4 Intersections .................................................................................................... 70
3.5 Cross Drainage Works .................................................................................... 72
3.6 Railway Level Crossings/ RUB/ROB .............................................................. 77
3.7 Carriageway.................................................................................................... 77
3.8 Right of Way .................................................................................................. 78
3.9 Bus Bays and Bus Shelters .............................................................................. 78
3.10 Truck Lay Bye ................................................................................................ 79
3.11 Road side drains .............................................................................................. 79
3.12 Toll plaza ........................................................................................................ 81
3.13 Bypass ............................................................................................................ 81
3.14 Utilities ........................................................................................................... 81
4. PROJECT DESCRIPTION INCLUDING POSSIBLE ALTERNATE
ALIGNMENTS/BYPASS AND TECHNICAL /ENGINEERING ALTERNATIVES .......... 82
4.1 General ........................................................................................................... 82
4.2 Bypasses & Realignments ............................................................................... 82
4.3 Selection Criteria for Realignment/Bypasses ................................................... 83
4.4 Methodology Adopted for Proposing the Bypass/Realignments ...................... 84
4.5 Major Realignment Areas along the Alignment ............................................... 84
4.5.1 Location of Bypasses & Realignments ............................................................ 85
4.6 Comparative Study / Evaluation of Realignment/Bypass Options .................... 85
4.7 Project Alignment and Bypass locations ......................................................... 85
4.8 Realignment/Bypass from Km 526+400 to Km 529+200 Alternatives Study... 86
4.8.1 Proposal and Structural Requirements for Realignment/Bypass ....................... 86
4.8.2 Proposal for Realignment/Bypass Proposal (Km 526+400 to Km 529+200) .... 87
4.8.3 Cost of Realignment/Bypass Proposal (Km 526+400 to Km 529+200)............ 87
4.8.4 Realignment/Bypass (Km 526+400 to Km 529+200) Alternatives Comparison
87
4.9 Alignment Approval ....................................................................................... 90

STUP Consultants Pvt. Ltd., 3 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

4.10 Re-alignment: From Km 522+500 to Km 529+600 (including Vantamuri Ghat

Section) 92
4.10.1 Ghataprabha Major Bridge ............................................................................ 100
4.10.2 Interchange ................................................................................................... 100
5. METHODOLOGY ADOPTED FOR FEASIBILITY STUDY .................................... 101
5.1 General ......................................................................................................... 101
5.2 Collection and Review of Secondary Data .................................................... 101
5.3 Reconnaissance and Alignment ..................................................................... 102
5.4 Identification and evaluation of different alternatives with comparison on
techno-economic considerations .................................................................................... 102
5.5 Traffic Studies .............................................................................................. 103
5.6 Topographic Survey ...................................................................................... 103
5.6.1 Site Assessment ............................................................................................ 105
5.6.2 Establishing Benchmarks .............................................................................. 106
5.6.3 DGPS stations ............................................................................................... 106
5.6.4 Traversing..................................................................................................... 106
5.6.5 Topographical survey .................................................................................... 106
5.6.6 Validation of Survey data / Quality assurance ............................................... 107
5.6.7 Data Collection and Transfer ........................................................................ 107
5.6.8 Data Processing and Delivery ....................................................................... 107
5.7 Inventory and Pavement Condition Survey by Network Survey Vehicle ....... 107
5.7.1 Equipment used for Network Survey Vehicle ................................................ 107
5.7.1.1 Hawkeye 2000 Professional Network Survey Vehicle – Benefits .................. 107
5.7.2 Network Survey Vehicle description ............................................................. 108
5.7.3 Digital Laser Profiler .................................................................................... 109
5.7.4 Roughness Using Laser Profilometer ............................................................ 109
5.7.5 Rutting .......................................................................................................... 110
5.7.6 Texture ......................................................................................................... 110
5.7.7 Digital Image System.................................................................................... 110
5.7.8 The IRSM Digital Images System is capable of ............................................ 111
5.7.9 Visual Assessment of Road Inventory Assets ................................................ 112
5.7.10 Methodology for Using Network Survey Vehicle .......................................... 113
5.7.11 Attribute Location and Assessment ............................................................... 113
5.7.12 Road Dimension Confirmation ...................................................................... 114
5.7.13 Geo Referencing (DGPS Data) ..................................................................... 115
5.7.14 Distance and speed measurement .................................................................. 116
5.7.15 GIPSI-Trac Geometry Data ........................................................................... 116
5.7.16 HDM4 Format .............................................................................................. 116
5.7.17 Pavement Condition Data Collection............................................................. 117
5.7.18 Limitations of the survey .............................................................................. 118
5.7.19 Data Analysis and Methodology ................................................................... 118
5.7.20 Quality Checks-Analysis ............................................................................... 119
5.7.21 Pavement Parameters considered .................................................................. 120
5.8 Inventory and Condition Survey of Structures ............................................... 121
5.9 Sub-grade Soil Characteristics for Widening Portion/New Alignment ........... 121
5.10 Utility Services ............................................................................................. 122
5.11 Trees ............................................................................................................. 122
5.12 Material Surveys and Investigations .............................................................. 122
STUP Consultants Pvt. Ltd., 4 NHAI
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

5.13 Traffic Projections ........................................................................................ 123

5.14 Detailed Design ............................................................................................ 123
5.15 Cost Estimates .............................................................................................. 123
5.16 Economic and Financial Analysis ................................................................. 124
5.17 Environmental & Social Impact Assessment ................................................. 124
6. SOCIO-ECONOMIC PROFILE OF THE PROJECT AREAS ................................... 125
6.1 Introduction .................................................................................................. 125
6.2 Project Influence Area .................................................................................. 125
6.3 Karnataka State at a Glance........................................................................... 125
6.4 Demographic Characteristics ........................................................................ 126
6.4.1 Population..................................................................................................... 126
6.4.2 Households ................................................................................................... 127
6.4.3 Demographic Population Growth .................................................................. 127
6.4.4 Sex ratio ....................................................................................................... 127
6.4.5 Literacy ........................................................................................................ 128
6.4.6 Climate ......................................................................................................... 128
6.4.7 Workers Profile............................................................................................. 128
6.5 State Economy .............................................................................................. 129
6.5.1 Sectoral Composition of State Income .......................................................... 130
6.5.2 Per capita Income ......................................................................................... 130
6.5.3 Growth Trends-State Income ........................................................................ 131
6.5.4 District Wise Income .................................................................................... 131
6.6 Agriculture and Allied Activities................................................................... 133
6.6.1 Agricultural Production ................................................................................. 133
6.7 Industry ........................................................................................................ 134
6.8 Transport Network ........................................................................................ 135
6.8.1 Roads:........................................................................................................... 135
6.8.2 Railways ....................................................................................................... 137
6.8.3 Airports ........................................................................................................ 137
6.8.4 Water ............................................................................................................ 137
6.8.5 Tourism ........................................................................................................ 137
6.9 Socio-Economic Profile of Belagavi District ................................................. 138
6.9.1 General ......................................................................................................... 138
6.9.2 Demographic Characteristics ........................................................................ 139
6.9.3 Land Utilization ............................................................................................ 141
6.9.4 District Economy .......................................................................................... 141
6.9.5 Agriculture and Allied Activities................................................................... 142
6.9.6 Industry ........................................................................................................ 143
6.9.7 Transport Network ........................................................................................ 144
6.9.8 Tourism ........................................................................................................ 144
6.10 Conclusions .................................................................................................. 144
7. ENGINEERIG SURVEYS AND INVESTIGATIONS ................................................. 145
7.1 Introduction .................................................................................................. 145
7.2 Reconnaissance and Alignment Study ........................................................... 145
7.3 Topographic Survey ...................................................................................... 146
7.3.1 Great Trigonometric Survey Bench Mark (GTS) ........................................... 146
7.3.2 Establishment of Horizontal Control by DGPS.............................................. 148
7.3.3 Levelling and Temporary Bench marks ......................................................... 150
STUP Consultants Pvt. Ltd., 5 NHAI
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

7.3.4 Traversing..................................................................................................... 151

7.3.5 Topographical Survey by adopting Drone technology with Phanton 4 RTK
(P4RTK) 151
7.4 Road Inventory and Pavement Condition ...................................................... 153
7.4.1 Road Inventory by Network Survey Vehicle ................................................. 153
7.4.2 Pavement Condition by Network Survey Vehicle .......................................... 154
7.5 Pavement Investigation ................................................................................. 157
7.5.1 General ......................................................................................................... 157
7.5.2 Test Pits and Core Cuttings ........................................................................... 158
7.5.3 Pavement Roughness Survey ........................................................................ 161
7.5.4 LHS/RHS Inner, Outer & Extra lane International Roughness Index (IRI) .... 163
7.5.5 LHS/RHS International Roughness Index (IRI) ............................................. 163
7.6 Structural Evaluation and Strengthening of Flexible Pavement using Falling
Weight Deflectometer (FWD) ....................................................................................... 166
7.6.1 FWD Deflection Testing Points & Measurement........................................... 167
7.6.2 Analysis of Data ........................................................................................... 169
7.6.3 Processing of Load and Deflection data ........................................................ 169
7.6.4 Back-calculation of Layer Moduli ................................................................. 170
7.6.5 Correction for Temperature ........................................................................... 171
7.6.6 Correction for Seasonal Variation ................................................................. 171
7.7 Investigations on sub grade of existing pavement .......................................... 172
7.7.1 Sub grade Strength Test Pits ......................................................................... 172
7.7.2 Field Tests and Results ................................................................................. 173
7.7.3 DCPT Values ................................................................................................ 173
7.7.4 Field Density and Moisture Content Test ...................................................... 176
7.7.5 Laboratory Tests and Results ........................................................................ 176
7.7.5.1 Soil and Granular Material ............................................................................ 182
7.7.5.2 Sub Grade Soil .............................................................................................. 183
7.7.6 Observations and Conclusions ...................................................................... 183
7.8 Investigation for Bridges and Structures ........................................................ 184
7.8.1 Inventory of Structures.................................................................................. 184
7.8.2 Field Works and Investigations ..................................................................... 184
7.8.3 Collection of Inventory Data ......................................................................... 185
7.8.4 Inspections .................................................................................................... 185
7.9 Condition ...................................................................................................... 186
7.10 Repair / Improvement Works ........................................................................ 186
7.10.1 General ......................................................................................................... 186
7.11 Hydrological and Hydraulic Investigations.................................................... 187
7.12 Geotechnical Investigation ............................................................................ 191
7.13 Soil and Material Investigation ..................................................................... 191
7.13.1 Field Investigation – Sampling and Testing ................................................... 191
7.14 Material Investigation ................................................................................... 192
7.14.1 General ......................................................................................................... 192
7.14.2 Objectives and Information Sources .............................................................. 193
7.14.3 Material for Embankment and Sub grade ...................................................... 193
7.14.4 Coarse aggregates (stone).............................................................................. 195
7.14.5 Fine Aggregate (Sand) Materials ................................................................... 197
7.14.6 Water ............................................................................................................ 198
STUP Consultants Pvt. Ltd., 6 NHAI
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

7.14.7 Availability of Bitumen, Steel, Cement and other Materials .......................... 199
7.14.8 Lead Chart .................................................................................................... 199
7.15 Road Safety Audit ......................................................................................... 202
7.16 Major Safety Issues and Improvement Strategies .......................................... 204
7.16.1 Safety Issues on Minor, Major Junctions and Along Project Stretch .............. 204
7.16.2 Existing and Improvement Strategies ............................................................ 206
7.16.3 Deficiencies in Safety Barriers ...................................................................... 208
7.16.4 Curves Delineation ....................................................................................... 209
7.16.5 U-Turn and Median Opening ........................................................................ 210
7.16.6 Unauthorized Ramps and Accesses ............................................................... 210
7.16.7 Improper Pedestrian Crossings ...................................................................... 211
7.17 Provision of Service Roads/Slip Lanes .......................................................... 212
7.18 Proposals of Grade separators ....................................................................... 214
7.19 Provision of ATMS ....................................................................................... 222
7.20 Variable Message Signs (VMS) .................................................................... 224
7.20.1 Purpose and General Information .................................................................. 224
7.20.2 Location........................................................................................................ 225
7.20.3 Automatic Traffic Counter-Cum Classifier (ATCC) ...................................... 226
7.20.3.1 Purpose and General Information .................................................................. 226
7.20.3.2 Location........................................................................................................ 226
7.20.4 Video Surveillance System (CCTV) .............................................................. 227
7.20.4.1 Purpose and General Information .................................................................. 227
7.20.4.2 Location........................................................................................................ 227
7.20.5 Mobile Radio Communication System .......................................................... 227
7.20.5.1 Purpose and General Information .................................................................. 227
7.20.5.2 Location........................................................................................................ 228
7.20.6 Meteorological Data System (MET).............................................................. 228
7.20.6.1 Purpose and General Information .................................................................. 228
7.20.6.2 Location........................................................................................................ 229
7.20.7 Video Incident Detection System (VIDS) ...................................................... 229
7.20.7.1 Purpose and General Information .................................................................. 229
7.20.7.2 Location........................................................................................................ 229
7.20.8 OFC Backbone ............................................................................................. 229
7.20.8.1 Purpose and General Information .................................................................. 229
7.20.8.2 Location........................................................................................................ 230
7.20.9 Network Management System (NMS) ........................................................... 230
7.20.9.1 Purpose and General Information .................................................................. 230
7.20.9.2 Location........................................................................................................ 231
7.20.10 Weigh In Motion........................................................................................... 231
7.20.10.1 Purpose and General Information .................................................................. 231
7.20.10.2 Location........................................................................................................ 231
7.20.11 Central Control Room (CCR) ........................................................................ 231
7.20.11.1 Purpose and General Information .................................................................. 231
7.20.11.2 Location........................................................................................................ 232
7.21 Conclusions and Recommendations .............................................................. 232
8. INDICATIVE DESIGN STANDARDS METHODOLOGIES AND
SPECIFICATIONS ................................................................................................................ 236
8.1 General ......................................................................................................... 236
STUP Consultants Pvt. Ltd., 7 NHAI
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

8.2 Highway Geometric Design Standards .......................................................... 236

8.2.1 Terrain Classification .................................................................................... 236
8.2.2 Design Speed ................................................................................................ 237
8.2.3 Sight Distance ............................................................................................... 237
8.2.4 Horizontal Alignment ................................................................................... 238
8.2.5 Vertical Alignment ....................................................................................... 243
8.2.6 Lateral and Vertical Clearances at Underpasses............................................. 245
8.2.7 Lateral and Vertical Clearances at Overpasses .............................................. 245
8.2.8 Cross Sectional Elements .............................................................................. 246
8.3 Design Standards .......................................................................................... 248
8.4 Access to Project Road ................................................................................. 249
8.5 Grade Separated Structures ........................................................................... 250
8.6 Median Openings .......................................................................................... 251
8.7 Separator, Footpath and Drain in Built-up Areas ........................................... 251
8.8 Pavement Design Criteria / Standards ........................................................... 252
8.9 Embankment ................................................................................................. 253
8.10 Capacity Standards ....................................................................................... 254
8.11 Standards for Intersections and Grade Separators .......................................... 254
8.12 Traffic Control Devices / Road Safety Devices / Road Furniture ................... 257
8.13 Project Facilities ........................................................................................... 258
8.14 Design Methodology and Design Standards for Structures ............................ 259
8.14.1 Bridges ......................................................................................................... 259
8.14.1.1 Superstructure ............................................................................................... 259
8.14.1.2 Bearings........................................................................................................ 259
8.14.1.3 Foundation .................................................................................................... 260
8.14.1.4 Substructure .................................................................................................. 260
8.14.1.5 Expansion joints ........................................................................................... 261
8.14.2 Box type structures ....................................................................................... 261
8.15 Retaining Walls ............................................................................................ 262
8.16 Loads and Load Combinations ...................................................................... 263
8.16.1 Loads ............................................................................................................ 263
8.16.1.1 Dead Loads & Super Imposed Dead Loads ................................................... 263
8.16.1.2 Live Load ..................................................................................................... 263
8.16.1.3 Wind force .................................................................................................... 263
8.16.1.4 Seismic Force ............................................................................................... 263
8.16.1.5 Earth Pressure ............................................................................................... 263
8.16.1.6 Temperature.................................................................................................. 263
8.16.1.7 Buoyancy...................................................................................................... 264
8.16.1.8 Longitudinal forces ....................................................................................... 264
8.16.1.9 Horizontal forces due to water current ........................................................... 264
9. TRAFFIC SURVEY AND ANALYSIS ......................................................................... 265
9.1 General ......................................................................................................... 265
9.2 Traffic Homogeneous Section ....................................................................... 265
9.3 Survey Methodology..................................................................................... 266
9.3.1 Primary surveys and considerations .............................................................. 266
9.4 Traffic Surveys Methodology........................................................................ 269
9.4.1 Classified Volume Count Survey .................................................................. 269
9.4.2 Turning Movement Surveys .......................................................................... 275
STUP Consultants Pvt. Ltd., 8 NHAI
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

9.4.3 Origin-Destination and Commodity Movement Survey ................................. 276

9.4.4 Axle Load Survey ......................................................................................... 276
9.4.5 Pedestrian Surveys ........................................................................................ 277
9.4.6 Speed and Delay Survey ............................................................................... 277
9.5 Analysis of Traffic Surveys - Base Year Traffic Estimation .......................... 278
9.5.1 General ......................................................................................................... 278
9.5.2 Classification of Vehicles and PCU Values ................................................... 278
9.6 Analysis of Classified Volume Count Survey ................................................ 279
9.6.1 Estimation of Seasonal Correction Factor ...................................................... 279
9.6.2 Daily variation of traffic................................................................................ 280
9.6.3 Directional Distribution of Traffic ................................................................. 281
9.6.4 Hourly Variation in Traffic ........................................................................... 281
9.6.5 Traffic Composition ...................................................................................... 282
9.6.6 Peak Hour Factor .......................................................................................... 283
9.6.7 Average Daily Traffic and Annual Average Daily Traffic ............................. 283
9.7 Analysis of Intersection Volume Count Survey ............................................. 284
9.7.1 PCU factors for Turning Movement surveys analysis .................................... 284
9.7.2 Analysis of Traffic volume at Intersections ................................................... 285
9.8 Analysis of Origin-Destination (O-D) & Commodity Movement Survey ...... 289
9.8.1 General ......................................................................................................... 289
9.8.2 Zoning System .............................................................................................. 289
9.8.3 Development of Origin-Destination Matrices and travel Characteristics ........ 293
9.8.4 Zone influence .............................................................................................. 294
9.8.5 Commodity Analysis .................................................................................... 294
9.8.6 Trip Frequency ............................................................................................. 295
9.8.7 Trip Purpose ................................................................................................. 296
9.8.8 Trip Length ................................................................................................... 297
9.9 Axle Load Surveys........................................................................................ 298
9.9.1 General ......................................................................................................... 298
9.9.2 Location........................................................................................................ 298
9.9.3 Vehicle Damaging Factor.............................................................................. 298
9.9.4 Load Equivalence Factors ............................................................................. 299
9.9.5 Calculated Vehicle Damage Factor ............................................................... 299
9.10 Pedestrian/Animal Cross Traffic Surveys ...................................................... 300
9.11 Speed and Delay Survey ............................................................................... 300
9.12 Traffic Demand Forecast ............................................................................... 302
9.12.1 Approach ...................................................................................................... 302
9.12.2 Past Traffic Growth ...................................................................................... 302
9.12.3 Project Influence Area .................................................................................. 304
9.12.4 Estimates of Transport Demand Elasticity ..................................................... 304
9.12.5 Projected transport demand elasticity ............................................................ 305
9.12.6 Traffic Growth Rates-Recommended ............................................................ 306
9.13 Estimation of Corridor Traffic and Projection ............................................... 309
9.14 Capacity Analysis and Level of Services ....................................................... 312
9.14.1 Lane Improvement Proposals ........................................................................ 312
10. ENGINEERING DESIGN AND ALTERNATIVES .................................................. 313
10.1 Introduction .................................................................................................. 313
10.2 Proposed Right of Way (PROW) .................................................................. 313
STUP Consultants Pvt. Ltd., 9 NHAI
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

10.3 Alignment of Project Road ............................................................................ 313

10.4 Existing Highway Geometry ......................................................................... 314
10.5 Geometric Design ......................................................................................... 315
10.5.1 Horizontal Alignment ................................................................................... 316
10.5.2 Vertical Alignment/Gradient ......................................................................... 316
10.6 Improvement Proposals ................................................................................. 316
10.7 Basic Considerations made before improving the Geometric Design of existing
Alignment ..................................................................................................................... 318
10.8 Alignment Options and Widening Criteria .................................................... 319
10.9 Typical Cross Sections .................................................................................. 328
10.10 Pavement Design .......................................................................................... 335
10.10.1 Design Life ................................................................................................... 339
10.10.2 Lane Distribution Factor ............................................................................... 339
10.10.3 Design Traffic Volume ................................................................................. 339
10.10.4 Traffic Growth Rates .................................................................................... 339
10.10.5 Vehicle Damage Factor ................................................................................. 340
10.10.6 Computation of Design Traffic ..................................................................... 341
10.10.7 Adopted Pavement Design Loading .............................................................. 344
10.10.8 Delineation of Homogenous Section ............................................................. 344
10.10.9 Design CBR Adopted ................................................................................... 345
10.11 Pavement Crust ............................................................................................. 346
10.11.1 Pavement Design Check ............................................................................... 346
10.11.2 Proposed Pavement Composition .................................................................. 348
10.12 Design of Service Road ................................................................................. 348
10.12.1 Design CBR .................................................................................................. 349
10.12.2 Proposed Pavement Composition for Service Road ....................................... 350
10.13 Pavement Structural Strength using Falling Weight Deflectometer (FWD).... 350
10.13.1 General ......................................................................................................... 350
10.13.2 Delineation of Homogeneous Section ........................................................... 351
10.13.3 Remaining Life Estimation (Flexible Pavement) ........................................... 354
10.13.4 Overlay Requirement .................................................................................... 359
10.14 Recommendation for Pavement Type ............................................................ 362
10.15 Design of Rigid Pavement............................................................................. 362
10.15.1 General ......................................................................................................... 362
10.16 Pavement Design Objective .......................................................................... 364
10.17 Design Guidelines ......................................................................................... 364
10.18 Assessment of Remaining life of existing rigid pavement based on FWD test
analysis and identification of repair, rehabilitation and reconstruction stretches based on
FWD and condition survey of existing rigid pavement. ................................................. 365
10.18.1 Existing Pavement Crust ............................................................................... 365
10.18.2 FWD Survey and analysis ............................................................................. 365
10.18.3 Estimation of Elastic Modulus of Concrete and Flexural Strength of Concrete
from FWD deflection data analysis ................................................................................ 365
10.18.4 Homogeneous Sections ................................................................................. 369
10.18.5 Evaluation of Load Transfer Efficiency of Joints .......................................... 370
10.18.6 Details of Roughness Survey using NSV on Rigid Pavement ........................ 371
10.18.7 Grade separator proposals ............................................................................. 372
10.18.8 Re-Construction Sections .............................................................................. 373
STUP Consultants Pvt. Ltd., 10 NHAI
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

10.18.9 Remaining life of existing pavement ............................................................. 374

10.19 Design of New Rigid Pavement as per IRC 58-2015 in the widening portion of
existing 4 lane road to 6 lane road ................................................................................. 386
10.19.1 Design considerations for Rigid Pavement .................................................... 386
10.19.2 Design of Pavement Slab .............................................................................. 392
10.20 Design of CRCP for New Approaches of Existing Grade Separator Structures
394
10.20.1 Specific Design considerations for CRCP ..................................................... 394
10.20.2 Rigid Pavement (CRCP) ............................................................................... 395
10.21 Design of CRCP overlay on the existing flexible pavement ........................... 396
10.21.1 Determination of k value: .............................................................................. 396
10.21.2 Surface Preparation ....................................................................................... 397
10.22 Life Cycle Cost Analysis (LCC) for Various Pavement Type (Based on entire
Project Highway from Belgaum to Kagal) ..................................................................... 398
10.23 Summary of Proposed Concrete Pavement Types.......................................... 401
10.24 Overlay on existing CC pavement ................................................................. 402
10.24.1 Concrete Overlays on Concrete Pavement ..................................................... 402
10.24.1.1 Provisions as per IRC SP-17- 1977 ............................................................... 402
Condition of Existing Pavement .................................................................................... 402
10.24.1.2 Provisions as per IRC SP-83-2018 ................................................................ 406
10.24.1.3 Provisions as per IRC 58-2015 ...................................................................... 409
10.24.2 Flexible Overlay over Rigid Pavement (As per IRC SP-17-1977).................. 414
10.24.3 Overlay Options and analysis ........................................................................ 415
10.25 Determination of Maintenance Requirement ................................................. 417
10.26 Maintenance Plan.......................................................................................... 418
10.27 Proposals for Structures ................................................................................ 419
10.27.1 Major Bridges ............................................................................................... 419
10.27.2 Minor Bridges ............................................................................................... 421
A. Construction of New Minor Bridges (MCW and SR) ................................................ 421
B. Reconstruction / Rehabilitation/repair/Widening Scheme for Existing Minor Bridges422
10.27.3 Grade Separated Intersections ....................................................................... 424
10.27.4 Elevated Road sections ................................................................................. 425
10.27.5 Interchanges .................................................................................................. 426
10.27.6 Underpasses .................................................................................................. 427
10.27.7 Pedestrian Underpass .................................................................................... 434
10.27.8 Cattle Underpass ........................................................................................... 434
10.27.9 Culverts ........................................................................................................ 435
10.28 Hydraulic Analysis Of Cross Drainage Structure........................................... 438
10.29 Drainage Design ........................................................................................... 440
10.29.1 Hydrological Design of Drain ....................................................................... 441
10.29.2 Hydraulic Design of Drain ............................................................................ 441
10.30 Project Facilities ........................................................................................... 442
10.30.1 Toll Plazas .................................................................................................... 443
10.30.2 Bus bays and Bus shelters ............................................................................. 445
10.30.3 Truck lay-byes .............................................................................................. 446
10.30.4 Roadside Furniture ........................................................................................ 446
10.31 Additional Land Requirement ....................................................................... 451

STUP Consultants Pvt. Ltd., 11 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

11. ENVIRONMENTAL SCREENING AND PRELIMINARY ENVIRONMENTAL

ASSESSMENT ....................................................................................................................... 452
11.1 Introduction .................................................................................................. 452
11.2 Applicability of EIA Notification, 2006 and Its Amendments ....................... 453
11.3 Project Description ....................................................................................... 453
11.4 Role of Screening and Scope of EIA/EMP Studies ........................................ 457
11.5 Baseline Environmental Conditions .............................................................. 457
11.5.1 Land Use ...................................................................................................... 457
11.5.2 Climate ......................................................................................................... 458
11.5.3 Physiography and geomorphology ................................................................ 458
11.5.4 Soil ............................................................................................................... 459
11.5.5 Drainage ....................................................................................................... 459
11.5.6 Geology ........................................................................................................ 460
11.5.7 Seismic Zone ................................................................................................ 460
11.6 Preliminary Site Visit .................................................................................... 460
11.7 Detailed Scope of Work ................................................................................ 461
11.8 Methodology................................................................................................. 464
11.9 Environmental Screening .............................................................................. 474
11.10 Applicability of Various Legislations ............................................................ 478
11.11 Administrative Framework ........................................................................... 482
11.12 Guidelines for Pollution Control ................................................................... 485
11.13 Baseline Data Collection ............................................................................... 486
11.14 Anticipated Impacts and Mitigation Measures ............................................... 488
11.15 Results of Screening ..................................................................................... 494
11.16 Project Benefits............................................................................................. 496
11.17 Environmental Management Plan.................................................................. 500
11.18 Institutional Arrangements ............................................................................ 502
11.19 Mitigation Measures ..................................................................................... 505
11.19.1 Air Environment ........................................................................................... 505
11.19.2 Noise Environment ....................................................................................... 506
11.19.3 Water Environment ....................................................................................... 507
11.19.4 Soil Environment .......................................................................................... 507
11.19.5 Biological Environment ................................................................................ 508
11.20 Ecological restoration plan ............................................................................ 529
11.20.1 Green belt development ................................................................................ 529
11.20.2 Procedure for Tree Transplantation: .............................................................. 530
11.20.3 Conservation plan for Schedule – I species ................................................... 531
12. INITIAL SOCIAL ASSESSMENT & PRELIMINARY LAND ACQUISITION &
RESETTLEMENT PLAN ..................................................................................................... 532
12.1 Background .................................................................................................. 532
12.2 About the Project Stretch .............................................................................. 532
12.3 Need for Social Impact Assessment .............................................................. 533
12.4 Objective of the Study................................................................................... 534
12.5 Scope of the Study ........................................................................................ 534
12.6 Project Stretch Location ................................................................................ 535
12.7 Settlements/Habitations ................................................................................ 537
12.8 Approach & Methodology ............................................................................ 538
12.8.1 PHASE – I: PRE-Survey Activities ............................................................... 538
STUP Consultants Pvt. Ltd., 12 NHAI
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

12.8.2 PHASE – II: PRE-Survey Activities ............................................................. 539

12.8.3 Qualitative Survey ........................................................................................ 540
12.8.4 Social Impacts .............................................................................................. 540
12.8.5 Research Tools and Instruments .................................................................... 541
12.8.6 Legal Policy Provisions and Implementation Capacity .................................. 541
12.9 Analysis of Alternative and Minimizing Impact ............................................ 542
12.10 Consultations and Community Participation .................................................. 543
12.10.1 Stakeholders in the Project ............................................................................ 543
12.10.2 Methods of Public Consultation .................................................................... 544
12.10.3 Preliminary Consultation at the Project Site .................................................. 544
12.11 Legal Framework and Project Principles ....................................................... 547
12.11.1 Introduction .................................................................................................. 547
12.11.2 Applicable laws and Policies ......................................................................... 547
12.11.3 Preparation of resettlement framework .......................................................... 548
12.11.4 Principles of Resettlement Policy Framework ............................................... 549
12.11.5 Eligibility criteria .......................................................................................... 551
12.11.6 Entitlement matrix ........................................................................................ 551
12.12 Implementation / Mobilization and Work Program........................................ 557
12.12.1 Planning and Purpose of Implementation ...................................................... 557
12.12.2 Process of RAP Implementation.................................................................... 558
12.12.3 Disclosure and Community Participation ...................................................... 560
12.12.4 Grievance redressal committee ...................................................................... 561
13. COST ESTIMATE ...................................................................................................... 562
13.1 General ......................................................................................................... 562
13.2 Estimation of Quantities ................................................................................ 562
13.3 Project Cost .................................................................................................. 563
13.4 Methodology................................................................................................. 564
13.5 Rate Analysis ................................................................................................ 564
13.6 Cost Abstract ................................................................................................ 565
13.7 Operation and Maintenance Cost................................................................... 568
14. ECONOMIC AND FINANCIAL ANALYSIS ........................................................... 569
14.1 Economic Analysis ....................................................................................... 569
14.2 Introduction .................................................................................................. 569
14.3 Approach and Framework of Analysis .......................................................... 570
14.4 Assumptions and Inputs ................................................................................ 571
14.5 Traffic Assignment ....................................................................................... 572
14.6 Traffic Forecast............................................................................................. 573
14.7 Project Cost and Phasing ............................................................................... 575
14.8 Project Benefits............................................................................................. 577
14.9 EIRR and Sensitivity Analysis ...................................................................... 578
14.10 Conclusions .................................................................................................. 579
14.11 Financial Analysis ........................................................................................ 579
15. CONCLUSION AND RECOMMENDATIONS ........................................................ 580
15.1 Introduction .................................................................................................. 580
15.2 Conclusion .................................................................................................... 580
15.3 Recommendations ......................................................................................... 582

STUP Consultants Pvt. Ltd., 13 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

LIST OF TABLES

Table E-1 : Key features of project ...................................................................................... 24

Table E-2 : Traffic survey locations .................................................................................... 26
Table E-3 : Results of Traffic Surveys Conducted ............................................................... 27
Table E-4 : Axle load Survey Results .................................................................................. 27
Table E-5 : Projected traffic load on project road in MSA ................................................... 28
Table E-6 : Turning Movement Survey Results ................................................................... 28
Table E-7 : Composition of Existing Pavement ................................................................... 29
Table E-8 : Strength of Existing Pavement (Main Carrigeway)............................................ 30
Table E-9 : Strength of Existing Pavement (Service Road) .................................................. 30
Table E-10 : Soil Investigation Survey Results .................................................................... 31
Table E-11: proposed type of pavement for Main Carriageway ........................................... 35
Table E-12 : Proposed Pavement Composition .................................................................... 36
Table E-13 : Overlay thickness required .............................................................................. 37
Table E-14 : Existing and Proposed improvement to structures along project road .............. 37
Table E-15 : Existing and Proposed user amenities along project stretch ............................. 38
Table E-16 : Summary of Utility Shifting Costs .................................................................. 39
Table E-17 : Abstract of Total Capital Cost ......................................................................... 42
Table E-18 : Summary Of Project Cost ............................................................................... 43
Table E-19 : EIRR and NPV of Various Sections ................................................................ 44
Table 1-1 : List of Roads ..................................................................................................... 47
Table 1-2 : Project stretch Details ........................................................................................ 48
Table 2-1: Summary of Phase I components and approved outlay ....................................... 67
Table 3-1: Project Stretch Details ........................................................................................ 69
Table 3-2: List of villages / Settlements............................................................................... 69
Table 3-3: List of Existing Major Junctions ......................................................................... 70
Table 3-4: List of Existing Minor Junctions ......................................................................... 71
Table 3-5: Details of Major Bridges .................................................................................... 72
Table 3-6: Details of Minor Bridges .................................................................................... 73
Table 3-7: Details of Grade Separator, VUP, and CUP & PUP ............................................ 74
Table 3-8: Details of Culvert (Pipe Culverts) ....................................................................... 75
Table 3-9: Details of Culvert (Box Culverts) ....................................................................... 77
Table 3-10: Details of Existing Right of way ....................................................................... 78
Table 3-11: Details of Existing Bus Bays ............................................................................ 78
Table 3-12: Details of Truck lay Byes ................................................................................. 79
Table 3-13: Existing Drain Details ...................................................................................... 80
Table 4-1 : Proposed Bypasses and Realignments ............................................................... 85
Table 4-2 : Cost of Realignment/Bypass Proposal (Km 526+400 to Km 529+200) ............. 87
Table 4-3 : Realignment/Bypass from Km 526+400 to Km 529+200 Alternatives
Comparison ......................................................................................................................... 88
Table 4-4 : Cost of Vertical Alignment Improvements for a length of 2.19 Km ................... 94
Table 4-5 : Comparison of Alternate Alignment Options for Re-alignment -1 ..................... 96
Table 7-1 : Details of Existing Crust Composition ............................................................. 158
Table 7-2 : Test Results of Soil Layer ............................................................................... 162
Table 7-3 : Direction wise Roughness distribution............................................................. 163
Table 7-4 : IRI Results (m/km) .......................................................................................... 165
STUP Consultants Pvt. Ltd., 14 NHAI
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

Table 7-5 :Test Results. MDD, OMC & FDD ................................................................... 176
Table 7-6 : Summary of Subgrade Soil Properties of Main Carriageway ........................... 177
Table 7-7 : Summary of Subgrade Soil Properties of Service Road.................................... 177
Table 7-8 : Tests carried out on Sub-grade Soil/GSB/WMM ............................................. 182
Table 7-9 : Test Results of Soil Layer ............................................................................... 183
Table 7-10 : Sampling and Testing Criteria ....................................................................... 192
Table 7-11 : Summary of Borrow Area Test Results .......................................................... 194
Table 7-12: Test Results Summary of Coarse Aggregates (Stone) ..................................... 195
Table 7-13 : MORTH 5th Revision Specifications for Coarse Aggregate in road construction
......................................................................................................................................... 196
Table 7-14: Test Results Summary of Fine Aggregates (Sand) .......................................... 197
Table 7-15 : Test Results Summary of Water .................................................................... 198
Table 7-16 : Brief of lead of all materials .......................................................................... 201
Table 7-17 : Accident Data along Project Stretch (Source: PIU, Dharwad,NHAI) ............. 202
Table 7-18 : Existing and Improvement Strategies............................................................. 206
Table 7-19 : Details Of Black Spots As Per Mort&H Data List And Its Compliance.......... 214
Table 7-20 : Details Of review of stakeholder’s requirements and its compliance .............. 219
Table 7-21 : ATM requirements ........................................................................................ 233
Table 8-1: Design Speed (from IRC: SP: 87:2019) ............................................................ 237
Table 8-2: Sight Distance for Various Speeds .................................................................... 238
Table 8-3: Minimum Radii of Horizontal Curves .............................................................. 239
Table 8-4: Minimum Radii of Horizontal Curves corresponding to Design Speed ............. 240
Table 8-5: Radii beyond which Super elevation not required ............................................. 241
Table 8-6: Extra Width of Pavement and Roadway in Each Carriageway .......................... 242
Table 8-7: Minimum Transition Lengths for different Speed and Curve Radius ................. 242
Table 8-8: Recommended Gradients (from IRC: SP: 87-2019 Table 2.8) ........................... 243
Table 8-9: Adopted ‘K’ Values for Vertical Curves (from IRC: SP: 23-1983 Table 6) ....... 245
Table 8-10: Vertical and horizontal clearances at underpasses ........................................... 245
Table 8-11: Width of Median ............................................................................................ 246
Table 8-12: Width of Shoulders in Plain and Rolling Terrain ............................................ 247
Table 8-13: Width of Shoulders in Mountainous and Steep Terrain (Hilly Area) ............... 247
Table 8-14: Design Standards for Project Road ................................................................. 248
Table 8-15: Design Service Volume for 6-lane Highways ................................................. 254
Table 8-16: Taper Rate...................................................................................................... 257
Table 9-1: Traffic Homogenous Section ............................................................................ 266
Table 9.2: Traffic Survey Schedule ................................................................................... 268
Table 9.3: Pneumatic Count Sensor Layout ....................................................................... 270
Table 9.4: Vehicle classification system Motorised traffic ................................................. 275
Table 9.5: PCU Factors adopted for the study.................................................................... 278
Table 9.6: Monthly Traffic at Hattargi Toll Plaza for Aug 2018 to July 2019 ...................... 280
Table 9.7: Estimated Seasonal Factors for the Month of October ........................................ 280
Table 9.8: Directional Distribution .................................................................................... 281
Table 9.9: Peak hour traffic ................................................................................................ 283
Table 9.10: Annual Average Daily Traffic (AADT) ......................................................... 283
Table 9.11: PCU Factors adopted for Turning movement analysis ..................................... 284
Table 9.12:Peak Hour Traffic at Intersections .................................................................... 288
Table 9.13: Sample Size .................................................................................................... 289
Table 9.14: Adopted Zoning System for the Study ............................................................ 290
STUP Consultants Pvt. Ltd., 15 NHAI
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

Table 9.15: Zone influence in % ........................................................................................ 294

Table 9.16: Vehicle wise Commodity Distribution (%) at Hattargi Toll Plaza ................... 294
Table 9.17: Trip Frequency distribution (Passenger) in % ................................................. 295
Table 9.18: Trip Frequency distribution (Goods) in % ....................................................... 296
Table 9.19: Trip Purpose for Passengers Vehicles in Percentage........................................ 296
Table 9.20: Trip Length Frequency Distribution at Hattargi Toll Plaza (%) ....................... 297
Table 9.21: Vehicle Damage Factors ................................................................................. 300
Table 9.22: Pedestrian Volume .......................................................................................... 300
Table 9.23: Travel Speeds & Journey Speeds .................................................................... 301
Table 9.24: Census Traffic Volume.................................................................................... 303
Table 9.25: Growth Rate based on Vehicle Registration Method ....................................... 303
Table 9.26: Details of Socio Economic Parameters (Constant prices) ................................ 305
Table 9.27: Estimated ‘e’ values by Econometric Method ................................................. 305
Table 9.28: Projected GDP growth rate in percentage ........................................................ 307
Table 9.29: Estimated Traffic Growth Rates ...................................................................... 308
Table 9.30: Projected Traffic Volumes (AADT) at Hattargi Toll Plaza ............................. 310
Table 9.31: Design Service Volume .................................................................................. 312
Table 10-1: Project Road Details ....................................................................................... 314
Table 10-2: Existing Design Speed as per as built drawings .............................................. 315
Table 10-3: Summary of Proposed Horizontal Curves ....................................................... 316
Table 10-4: Improved Design Speed against Existing speed .............................................. 317
Table 10-5: Horizontal Geometric Improvements .............................................................. 317
Table 10-6: Widening Scheme with TCS Schedule ........................................................... 320
Table 10-7: Commercial Vehicle Traffic (AADT) Considered in Pavement Design .......... 339
Table 10-8: Traffic Growth rates – Hattargi Toll plaza ...................................................... 340
Table 10-9: Traffic Growth rates for calculation of MSA – Hattargi Toll Plaza ................. 340
Table 10-10: Vehicle Damage Factors adopted.................................................................. 341
Table 10-11 :Estimation of CSA for Homogenous Section-1 ............................................. 343
Table 10-12 : Design Traffic Loading ............................................................................... 344
Table 10-13 : Pavement Composition for Design Traffic ................................................... 346
Table 10-14 :: Design Check Summary ............................................................................. 348
Table 10-15 :: Proposed Pavement Composition ............................................................... 348
Table 10-16 :: Proposed Pavement Composition for Service Road .................................... 350
Table 10-17 : Homogeneous sections and design parameters for MCW ............................. 353
Table 10-18 : Homogeneous sections and design parameters for Service Road .................. 353
Table 10-19 : Remaining Life of Existing Flexible Pavement for Main Carriageway ......... 357
Table 10-20 : Remaining Life of Existing Flexible Pavement for Service Road ................. 358
Table 10-21 : Overlay Requirement for Main Carriageway ............................................... 359
Table 10-22 : Overlay Requirement for Service Road........................................................ 360
Table 10-23 : Details of existing rigid pavement (MCW) .................................................. 365
Table 10-24 : Details of Homogeneous Sections................................................................ 370
Table 10-25 : Summary of Grade separators in Belgaum to Sankeshwar Bypass Section ... 373
Table 10-26 : Summary of Reconstruction Sections in Belgaum to Kagal Section (LHS) .. 374
Table 10-27 : Summary of Reconstruction Sections in Belgaum to Kagal Section (RHS) .. 374
Table 10-28 : Details of Remaining Life of Existing Concrete Pavement on LHS excluding
proposed GS structure approaches ..................................................................................... 375
Table 10-29 : Details of Remaining Life of Existing Concrete Pavement on RHS excluding
proposed GS structure approaches ..................................................................................... 377
STUP Consultants Pvt. Ltd., 16 NHAI
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

Table 10-30 : Remaining Life of LHS Rigid Pavement excluding GS approaches as per FWD
Analysis ............................................................................................................................ 379
Table 10-31 : Remaining Life of RHS Rigid Pavement excluding GS approaches as per FWD
Analysis ............................................................................................................................ 379
Table 10-32 : Summary of Different Degrees of Severity of Distress in All Lanes ............. 380
Table 10-33 : Details of Axle Load Spectrum .................................................................... 388
Table 10-34 : Details of New Rigid Pavement Crust in widening portion in case of existing
rigid pavement .................................................................................................................. 393
Table 10-35 : Pavement Crust Details of Continuously Reinforced Concrete Pavement
(CRCP) crust..................................................................................................................... 395
Table 10-36 : Details of Existing Pavement Crust and Assessment of Modified k value on top
of BT surface .................................................................................................................... 396
Table 10-37 : Pavement Crust Details of Continuously Reinforced Concrete Pavement
(CRCP) crust in White topping on existing Flexible Pavement .......................................... 398
Table 10-38 : Comparison of Life Cycle Cost Analysis of Flexible Pavement, PQC and
CRCP Pavement Options in GS approaches in 6 laning of Project Highway ...................... 399
Table 10-39 : Comparison of Life Cycle Cost Analysis of Flexible Pavement, White topping
with PQC and White topping with CRCP Pavement Options over existing Flexible Pavement
in 6 laning of Project Highway .......................................................................................... 399
Table 10-40 : Summary of Proposed Pavement Types on LHS and RHS ........................... 401
Table 10-41 : Condition of Existing Concrete Pavement and Value of Pavement Condition
Factor. ............................................................................................................................... 403
Table 10-42 : Overlay Analysis as per IRC SP-17 and IRC SP-83 (Belgaum – Kagal direction
i.e. LHS) ........................................................................................................................... 411
Table 10-43 : Overlay Analysis as per IRC SP-17 and IRC SP-83 (Kagal- Belgaum direction
i.e. RHS) ........................................................................................................................... 412
Table 10-44 : Summary of Overlay Proposals (LHS) ......................................................... 413
Table 10-45 : Summary of Overlay Proposals (RHS) ........................................................ 413
Table 10-46 : Cost of Life Cycle Cost Analysis for Overlay Options (With Base Cost) ..... 416
Table 10-47 : Improvement proposals for Major Bridges ................................................... 419
Table 10-48 : Improvement proposals for Minor Bridges .................................................. 421
Table 10-49 : Improvement proposals for Grade Separators .............................................. 424
Table 10-50 : Details of Elevated Sections ........................................................................ 425
Table 10-51 : Details of Interchanges ................................................................................ 427
Table 10-52 : Improvement proposals for Underpasses ..................................................... 428
Table 10-53 : Improvement proposals for Pedestrian Underpasses..................................... 434
Table 10-54 : Improvement proposals for Catle Underpasses ............................................ 434
Table 10-55 : Improvement proposals for Culverts ............................................................ 435
Table 10-56 : Improvement proposals for Bus bays and Shelters ....................................... 445
Table 10-57 : Improvement proposals for Truck lay-byes .................................................. 446
Table 10-58 : Additional Land Requirement ...................................................................... 451
Table 11-1: Environment Screening Methodology - Natural Environment (Scoring Criteria
and Weightage) ................................................................................................................. 474
Table 11-2: Environment Screening Methodology - Biological Environment (Scoring Criteria
and Weightage) ................................................................................................................. 475
Table 11-3: Environment Screening Methodology - Socio- Economic Environment (Scoring
Criteria and Weightage) .................................................................................................... 476
Table 11-4: Categorization of Environmental Impacts ....................................................... 477
STUP Consultants Pvt. Ltd., 17 NHAI
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

Table 11-5: List of guideline manuals for pollution control ............................................... 485
Table 11-6: Environmental Screening Methodology – Screening results Natural
Environmental................................................................................................................... 495
Table 11-7: Biological Environment .................................................................................. 495
Table 11-8: Physical and Socio-economic Environment .................................................... 496
Table 11-9: Environmental Management Plan ................................................................... 509
Table 11-10: Environmental Monitoring programme for Construction Phase (2.5 years) ... 525
Table 11-11: Environmental Monitoring programme for Operation Phase (3 years) .......... 527
Table 12-1: Major Settlements/ Build up Areas ................................................................. 537
Table 12-2: Salient features of the proposed Road and Influence Area .............................. 537
Table 12-3: Methods of Consultations ............................................................................... 544
Table 12-4: Entitlement Matrix ......................................................................................... 552
Table 12-5: General Timeframe for Land Acquisition ....................................................... 558
Table 12-6: Land Acquisition - RP Activities, Responsibilities and General Timeframe .... 559
Table 13-1: Cost Summary ................................................................................................ 565
Table 13-2: Cost Estimate Abstract Summary ................................................................... 566
Table 14-1: Details of Road Sections................................................................................. 569
Table 14-2: Assumed Vehicle Input Values at Economic Prices (in INR) .......................... 571
Table 14-3: AADT (2020) ................................................................................................. 573
Table 14-4: Adopted Traffic Growth Rates........................................................................ 574
Table 14-5: Projected AADT including Generated Traffic ................................................. 575
Table 14-6: Estimated Project Cost ................................................................................... 576
Table 14-7: Maintenance cost ............................................................................................ 577
Table 14-8: Undiscounted Comparison of Cost Streams .................................................... 577
Table 14-9: EIRR and NPV of Various Sections ............................................................... 578
Table 14-10: Economic Analysis and Sensitivity Analysis for full corridor (Package I) ..... 579

STUP Consultants Pvt. Ltd., 18 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

LIST OF FIGURES

Figure E-1: Location of project road.................................................................................... 24

Figure E-2: Key plan of existing project road ...................................................................... 25
Figure 1-1: Representation of Existing Project Corridor Belgaum - Sankeshwar Bypass...... 49
Figure 4-1:Project Alignment and Bypass Locations Option I ............................................. 86
Figure 4-2:Alignment Option from km 526+400 to km 529+200 for Realignment/Bypass .. 86
Figure 4-3: Re-alignment -1:Plan From km 522+500 to km 529+600 (Including Vatimuri
Ghat Section ) ..................................................................................................................... 94
Figure 5-1: Layout of network survey vehicle ................................................................... 108
Figure 5-2: Multi laser Profiler Spacing ............................................................................ 109
Figure 5-3: Digital Image Camera ..................................................................................... 111
Figure 5-4: Roadside Furniture Location and Assessment ................................................. 114
Figure 5-5: Width measurement using Hawkeye Processing Toolkit.................................. 114
Figure 5-6: Height measurement using Hawkeye Processing Toolkit ................................. 115
Figure 5-7: Distance Measuring Instrument ....................................................................... 116
Figure 5-8: Reports Export in HDM4 Format .................................................................... 117
Figure 5-9: Pavement Condition rating in Hawkeye Processing Tool kit ............................ 119
Figure 7-1: Existing Crust Composition of Main Carriageway on LHS – Flexible Pavement
......................................................................................................................................... 159
Figure 7-2: Existing Crust Composition of Main Carriageway on LHS – Rigid Pavement . 159
Figure 7-3: Existing Crust Composition of Main Carriageway on RHS – Flexible Pavement
......................................................................................................................................... 160
Figure 7-4: Existing Crust Composition of Main Carriageway on RHS – Rigid Pavement . 160
Figure 7-5: Existing Crust Composition of Service Road on LHS – Flexible Pavement ..... 160
Figure 7-6: Existing Crust Composition of Service Road on RHS – Flexible Pavement ..... 161
Figure 7-7: IRI – LHS - Flexible (Inner, Outer & Extra lanes) ........................................... 163
Figure 7-8: IRI – LHS - Rigid (Inner, Outer & Extra lanes) ............................................... 164
Figure 7-9: IRI – RHS - Flexible (Inner, Outer & Extra lanes) ........................................... 164
Figure 7-10: IRI – RHS - Rigid (Inner, Outer & Extra lanes) ............................................ 164
Figure 7-11: Photographs showing FWD test under progress ............................................. 168
Figure 7-12: Photographs showing Filed Investigations ..................................................... 174
Figure 7-13: Summary of FDD & MDD along the project corridor (MCW) ...................... 174
Figure 7-14: Summary of DCP-Equivalent CBR along the project corridor (MCW) .......... 175
Figure 7-15: Summary of FDD & MDD along the project corridor (SR) ........................... 175
Figure 7-16: Summary of DCP-Equivalent CBR along the project corridor (SR) ............... 175
Figure 7-17: Summary of Subgrade Soil Class Distribution in the Project Corridor (MCW)
......................................................................................................................................... 178
Figure 7-18: Summary of Subgrade Soil Class Distribution in the Project Corridor (SR) ... 178
Figure 7-19: Summary of % of clay and silt content along the project corridor (MCW) ..... 178
Figure 7-20: Summary of % of clay and silt content along the project corridor .................. 179
Figure 7-21: Summary of Liquid Limit along the project corridor (MCW) ........................ 179
Figure 7-22: Summary of Liquid Limit along the project corridor (SR) ............................. 179
Figure 7-23: Summary of Plasticity Index in the project corridor (MCW).......................... 180
Figure 7-24: Summary of Plasticity Index in the project corridor (SR) .............................. 180
Figure 7-25: Summary of Free Swell Index in the project corridor (MCW) ....................... 180
Figure 7-26: Summary of Free Swell Index in the project corridor (SR) ............................ 181
Figure 7-27: Summary of Degree of Compaction along the project corridor (MCW) ......... 181
STUP Consultants Pvt. Ltd., 19 NHAI
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

Figure 7-28: Summary of Degree of Compaction along the project corridor (SR) .............. 181
Figure 7-29: Summary of 4-Days soaked CBR along the project corridor (MCW) ............. 182
Figure 7-30: Summary of 4-Days soaked CBR along the project corridor (SR).................. 182
Figure 7-31: Lead of Aggregates & Crushed Sand ............................................................. 200
Figure 7-32: Lead of Embankment Gravel ......................................................................... 200
Figure 7-33: Lead of Bitumen ........................................................................................... 200
Figure 7-34: Lead of fly ash lead ....................................................................................... 201
Figure 7-35: Monthly Accident Data along Project Stretch Belgaum-Kagal of NH-48 ....... 203
Figure 7-36: VMS System ................................................................................................. 225
Figure 7-37: ATCC System ............................................................................................... 226
Figure 7-38: CCR System Schema .................................................................................... 232
Figure 8-1: Elements of a Combined Circular and Transition Curve .................................. 239
Figure 9-1: Project Road with Homogeneous Sections ...................................................... 266
Figure 9-2: Project road and traffic survey locations are shown in key plan ....................... 269
Figure 9-3: Photographs showing the Pneumatic Count Tubes in Operation ...................... 271
Figure 9-4: Photographs showing the Videography of the traffic in Operation ................... 271
Figure 9-5: Video Based Traffic Counter and Classifier – Setup ........................................ 272
Figure 9-6: Schematic Layout of Installation for a 4 Lane or 6 Lane Divided Carriageway 272
Figure 9-7: Snapshot of Sample Data Output – Chronological & ungrouped ..................... 274
Figure 9-8: Snapshot of Sample Hourly Summary of Data Output – Chronological & grouped
into vehicle classes ............................................................................................................ 274
Figure 9-9: Daily Variation of Traffic ................................................................................ 281
Figure 9-10: Hourly Variation of Traffic ............................................................................ 282
Figure 9-11: Traffic Composition ...................................................................................... 282
Figure 9-12: Peak Hour junction flow charts ...................................................................... 288
Figure 9-13: Map indicating Zoning .................................................................................. 293
Figure 9-14: Commodity Distribution ............................................................................... 295
Figure 9-15: Trip Frequency in Graph ............................................................................... 296
Figure 9-16: Trip Purpose in Graph ................................................................................... 297
Figure 9-17: Trip Length Frequency Distribution (km) ...................................................... 297
Figure 9-18: Speed Profile................................................................................................. 301
Figure 10-1: Plan between km 527+000 to km 527+900 .................................................... 314
Figure 10-2: Typical Cross Sections .................................................................................. 334
Figure 10-3: Pavement Design Procedure (New Construction) .......................................... 337
Figure 10-4: Pavement Rehabilitation Design Procedure ................................................... 338
Figure 10-5: VDF observed for various classes of vehicles ................................................ 341
Figure 10-6: Plot of Chainage V/s Zx ................................................................................ 345
Figure 10-7: LHS-Delineation of Homogeneous Sections .................................................. 351
Figure 10-8: RHS-Delineation of Homogeneous Sections ................................................. 352
Figure 10-9: LHS-Delineation of Homogeneous Sections (Service Road) ......................... 352
Figure 10-10: RHS-Delineation of Homogeneous Sections (Service Road) ....................... 352
Figure 10-11: Remaining life of existing pavement on LHS direction (MCW)................... 355
Figure 10-12: Remaining life of existing pavement on RHS direction (MCW) .................. 355
Figure 10-13: Remaining life of existing pavement on LHS direction (SR) ....................... 356
Figure 10-14: Remaining life of existing pavement on RHS direction (SR) ....................... 356
Figure 10-15: E- Values from Belgaum to Sankeshwar Bypass in Concrete Pavement Portion
(LHS) based on FWD data Analysis .................................................................................. 366

STUP Consultants Pvt. Ltd., 20 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

Figure 10-16: E- Values from Belgaum to Sankeshwar Bypass in Concrete Pavement Portion
(RHS) based on FWD data analysis ................................................................................... 367
Figure 10-17: Flexural Strength of Existing Concrete Pavement (LHS) based on FWD data
analysis ............................................................................................................................. 367
Figure 10-18: Flexural Strength of Existing Concrete Pavement (RHS) based on FWD data
analysis ............................................................................................................................. 368
Figure 10-19: Pie Chart showing Flexural Strength of Existing Concrete Pavement (LHS)
based on FWD data analysis .............................................................................................. 368
Figure 10-20: Pie Chart showing Flexural Strength of Existing Concrete Pavement (RHS)
based on FWD data analysis .............................................................................................. 368
Figure 10-21: Delineation of Homogeneous Section based on CDA Method (LHS) .......... 369
Figure 10-22: Delineation of Homogeneous Section in Package-1 based on CDA Method
(RHS) ............................................................................................................................... 370
Figure 10-23: Pie Chart showing Roughness Survey details (Inner Lane – LHS) ............... 371
Figure 10-24: Pie Chart showing Roughness Survey details (Outer Lane – LHS) .............. 371
Figure 10-25: Pie Chart showing Roughness Survey details (Inner Lane – RHS) ............... 371
Figure 10-26: Pie Chart showing Roughness Survey details (Outer Lane – RHS) .............. 372
Figure 10-27: Unbonded Concrete Overlay ....................................................................... 407
Figure 10-28: Effects of Separation Inter Layer Thickness ................................................ 407
Figure 10-29: Bonded Concrete Overlay ........................................................................... 408
Figure 11-1: Map Showing the Proposed alignment .......................................................... 456
Figure 11-2: Google view of the proposed alignment ........................................................ 457
Figure 11-3: Flora in the Project Alignment ...................................................................... 498
Figure 11-4: Land Use & Land Cover ............................................................................... 498
Figure 11-5: River System Found Over the Alignment ...................................................... 498
Figure 11-6: Photographs of Existing Alignment ............................................................... 499
Figure 11-7: Photographs of Baseline Data Collection....................................................... 500
Figure 11-8: Structure of Environmental & Social Development Unit ............................... 502
Figure 12-1: Key Plan from Belgaum to Sankeshwar Bypass ............................................ 536
Figure 12-2: Flow Chart of Stage wise activities to be adopted for proposed project .......... 542
Figure 12-3: Photographs of surrounding features at Project Site ....................................... 546
Figure 12-4: Initial Consultations with the Key Stakeholders ............................................ 546

STUP Consultants Pvt. Ltd., 21 NHAI

EXECUTIVE SUMMARY
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

EXECUTIVE SUMMARY

E.1 Introduction

The Ministry of Road Transport and Highways (MORTH), Government of India has
proposed “Bharat Mala Pariyojana” an Umbrella scheme of road development project
through National Highways Authority of India (NHAI), National Highway and
Industrial Development Corporation (NHIDC) and state Public Works Departments
(PWD) at an estimated cost of INR 5,35,000crores. This is the second largest
highways construction project in the country after NHDP, in that almost 50,000 km of
roads targeted across the country. This project aim to improve connectivity
particularly on economic corridors, border areas and to remote areas with an aim of
rapid and safe movement of cargo to boost exports. International trade considered as a
key aspect in this scheme and northeastern states have given special focus.
The project cleared by the Union Cabinet on October 25, 2017.
The ambitious project expected to create nearly 100million man days of jobs during
the construction and subsequently to about 22million jobs of the increased economic
activity across the country. The construction will carried out through many means
including debt funds, budgetary allocation, private investment, toll operator transfer
etc. The total length of around 34,800km considered in phase 1 including
 Economic corridors of around 9,000km,
 Inter-corridor and feeder routes of around 6,000km,
 National Corridors Efficiency Program of about 5,000 km roads
 Border and international connectivity roads of around 2,000 km,
 Coastal and port connectivity roads of around 2,000 km,
 Expressways of around 800 km
 NHDP roads of 10,000km
In pursuance of the above program, NHAI appointed M/s STUP Consultants Pvt. Ltd.
for the above work to carry out the Feasibility Studies and Detailed Project Report of
this road for upgrading it to 6-lane access controlled (fully access control for
Economic Corridors) or access controlled 6-laning/8-laning in certain stretches, as
required depending on traffic. The letter was issued on 26.02.2018 vide Letter No:
NHAI/Bharatmala/DPR/Lot-6/Package-3/2017/113480 dated 26th Feb. 2018.

STUP Consultants Pvt. Ltd., 22 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

E.2 Project Overview

National Highway Authority of India has been entrusted the assignment of

Consultancy Services for preparation of DPR for development of Economic
Corridors, Inter Corridors and Feeder Routes to improve the efficiency of freight
movement in India under Bharatmala Pariyojana. Accordingly NHAI intends to take
up the preparation of the Feasibility and Detailed Project Report for 6 roads in Lot: 6,
Package – 3 falling in the states of Karnataka & Kerala.
The project road lies on NH 48 (NH 4) and starts at Km.515.000 Honaga Industrial
Area in Belagavi Taluk, Belgavi District in the state of Karnataka (74°27'37.787",
16°16'18.314") and ends at Km.592.705 Maharashtra / Karnataka Border (Kagal)
(74°30'51.636", 15°57'30.678").
The proposed alignment from Km 515+000 to Km 592+705 of NH-48 in the state of
Karnataka is approved vide Minutes of Meeting of LA committee held on
Dt.03.09.2020 vide NHAI Lr. No. NHAI/PIU-DWD/14011/STUP/2020/1375 dated
15.09.2020. During NHAI & LA committee meetings, NHAI suggested to split the
Project Road into 2 packages considering the existing two toll plazas, cost of project,
to attract more competitiveness etc., for the purpose of Project Implementation.
Accordingly, the project road is divided in to two packages:
1. Construction of 6 laning from Belgaum to Sankeshwar Bypass from Km. 515+000
to Km. 555+017 of NH-48 in the state of Karnataka on Engineering, Procurement
& Construction (EPC) Mode under Bharatmala Pariyojana (Package-I).

2. Construction of 6 laning from Sankeshwar Bypass to MH-KNT Border from Km.

555+017 to Km. 592+853 of NH-48 in the state of Karnataka on Engineering,
Procurement & Construction (EPC) Mode under Bharatmala Pariyojana
(Package–II).

The following sections describes the details of Package-1 Section of NH-48 from
Design Ch.515+000 to Design Ch.555+017 (Existing Ch 515+000 i.e Belgaum - Ch
555+000) Sankeshwar Bypass (upto End of Bypass towards Kagal) for the length of
40.017 km. The Site of the Project Road is a brown field alignment and passes
through 17 Villages in 3 Taluks i.e Belagavi, Hukkeri Taluks in Belgaum District,

STUP Consultants Pvt. Ltd., 23 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

Karnataka State and 1 Village in Gadhinglaj Taluk in Kolhapura District, Maharashtra

State. Key plan showing the Project Highway is given in Figure E-1 below.

Figure E-1: Location of project road

E.2.1 Key Features of Project

Table E-1 : Key features of project

Attributes Details
NH No NH-48 (NH-4)
Starts at Honaga Industrial Area in Belagavi Taluk,
Belgavi District in the state of Karnataka
Origin- Destination
(15°57'30.678"N, 74°30'51.636"E) and ends at
Sankeshwar Bypass (16°16'18.314"N, 74°27'37.787"E).

STUP Consultants Pvt. Ltd., 24 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

Attributes Details
The proposed project alignment passes through
Via towns Honaga, Vantamuri, Hattargi, Chikkalagud and
Sankeshwar Bypass.
Existing carriageway 4 Lane divided carriageway
Service road existing all along the length except
Service lanes and slip roads
Vantamuri Ghat section.
Shoulder Paved shoulder of 1-2m width
Condition of existing pavement Good to fair
Typically 60 m along entire stretch except Vantamuri
Right of way
Ghat Sections where the existing Right of way is 35m
Land use along project road Predominant land use in the area is agricultural.
Largely commercial, with trucks accounting for 80% of
Traffic on the stretch
vehicle volume
Toll infrastructure There is one toll plaza (Hattargi) in the current stretch
Primarily plain and rolling, except Vantmuri Ghat
Terrain
section
4 Major Bridges, 5 Minor Bridges, 4 Grade Separators,
Structures along stretch
3 VUP, 9 CUP, 7 PUPs and 62 culverts
User amenities along stretch 15 bus shelters, 15 truck lay-byes
Key utilities in the proposed RoW Electrical, Telephone, Water pipe lines etc
Forest Stretches along RoW Nil
Rail crossings along RoW Nil
Other clearance related aspects -
E.2.2 Key Plan of existing project stretch

Figure E-2: Key plan of existing project road

STUP Consultants Pvt. Ltd., 25 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

E.3 Traffic Demands on Project Road

E.3.1 Traffic Volume Surveys

Various traffic surveys were carried out for assessing physical condition of the Project
Stretch. List of traffic surveys and its schedule is presented in table below:
Table E-2 : Traffic survey locations
Survey
Type of Survey Chainage Start Date End Date Location
Duration
ATCC
ATCC-1 537+770 12.10.2020 18.10.2020 Hattargi Toll Plaza 7 Days
Survey
OD Survey OD-1 537+770 12.10.2020 Hattargi Toll Plaza 1 Day
Axle Load
ALS-1 537+770 12.10.2020 13.10.2020 Hattargi Toll Plaza 2 Days
Survey
Rani Chinnamma
TMC-1 519+600 15.10.2020 1 Day
University Jn.
TMC-2 527+390 13.10.2020 Sutagatti (SH-34) 1 Day
TMC-3 535+870 14.10.2020 Yamakanmarradi 1 Day
Hidkal Dam Jn.(SH-
TMC-4 538+261 13.10.2020 1 Day
Intersection 134/SH-78)
Volume Kaladgi-Kurni road &
TMC-5 544+200 16.10.2020 1 Day
Count Chikkalgud
TMC-6 545+835 15.10.2020 Hebbal & Aralgundi 1 Day
TMC-7 547+390 19.10.2020 Gotur 1 Day
TMC-8 549+790 19.10.2020 Sankeshwar Bypass 1 Day
TMC-9 552+890 19.10.2020 Sankeshwar Bypass 1 Day
TMC-10 554+650 19.10.2020 Sankeshwar Bypass 1 Day
PED-1 519+600 Near Bhutramanahatti
PED-2 524+000 Near Vantamuri
Pedestrian
Cross PED-3 527+300 Sutagatti cross
8.00 Am to
Traffic PED-4 535+870 21.10.2020 Yamakanmarradi
12.00 Pm
Count PED-5 538+261 Hidkal Dam Cross & 16.00
Survey
PED-6 544+200 Chikkalgud Pm to
PED-7 545+835 Hebbal 20.00 Pm
Speed and
515+000 to
Delay 23.10.2020 Total Stretch
555+000
Survey

STUP Consultants Pvt. Ltd., 26 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

Table E-3 : Results of Traffic Surveys Conducted

Hattargi Toll Plaza @ Km 537+770
Vehicle Type ADT AADT AADT
(Veh/day) (Veh/day) (PCU/day)
Two Wheeler 7774 7773 3887
Auto Rickshaw / Three wheeler 106 106 106
Car / Jeep / Van - Yellow Board 1542 1697 1697
Car / Jeep / Van - White Board 6168 6785 6785
Bus-2A 699 699 2097
Bus-3A 24 24 72
Mini Buses 44 45 68
Mini LCV Goods (Tata Ace, similar
1002 962 962
size)
2 Axle Trucks 1266 1418 4254
3 Axle Trucks 1025 913 2739
4 to 6 Axle Trucks 1663 1414 6363
7 or more Axle Trucks 4 4 18
LCV 4 Tyre 174 167 251
LCV 6 Tyre 1843 1769 2654
Tractor 11 11 17
Tractor +Trailer 35 35 158
Class -A 20 22 22
Class -B 7 7 21
Class -C 23 24 24
Cycle 30 30 15
Cycle Rickshaw 1 1 2
Animal Drawn 0 0 0
Hand Drawn 0 0 0
others 0 0 0
Total Fast Moving Vehicles 23433 23875 32192
Total Slow Moving Vehicles 31 31 17
Total Vehicles 23464 23906 32209
E.3.2 Axle Load Survey

Axle load survey in both directions has been carried out at Hattargi toll plaza using
axle load. Methodology and procedure stipulated in IRC 37 has been followed. VDF
has been computed for various categories of commercial vehicles and presented is
below.
Table E-4 : Axle load Survey Results
At 537+770 - Hattargi Toll plaza
Vehicle
Belgaum to Kagal Kagal to Belgaum
Standard Bus 0.724 0.484
STUP Consultants Pvt. Ltd., 27 NHAI
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

At 537+770 - Hattargi Toll plaza

Vehicle
Belgaum to Kagal Kagal to Belgaum
Mini Bus 0.724 0.484
2 Axle Trucks 1.686 2.563
3 Axle Trucks 2.351 5.708
4-6 Axle Trucks 8.853 7.691
7 or >7 Axle Trucks 8.853 7.691
LCV 0.561 0.541
E.3.3 Traffic Volume forecast

Traffic volume forecast was developed and converted to Million Standard Axles
(MSA) for the purposes of pavement design. The cumulative load in MSA for the
homogeneous section is given below.
Table E-5 : Projected traffic load on project road in MSA
Million Standard Axles for Design Life
Homogeneous
Directions 5 10 15 20 25 30
Sections
Years Years Years Years Years Years
Km 515+000 to Belgaum to
Km 555+000 19 46 84 135 187 240
Kagal
(537+770 -
Hattargi Toll Kagal to
19 46 83 131 180 230
plaza) Belgaum

E.3.4 Turning Movement Survey

Classified direction wise turning movement surveys were conducted at the all the
major intersections to determine the need for re-design and addition of structure at the
intersection. The abstract of intersection volume count and peak hour volume count at
all the junctions are given below.
Table E-6 : Turning Movement Survey Results
Peak Hour Peak Hour
Type of
S.No. Name of Junction Chainage Peak Hour Volume Volume
Junction
(Veh/Hr) (PCU/Hr)
1 Ranichannamma Jn. 519+600 T 15:00-16:00 1676 2452
2 Sutagatti Jn. 527+390 T 17:00-18:00 1838 2219
3 Yamakanmardi Jn. 535+860 T 15:00-16:00 1681 2134
4 Hidakal Dam Jn. 538+261 T 17:00-18:00 2007 2360
5 Chikkalgud Jn. 544+200 + 17:00-18:00 1705 2107
6 Hebbal Jn. 545+835 + 17:00-18:00 1828 2265
7 Gotur Jn. 547+390 T 16:00-17:00 1758 2428
STUP Consultants Pvt. Ltd., 28 NHAI
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

Peak Hour Peak Hour

Type of
S.No. Name of Junction Chainage Peak Hour Volume Volume
Junction
(Veh/Hr) (PCU/Hr)
8 Sankeshwar Jn. 549+790 Y 15:00-16:00 1593 2063
9 Sankeshwar Gadhinglaj Jn. 552+890 + 17:00-18:00 1764 2215
10 Sankeshwar Jn. 554+650 Y 13:00-14:00 1471 2039

E.4 Pavement and Corridor Surveys

E.4.1 Pavement Condition Survey

The overall pavement condition of the project road is good to fair in condition.
Regular monitoring of the PCI is used to establish the rate of pavement deterioration,
which permits early identification of major rehabilitation needs. The PCI can also
provide feedback on pavement performance for validation or improvement of current
pavement design and maintenance procedures.
In this project, the PCI is calculated as per the international guidelines provided in
ASTM-D6433. For different pavement condition, according to ASTM-D6433, PCI
values are presented explained in detail in Chapter 7.

E.4.2 Pavement composition

The existing pavement structure is Rigid/Flexible etc. The results about flexible rigid
pavement crust obtained from each test pit for main carriageway and service road are
given below.
Table E-7 : Composition of Existing Pavement

Chainage Bituminous WBM/WMM Sub Base

Km.515+000 to Layer mm (Base) mm mm
Km.555+000 LHS RHS LHS RHS LHS RHS
Main Carriageway
Flexible Pavement
Maximum 330 350 270 300 280 310
Minimum 300 280 250 230 200 200
Average 310 320 260 270 235 220
Chainage PQC (mm) DLC (mm) GSB (mm)
Km.515+000 to
Km.555+000 LHS RHS LHS RHS LHS RHS
Rigid Pavement
Maximum 350 340 210 180 200 240

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

Chainage Bituminous WBM/WMM Sub Base

Km.515+000 to Layer mm (Base) mm mm
Km.555+000 LHS RHS LHS RHS LHS RHS
Minimum 280 300 130 150 140 150
Average 315 320 160 160 165 180
Service Road
Flexible Pavement
Maximum 220 220 310 260 240 210
Minimum 130 150 200 210 200 180
Average 160 180 260 230 215 200

E.4.3 Pavement Strength

FWD was carried out to test the strength of the existing pavement, and the
characteristic deflection values have been calculated for each homogeneous section of
main road and service road to enable design of an overlay for the road. The details are
given below.
Table E-8 : Strength of Existing Pavement (Main Carrigeway)
Chainage 15th Percentile E Value
Side Length
S.No Bituminous Granular Sub
From To (LHS/RHS) (Km)
Layer Layer grade
1 514.750 516.000 LHS 1.250 1992.8086 380.87 179.07
2 516.000 520.001 LHS 4.001 2201.1494 492.86 143.90
3 520.001 520.403 LHS 0.402 2289.6750 486.80 123.79
Total Length 5.653
1 520.400 524.000 RHS 3.600 2177.7807 490.20 116.00
2 527.379 535.000 RHS 7.621 1588.0183 487.30 150.00
3 535.010 535.951 RHS 0.941 1254.6839 492.28 175.70
4 536.000 536.996 RHS 0.996 2516.5671 496.64 175.77
5 537.000 539.971 RHS 2.971 1261.255 492.60 176.00
6 540.013 549.212 RHS 9.199 1346.8714 488.24 102.00
Total Length 25.328
Table E-9 : Strength of Existing Pavement (Service Road)
Chainage 15th Percentile E Value
Side Length
S.No
From To (LHS/RHS) (Km) Bituminous Granular Sub
Layer Layer grade

1 514.750 517.754 LHS 3.004 1818.406 101.280 169.480

2 518.000 520.250 LHS 2.25 881.787 100.000 173.850
3 520.485 524.004 LHS 3.519 1586.372 134.970 186.860

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Bharatmala Pariyojana (Package-I) Final Feasibility Report

Chainage 15th Percentile E Value

Side Length
S.No
From To (LHS/RHS) (Km) Bituminous Granular Sub
Layer Layer grade

4 527.490 534.001 LHS 6.511 1161.061 143.080 187.990

5 534.250 540.231 LHS 5.981 1275.886 107.150 167.950
6 540.495 542.501 LHS 2.006 2089.834 102.620 144.240
7 542.735 553.492 LHS 10.757 615.479 102.840 145.900
8 553.758 555.000 LHS 1.242 2219.995 181.950 102.000
Total Length 35.270
1 514.700 522.999 RHS 8.299 789.443 100.380 163.785
2 523.249 536.000 RHS 12.751 2116.021 166.460 98.000
3 536.251 541.995 RHS 5.744 816.201 118.395 111.945
4 542.243 546.767 RHS 4.524 2356.412 112.320 150.830
5 546.999 552.996 RHS 5.997 1276.773 100.800 124.000
6 553.193 555.000 RHS 1.807 836.899 103.360 124.000
Total Length 39.122

E.4.4 Sub-Grade Soil Survey

The laboratory tests carried out for the soil samples of sub grade revealed that soil
along the alignment is predominantly clayey sand in nature. Main carriageway OMC
value varies from 8.5% to 16.8% and those of MDD vary from 1.81 gm/cc to 2.14
gm/cc. CBR test was conducted by three energy level method as prescribed & the
values vary from 4.1% to 14.8% for soaked condition and 4.7% to 18.6% for un-
soaked condition. For service road OMC value varies from 8.3% to 14.9% and those
of MDD vary from 1.81 gm/cc to 2.12 gm/cc. CBR test was conducted by three
energy level method as prescribed & the values vary from 5.1% to 20.0% for soaked
condition and 4.9% to 15.5% for un-soaked condition. The summary of laboratory test
results is given below.
Table E-10 : Soil Investigation Survey Results
FSI
Liquid Plastic 4-Days 4-Days
Chainage Plasticity [IS Max. Dry
Limit Limit OMC Soaked Soaked
515+000 to Index :2720- density
(LL) (PL) (%) CBR @ CBR @
555+000 (PI) % Pt-40] (gm/cc)
% % FDD (%) MDD (%)
%
Main Carriageway
Maximum 52 31 22 44.4 2.14 16.8 14.8 18.6
Minimum 20 14 6 0 1.81 8.5 4.1 4.7
Average 32 22 12 20.8 1.99 12.0 8.7 10.8
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Service Road
Maximum 48 28 23 50.0 2.12 14.9 15.5 20
Minimum 22 15 5 0 1.81 8.3 4.9 5.1
Average 31 22 11 20.7 2.00 11.6 10.3 12.1

E.5 Improvement Proposals

E.5.1 Proposed Alignment

The proposed alignment from Km 515+000 to Km 592+705 of NH-48 in the state of

Karnataka is approved vide Minutes of Meeting of LA committee held on
Dt.03.09.2020 vide NHAI Lr. No. NHAI/PIU-DWD/14011/STUP/2020/1375 dated
15.09.2020. During NHAI & LA committee meetings, NHAI suggested to split the
Project Road into 2 packages considering the existing two toll plazas, cost of project,
to attract more competitiveness etc., for the purpose of Project Implementation.
Accordingly, the project road is divided in to two packages:
1. Construction of 6 laning from Belgaum to Sankeshwar Bypass from Km.
515+000 to Km. 555+017 of NH-48 in the state of Karnataka on Engineering,
Procurement & Construction (EPC) Mode under Bharatmala Pariyojana
(Package-I).

2. Construction of 6 laning from Sankeshwar Bypass to MH-KNT Border from

Km. 555+017 to Km. 592+853 of NH-48 in the state of Karnataka on
Engineering, Procurement & Construction (EPC) Mode under Bharatmala
Pariyojana (Package–II).

E.5.2 Road geometry

The existing road alignment is followed in general to minimize the land acquisition
except minor improvements to horizontal and vertical alignment to meet the design
standards as per Manual. The project alignment is passing through plain and rolling
terrain except Vantamuti Ghat section and design speed of 100 kmph has been
adopted in general in plain and rolling terrain as per Manual except few locations
where the design speed adopted is 80 kmph for the Project Highway considering the
geometry of existing road and structures. Additional land is required at places where
the geometry improvements/re-alignments are proposed and also at locations

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wherever the project facilities like Truck lay byes, Bus bays, Toll plazas, entry & exit
ramps, etc. Further, Retaining walls are proposed between main carriageway and
service road wherever required and wherever there is a level difference so as to avoid
embankment and in turn additional land acquisition.
The existing Project Highway is passing through the Vantamuri Ghat section at which
the existing design speed is less than 50 kmph and also there is a problem of steep
gradient in this Ghat section where the heavy goods vehicles are finding difficult to
negotiate the same. In order to improve level of service and to ease the traffic
movement, vertical alignment improvement is proposed by flattening the Gradients at
Vantamuri Ghat section apart from adopting a design speed of 60kmph for geometric
design.

E.6 Pavement Design

E.6.1 Pavement Composition for Main Road

The existing carriageway has both flexible pavement and rigid pavement. The existing
rigid pavement is substantial in length already when compared to length of flexible
pavement. Considering the various factors such heavy commercial traffic along the
project corridor, long life, minimum maintenance etc., rigid pavements have definite
advantages over flexible pavements in the long run and hence the rigid pavements are
recommended to be adopted for the entire length of main carriageway in the 6 laning
of the Project Road. Details of proposed rigid pavement for main carriageway and
flexible pavement for service road are as under:
i. Method of Design of Rigid Pavement

Continuously Reinforced Concrete Pavement (CRCP) shall be provided as per IRC:

118-2015 “Guidelines for Design and Construction of Continuously Reinforced
Concrete Pavement (CRCP)” for all the approaches of the proposed Grade
Separators such as VUP, VOP, Elevated Roads, etc., and re-alignments including in
the grade separator approaches from Ch: 547+450 to Ch: 548+180 where CRCP
pavement is proposed as per IRC: 118-2015 for profile correction including
widening.
Existing rigid pavement shall be widened to 6 lane to the applicable Typical cross
sections with new Rigid pavement as per IRC:58-2015 including Toll Plaza & its
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approaches, Truck laybye locations, Deceleration / Acceleration lanes of Entry & Exit
Ramps, merging taper portion of Entry and Exit ramps with service roads.
Raising of the existing road in rigid pavement sections shall be constructed with the
rigid pavement as per IRC 58-2015 in accordance with Plan and Profile Drawings
except from Ch: 547+450 to Ch: 548+180.
CRCP overlay (Whitetopping) shall be designed and constructed over existing
flexible pavement along Main Carriageways in accordance with provisions of per
IRC: 118-2015 “Guidelines for Design and Construction of Continuously
Reinforced Concrete Pavement (CRCP)” and IRC:SP-76-2015 “Guidelines for
Conventional and Thin Whitetopping” as per design requirements..
Design life of Rigid Pavement and CRCP shall be 30 years.
Minimum pavement crust for Concrete Pavement (Rigid Pavement/ CRCP) shall be
as under:
Continuously Reinforced Concrete Pavement (CRCP)
 Pavement Quality Concrete – 280mm
 Dry Lean Concrete (DLC) – 150mm / 100mm(min) ( for new pavement crust /
white topping on existing flexible pavement respectively)
 Granular Sub base ( GSB) including Drainage Layer - 250mm ( 150mm +
100mm DL)
 Sub grade – 500mm
Rigid Pavement
 Pavement Quality Concrete (PQC) – 300mm
 Dry Lean Concrete (DLC) – 150mm
 Granular Sub base (GSB) including Drainage Layer - 250mm ( 150mm + 100mm
DL)
 Sub grade – 500mm
The details of proposed type of pavement for Main Carriageway shall be as given bin
Table E-11 below:

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Table E-11: proposed type of pavement for Main Carriageway

Belgaum to Sankeshwar Bypass
Total length
Sl.No Type of Section Proposed Pavement Type
(km)
Section with Existing Flexible Strengthening and Widening from 4
Pavement other than proposed lane to 6 lane with Continuously
1
grade separators and re- Reinforced Concrete Pavement
alignments, if any (CRCP)
Widening from 4 lane to 6 lane with
Section with Existing Rigid Total length of
Rigid Pavement along with repairs to
Pavement other than proposed road from Ch:
2 existing rigid pavements as per
grade separators and re- 515+000 to
Schedule- E i.e. Maintenance
alignments, if any 555+017
Requirements
Approaches to Proposed Grade
Separator, VUP,VOP, LVUP Continuously Reinforced Concrete
3
etc., for main road and re- Pavement (CRCP)
alignment sections, if any

E.6.2 Pavement Composition for Service Road

i. Method of Design of Flexible Pavement

The new pavement shall be designed in accordance with the IRC: 37-2018
“Guidelines for the design of flexible pavements” in the widening portion of Service
road, Busbays, junction approaches to cross roads and all locations other than Rigid
pavement and Continuously Reinforced Concrete Pavement (CRCP) sections.
Structural Evaluation and strengthening of flexible pavements shall be carried out in
accordance with IRC: 115-2014. The above Flexible pavements for Service Roads
shall be initially designed for 10MSA as per Manual.
After initial traffic loading of 10 MSA is achieved in subsequent years, the Service
Roads shall be strengthened and overlaid suitably to ensure maintenance requirements
as per the Concession Agreement are achieved till the end of Concession Period.
The proposed pavement composition for each section of service roads is given in
Table E-12 below.
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Table E-12 : Proposed Pavement Composition

Existing Service Roads Widening with Flexible Pavement
Service Road Service Road
(6% CBR) (5% CBR)
Service Road Pavement Composition is applicable for the
Description following Chainages (RHS Service Road Only)
(10% CBR)
From To From To
550.075 554.900 530.000 540.050
Pavement Composition, m
Bituminous Concrete 30 40 40
Dense Bituminous Macadam 50 70 80
Wet Mix Macadam 250 250 250
Granular Sub base 200 200 200
Sub grade 500 500 500
Effective Sub grade CBR, % 10% 6% 5%
E.6.3 Strengthening of Existing Pavement

The existing concrete pavement has been constructed in year 2014 with a design life
of 30 years. The existing rigid pavement, which is retained after 6 laning proposal,
has been proposed to be repaired and rehabilitated based on the distress analysis
carried out usting Network Survey Vehicle survey. These works include rouine
maintenance activities and initial improvements such as full depth repairs, partial
depth repairs, replacement of heavily cracked slabs for various types of cracks, re-
teturing of concrete pavement along with 6 laning of the project etc., All the repairs
and rehabilitation to existing CC pavement shall be carried out as per IRC SP-83-
2018.
The strengthening requirements for the existing flexible pavement have been
estimated from the deflection measurements and estimated traffic loadings. The
overlay requirement has been estimated in accordance with IRC: 115-2014 and IRC:
37-2018. As per the analysis the overlay is not required for main carriageway as the
majority of its length is recently overlaid. However, as explained in E.6.,
Whitetopping with Continuously Reinforced Concrete Pavement as per IRC -118-
2015 and IRC: SP-76-2015 are recommended over existing flexible pavement for the
main carriageway.
The designed overlay proposed for service road is given in Table E-13 below.

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Table E-13 : Overlay thickness required

Suggested
Chainage Side Length Thickness
S.No Overlay, mm
(LHS/RHS) (Km) (Overlay)
From To BC DBM
1 514.750 553.492 LHS 3.004 80 30 50
2 518.000 520.250 LHS 2.25 80 30 50
3 520.485 524.004 LHS 3.519 80 30 50
4 527.490 534.001 LHS 6.511 80 30 50
5 534.250 540.231 LHS 5.981 80 30 50
6 540.495 542.501 LHS 2.006 80 30 50
7 542.735 553.492 LHS 10.757 80 30 50
8 553.758 555.000 LHS 1.242 120 40 80
9 514.700 522.999 RHS 8.299 80 30 50
10 523.249 536.000 RHS 12.751 80 30 50
11 536.251 541.995 RHS 5.744 120 40 80
12 542.243 546.767 RHS 4.524 120 40 80
13 546.999 552.996 RHS 5.997 80 30 50
14 553.193 555.000 RHS 1.807 110 40 70

E.6.4 Design of Structures

Along the project stretch, there are several bridges, culverts, under/overpasses and
Grade separators. The abstract of the existing and proposed structures required for the
Project Road is given in Table E-14 below
Table E-14 : Existing and Proposed improvement to structures along project
road
Constru New
Type of Existing Recons
Sl.No Dismantle Widening ction in Const Total
Structure Structures truction
Parallel ruction
Major Bridges –
1a Main 4 1 5
Carriageway
Major Bridges -
1b 1 1 4 4
Service Road
Minor Bridges –
2a Main 5 5 2 7
Carriageway
Minor Bridges -
2b 5 4* 1 4* 5
Service Road*
Elevated Road
3 - 2 2
Section
4 Grade Separators 4 4 4

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Constru New
Type of Existing Recons
Sl.No Dismantle Widening ction in Const Total
Structure Structures truction
Parallel ruction
Trumpet
5 - 1 1
Interchange
Vehicle
6 - 1 1
Overpass (VOP)
Vehicular Under
7 3 3 5 8
Pass (VUP)
Light Vehicle
8 Underpass - 2 2
(LVUP)
Pedestrian
9 7 1 6 6
Underpass (PUP)
Cattle Underpass
10 9 3 6 2 8
(CUP)
11 Box Culverts 20 4 15 3 1 19
12 Pipe Culverts 49 7 42 2 44
Total No. of Existing &
107 16 82 7 5 14 116
Proposed Structures
* LHS & RHS @ Each location

E.7 Wayside amenities proposed

The abstract of the existing and proposed Project Facilities along the Project Road is
given below.
Table E-15 : Existing and Proposed user amenities along project stretch
Type of
Sl.
Existing Existing Proposed Other Facilities
No
Facility
All existing Bus bays with Bus Shelters to
1 Bus bays 15 24 be dismantled and reconstructed as per
IRC standards
All existing Entry & Exit ramps to be
Entry and Exit
2 - 40 dismantled and proposed for reconstruction
Ramps
as per IRC standards
All existing Truck lay byes to be
3 Truck lay byes 15 8 dismantled and reconstructed as per IRC
standards
Existing Toll Plaza to be augmented and
4 Toll Plaza 1 widened as per IRC:SP-87-2019, 6 lane
manual
E.8 Land acquisition requirements

The Proposed alignment is passing predominantly in existing alignment even though

it requires additional land at the locations where the project facilities like Bus bays,
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truck lay byes, entry and exit ramps, realignment sections and Interchanges etc are
proposed. The project road will involve acquisition of additional land around 21.69
ha. The cost of compensation for LA and R&R is estimated as Rs. is around 37.95 Cr.

E.9 Utility Shifting and Clearances

Utilities belonging to verious user agencies have been identified that fall within the
project road ROW and will need to be shifted to enable road construction. Shifting
proposals have been submitted to the user agencies and estimates have been received
from the concerned agencies.

E.9.1 Utility Shifting Estimates

The total cost of utilities shifting for all the utilities identified in the road RoW is
estimated to be Rs. 15.53 crores and the details are given in Table E-16 below.

Table E-16 : Summary of Utility Shifting Costs

Sl. Amount (in
Service Department Letter No.
No. Rs)
Government of Karnataka. Rural Drinking
EE/RDW&S/BGM/NHAI/PB-2/2020-
1 Water & Sanitation Department ( RDW&S 2,656,000
21/1813 dated 28.10.2020
Division), Belgavi
KWB/TEC/AEE/BGV(P)/AE-
Karnataka Urban water supply & Drainage
2 1/NHAI/2020-21/372-1 dated 0
board,Belgavi
26.11.2020
PRE (Panchayath Raj Engineering PRE/SD/BGM/NHAI/2020-2021/588
3 0
Department) Subdivision , BELGAVI dated 21.10.2020
Bharat Sanchar Nigam Limited -Belgavi -
Existing Copper Cables
4 S-1/2020-21/14 dated 21.11.2020 107,686,569
Bharat Sanchar Nigam Limited -Belgavi -
Existing Optical Fibre Cables
Hubli Electricity Supply Company Limited, Section Officer, Kakti Section I, RSD-
5 6,674,793
RSD - 1, Belgavi I, Hescom, Belgavi.
Hubli Electricity Supply Company Limited, Section Officer, O&M Section,
6 14,774,156
RSD - 2, Belgavi Yamanapur, RSD-II, Hescom, Belgavi.
Hukkeri Rural Electric Co-Operative HRECS/RE/2020-21/3890 dated
7 16,942,153
Society Ltd, Hukkeri 10.12.2020
506/BGM/SEE/Tr.(W&M)/C/EE(O)/A
Karnataka Power Transmission Corporation
8 EE-1/20-21/5320-24 Dated on 6,478,000
Limited
08.12.2020
Total Amount in Rs. 155,211,671
Total Amount in Cr.( Say) 15.53

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E.10 Environmental impact assessment

Environmental Screening and Preliminary Environmental Assessment of the study

area has the following major objectives:
 To identify the potential environmental impacts;

 To categorize the project;

 To ensure that environmental considerations are given adequate weightage for

carrying out proposed road improvement;

 Policy, legal and institutional issues for planning and for getting all approvals and
for implementation of Environmental Management Plan during Design,
Construction and Operational phases; and

 Scoping and future course of work for Environmental Impact Assessment Study

The preliminary environmental assessment for the proposed project is being

undertaken as a parallel exercise with the Engineering Analysis, so as to bring out the
environmental concerns in planning and the proposed design.
The environmental expert conducted the environmental screening to identify the hot
spots along the project road. Special care will be needed for the sensitive stretches
during designing and construction phase as well. Formulation of specific mitigation
measures has to be done for adverse impacts in those sections during the detailed
environmental assessment study. The detailed Environmental screening and
assessment is described in Chapter 11.

E.11 Social impact assessment and Land acquisition

The objective of the social screening is to identify the probable adverse impacts due to
the proposed road improvement works and ensuing land acquisition on the affected
persons/families. Based on these assessments a Resettlement Action Plan is to be
prepared meeting requirements of various guidelines and relevant Acts of
Government of India and other funding agencies like the World Bank, the Asian
Development Bank, etc.
The initial social screening has been carried out by the consultants through detailed
reconnaissance of the project area, review of secondary information and preliminary
consultation with various stakeholders. The major findings are listed in chapter 12 of
main report.
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E.11.1 Census and Socio-Economic Survey

Subsequent to preparation of the Land Plan Schedule (LPS), consultants will conduct
Census and socio-economic surveys of Project Affected Persons/Families likely to be
affected due to the project.
A format of Social and Census Survey is proposed to be used to record the relevant
information from all categories of property holder. Data will be collected at household
level that will include family details, social category, religion, economic status,
occupation, and education etc. along with details of any structure that may be affected
including type of structure, present use of structure and dimension of the structure.

E.11.2 Identification of Structures Likely to be affected

The topographical survey map was also utilized to identify each structure on the
ground. Structures falling within the proposed development corridor were identified
in the site of preliminary basis. The existing ROW is nearly about 60 meters most of
the length except Vantmuri Ghat section and the additional land to be acquired
realignment sections and for the locations where the project facilities proposed like
Bus bays, truck lay byes and entry & Exit ramps etc.

E.11.3 Resettlement Action Plan

Resettlement Action Plan will be prepared in accordance with the magnitude of

impact detailing the project components involving land acquisition and involuntary
resettlement, extent of impact, socioeconomic profile of Affected Persons, efforts
made to minimize involuntary resettlement, mitigation measures in accordance with
approved resettlement framework, budget estimate, work plan, implementation
arrangement, grievance redressal mechanism, and monitoring and evaluation.

E.12 Project cost estimates

The cost estimate is prepared for Widening of existing 4 lane divided carriage way
with service roads to 6 lane divided carriage way with service roads on either sides
including all the proposed facilities as per IRC standards. The Total Capital Cost of
the project cost is estimated as Rs. 1541.02 Crores (Including LA and R&R) and
Abstract of the Total Capital Cost of the Project is given below in Table No.E.17.
Civil Construction cost is estimated as Rs.1176.37 Crores excluding GST and

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Estimated Project Cost is worked out as Rs. 1,436.61 Crores including GST,
Utilities shifting cost Centages etc., The Abstract of Cost Estimate is presented
below in Table No E-18:
Table E-17 : Abstract of Total Capital Cost
Amount in Rs.
Sl. No. Description
Crores
(I) Cost of civil work
1 CIVIL CONSTRUCTION COST 1,176.37
2 GST @ 12% 141.17
3 Total Civil Construction Cost including GST' 1,317.54
4 UTILITY SHIFTING COST (Excl.supervision cost of Utility shifting works) 15.53
5 Total Civil Construction Cost including GST and Utility Shifting Cost 1,333.07
(II) Centages

6 Add Contingency Charges on '(1)' @ 2.8 % 32.94

7 Supervision Consultancy Charges on '(1)' @ 3 % 35.30

8 Agency Charges on '(I)' @ 3 % 35.30

9 Total Civil Cost including Agency, Contingency & Supervision Charges 103.54

10 Estimated project cost (EPC) 1,436.61

Total project cost per Km in Rs. Crores 35.90

(III) Pre Construction activities

1 Land Acquisition Cost and R&R 37.95

2 Forest Clearance Charges (Tree Cutting Charges) 0.19

Supervision Charges on shifting of Utilities works
3 0.39
(Assumed 2.5% for estimate)
Sub total (III) 38.53
Maintenance for 10 years @ 5% in total on '3' above as per Article 14 and to
(IV) 65.88
be paid separatey on contract price

Total Capital Cost 1,541.02

Total capital cost per Km in Rs. Crores 38.51

Note: The cost of pre-construction activities are likely to change based on the actual requirement and
at the time of execution

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Table E-18 : Summary Of Project Cost

Sl no Description Amount (Rs) (R4)

A ROAD WORKS
1 Site Clearance 171,963,394
2 Earthwork 779,618,479
3 Pavement and Entry / Exit Ramps 3,369,898,798
4 Drainage 1,334,732,854
5 Road Furniture 565,670,036
6 Intersections 122,783,093
7 Bus bay 67,134,592
8 Truck bay 43,614,368
9 Toll Plaza 249,421,825
10 Arboriculture 13,464,678
11 Highway Lighting 283,712,295
11A Environmental Management Plan 65,881,710
Repair and Rehabilitation of Existing Concrete
11B 79,700,000
Pavement
Routine Maintenance of Project Highway during
11C 59,700,000
Construction Period
Total Road Works 7,207,296,122
B STRUCTURE WORKS
12 Major Bridge n Viaduct(New) 34 08 41 084
13 Major Bridge-Service roads 17 38 01 810
14 Elevated Road(New) 60 22 48 378
15 Trumpet flyover (New) 5 83 71 515
16 VUP (New) 41 49 48 817
17 VUP (Widen) 5 66 66 299
18 PUP (Widen) 1 55 54 230
19 CUP (Widen) 80 38 326
20 CUP (Reconstruction) 58 40 924
21 Grade separator (Widen) 1 35 84 098
22 Minor Bridge (New) 2 21 82 650
23 Minor Bridge (Widen) 10 19 02 656
STUP Consultants Pvt. Ltd., 43 NHAI
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

Sl no Description Amount (Rs) (R4)

24 LVUP 2 33 95 429
25 VOP 41 13 48 992
26 Box Cvt (New) 21 72 426
27 Box Cvt (Widen) 1 81 49 287
28 Pipe Cvt (Widen) 5 47 85 164
29 Dismantling of Structures 57 90 161
29A Repair of Existing Bridges 7 85 27 072
Total Structures Works 2,408,149,317

C EARTH RETAINING STRUCTURES

30 RE Walls 130 28 87 798
31 RCC Walls 84 52 71 140
Total Retaining Wall Works 2,148,158,938

D CIVIL CONSTRUCTION COST (A+B+C) 11,763,604,376

CIVIL CONSTRUCTION COST in Crores 1,176.37

E GST @ 12% 141.17
CIVIL CONSTRUCTION COST INCLUDING
F 1,317.54
GST
G UTILITY SHIFTING WORKS 15.53
CIVIL CONSTRUCTION COST INCLUDING
H 1,333.07
GST AND UTILITY SHIFTING COST

E.13 Economic Analysis

The Economic Internal Rate of Return (EIRR) and Net Present Value (NPV) of
Package I is given below.
Table E-19 : EIRR and NPV of Various Sections
EIRR NPV (million
Sl No. Section
(%) INR)
Belgaum to Sankeshwar
1 Bypass (Km 515.000 to Km 21.75% 11,021.25
555.000)

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

Sensitivity analysis has been conducted to test the robustness of EIRR to different
variations in market and project-specific parameters. It has been conducted in three
scenarios;

Case – I : Construction Cost increased by 15%

Case – II : Benefit/ traffic decreased by 15%
Case – III : Cost increased by 15% and Benefit decreased by 15%
E.14 Financial Analysis

Project FIRR has been assessed as 13.67% for Belgaum to Sankeshwar Bypass as
assessed by financial consultants based on the assumptions circulated by finance
division of NHAI vide circular no. NHAI/11033/CGM(Fin)/ 2011 dated 29.04.2011,
Corrigendum to Circular dated 29.04.2011 issued vide circular no.
NHAI/11033/CGM(Fin/2011 dated 25.11.2011 and Circular no. 37012/09/2009-H
dated 16.06.2014 issued by MORTH for financial analysis for the Project.

The above FIRR has been assessed based on the NHAI circular dated 8th January,
2021 i.e. MHAI / Policy Guidelines / Standard Documents / 2021 Policy Circular No.
11.26. The circular is attached for your reference.

STUP Consultants Pvt. Ltd., 45 NHAI

 CHAPTER - 1
INTRODUCTION
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

1. INTRODUCTION
1.1 Project Background

National Highways Authority of India (NHAI), an autonomous agency of Govt. of

India, is responsible for the management of the National highways network in India.
To match with the growing industrialization and development of the country,
Government has made plans to expand network of national highways across the
length and width of the country at a rapid pace. The various programs which have
been taken by Govt. through NHAI are:

Phase I: Golden Quadrilateral (GQ) Comprising 4/6-laning of National Highways

connecting four metro cities, namely, Delhi, Mumbai, Chennai and Kolkata with a
total length of approximately 5846 km (which is mostly complete), and

Phase II: North-South and East-West Corridors (NSEW) comprising 4/6-laning of

National Highways connecting Srinagar to Kanya Kumari and Silchar to Porbandar.
The total length the NSEW corridor is about 7300 km. The contracting for most of the
projects on NSEW is done and construction is also mostly complete.

In addition to this, various NHDP programs have been taken up by NHAI to match
with the rapid pace of modernization and industrial development of the country. For
the near future, the Government has also plans to continue developing the National
Highways at a rapid pace which will require huge funding in short time.

National Highway Authority of India entrusted the assignment of Consultancy

Services for preparation of DPR for development of Economic Corridors, Inter
Corridors and Feeder Routes to improve the efficiency of freight movement in India
under Bharatmala Pariyojana (Lot-6) to NHAI. Accordingly NHAI intends to take up
the preparation of the feasibility and detailed project report for same. Roads under
Package 3/Lot-6 in the state of Karnataka are Bangalore Outer- Hoskote (Length – 14
km), Padali (near Mangalore Port)- Bantwal (Length – 17 km),
Maharashtra/Karnataka border (Kagal) to Belgaum (Length – 78 km), having total
length of 109 km. Roads under Package 3/Lot-6 in the state of Kerala are
Kazhakuttom - Mukkloa (Length – 27 km), Walayar - Vadakkanchery (Length – 54
km), Thrissur - Edapally (Length – 64 km) having total length of 145 km. The total
length of the Roads is about 254 km.
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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

NHAI has appointed M/s STUP Consultants Pvt. Ltd. for the above work to carry out
the Feasibility Studies and Detailed Project Report for Lot: 6, Package – 3 roads. Out
of 6 roads, Maharashtra / Karnataka Border (Kagal) to Belgaum ( From Km 515+000
to Km 592+705 for the length of 77.705km in the state of Karnataka for majority of
length ) has been taken up on priority for upgrading it to 6-lane access controlled
facility. After several presentations and meetings held in NHAI and MORT&H during
the months spanning March 2018 to May 2018, Out of the above 4 roads have been
assigned the Assigned PIU and Nodal PIU for Bharatmala/DPR/Lot-6/Package-3 vide
NHAI HQ letter no NHAI/Bharatmala/DPR/Lot-5/Pkg-4/2017/118036 dated
23.05.2018. The following roads were assigned the Assigned PIU and Nodal PIU:

After several presentations and meetings held in NHAI and MORT&H during the
months spanning March 2018 to May 2018, Out of the above 4 roads have been
assigned the Assigned PIU and Nodal PIU for Bharatmala/DPR/Lot-6/Package-3 vide
NHAI HQ letter no NHAI/Bharatmala/DPR/Lot-5/Pkg-4/2017/118036 dated
23.05.2018. The following roads were assigned the Assigned PIU and Nodal PIU:

Table 1-1 : List of Roads

Project Road Length in Km Remarks

Karnataka
a Bangalore Outer- Hoskote 14
Maharashtra/Karnataka border (Kagal) to
b 78
Belgaum
c Padali (near Mangalore Port) - Bantwal 17 On Hold
Kerala
d Kazhakuttom-Mukkloa 27 On Hold
e Walayar-Vadakkanchery 54
f Thrissur-Edapally 64
254
During finalization of Assigned PIU and Nodal PIU only 210 km of project length out
of awarded 254 km was recommended by NHAI HQ on 23.05.2018. The progress
report pertains to the project “Maharashtra / Karnataka Border (Kagal) to Belgaum,
length of 78 Km” in the state of Karnataka.

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

1.2 Location of the Project

Project Stretch starts from km 515.000 (Design Chainage Km 515.000) of NH48 at

Honaga in the State of Karnataka and ends at km 555.000 (Design Chainage Km
555.017) at Sankeshwar Bypass (upto End of Bypass towards Kagal). The length of
Project Stretch is 40.0 km and has 4-lane configuration with toll plaza at Hattargi. The
project stretch details and location map are given in Table-1.2 & Figure-1.1.

Table 1-2 : Project stretch Details

Length
Chainage in Km Easting Northing
Road Description of (Km)
No Road Start & End Start & End
From To
Point Point
Belgaum - 74°30'51.636"E 15°57'30.678"N,
Sankeshwar
Bypass (upto 40.0
NH-
515.000 555.000 End of Bypass
48
towards Kagal) 74°27'37.787"E. 16°16'18.314"N,
in the state of
Karnataka

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

Figure 1-1: Representation of Existing Project Corridor Belgaum - Sankeshwar Bypass

1.3 Objective of the Study

The main objective of the consultancy service is to establish the technical,

economical, and financial viability of the project and prepare detailed project reports
for development of economic corridors; inter-corridor, feeder routes, as the case may
be. These corridors are proposed for development to at least 6-Lane access control
(fully access control for economic corridor); However, DPR for access controlled 6/8
Laning may be required, in certain stretches depending upon traffic.

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

1.4 Scope of Consultancy Services

1.4.1 General scope of services

General scope of services shall cover but shall not be limited to the following major
tasks:

i. Review of all available reports and published information about the project road
and project influence area;

ii. Environmental and Social Impact assessment through screening;

iii. (a) Public consultation, including consultation with communities located along
the road, NGOs working in the area, other stake-holders and relevant Govt.
Departments. at all the different stages of assignment (such as inception stage,
feasibility stage, preliminary design stage and once final designs are
concretized);

iv. Detailed reconnaissance;

v. Identification of possible improvements in the existing alignment and bypass /

realignment of congested locations with alternatives, evaluation of different
alternatives with comparison to techno-economic and other considerations and
recommendations regarding the most appropriate option;

vi. Traffic studies including traffic surveys and Axle load survey and demand
forecasting for next thirty years.

vii. Inventory and condition surveys for road and pavement;

viii. Inventory and condition surveys for bridges, cross-drainage structures and
drainage provisions;

ix. Detailed topographic surveys using mobile/aerial LIDAR or equivalent;

x. Pavement investigations;

xi. Sub-grade characteristics and strength: investigation of required sub-grade and

sub-soil characteristics and strength for road and embankment design and sub
soil investigation;

xii. Identification of sources of construction materials;

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

xiii. Detailed design of road, its cross-sections, horizontal and vertical alignment and
design of embankment of height more than 6.0m and also in poor soil conditions
and where density considerations required, even lesser height embankment,
detailed design of structures, preparation of GAD and construction drawings of
cross-drainage structures and underpasses etc.;

xiv. Identification of the type and the design of intersections;

xv. Design of complete drainage system and disposal point for storm water;

xvi. Value analysis / Value Engineering and project costing;

xvii. Economic and financial analysis

xviii. Contract packaging and Implementation Schedule applicable for EPC mode;

xix. Strip Plan indicating the scheme for carriageway widening, location of all
existing utility services (both over and underground) and the scheme for their
relocation, trees to be felled and planted and land acquisition requirements
including schedule for LA; reports, documents and drawings, arrangement of
estimate for cutting of trees and shifting of utilities from the concerned
department;

xx. To find out financial viability of project for implementation and suggest the
preferred mode on which the project is taken up.

xxi. Preparation of detailed project report, cost estimate, approved for construction
drawings, rate analysis, detailed bill of quantities, documents for execution of
civil works through budgeting resources.

xxii. Design of toll plaza and identification of their numbers and location and office
cum residential complex including working drawings.

xxiii. Design of weighing stations, parking areas and rest areas.

xxiv. Any other user oriented facility en route toll plaza.

xxv. Tie-in of on-going/sanctioned works of MORT&H/NHAI/other agencies.

xxvi. Preparation of social plans for the project affected people as per policy of the
lending agencies/Govt. of India R & R Policy.

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

1.5 Schedule of Deliverables

As per Terms of Reference of Contract Agreement the following documents have to

be prepared and submitted to the NHAI.
Stage-1: Inception Report (IR) and Quality Assurance Plan (QAP)
Stage-2: Feasibility Study Report
Alignment Options Report
Draft Feasibility Report
Feasibility Report (Present Report)
Stage-3: LA and Clearances Report
Stage-5: Detailed Project Report (DPR)
Stage 6: Technical Schedules
Stage 7: LA & Clearances Report

1.6 Final feasibility Report

The Final Feasibility Report for the project contains the following volumes.
Volume - I Main Report
Volume - I A Appendix to Main Report
Volume - II Technical Specification
Volume - III Rate Analysis
Volume - IV Cost Estimate
Volume - V Bill of Quantities
Volume - VI Drawings
The contents of Final Feasibility Reports are detailed below.
Executive Summary
Chapter - 1 Introduction
Chapter - 2 Overview of NHAI’s Organization and Activities and Project
Financing and cost recovery Mechanism
Chapter - 3 Existing Features of the Project Corridor
Chapter - 4 Project Description including Possible Alternate
alignments/Bypass and Technical /Engineering Alternatives
Chapter - 5 Methodology Adopted For the Feasibility Study
Chapter - 6 Socio-Economic Profile of the Project Areas

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

Chapter - 7 Engineering Surveys and Investigations

Chapter - 8 Indicative Design Standards Methodologies and Specifications
Chapter - 9 Traffic Survey and Analysis
Chapter - 10 Engineering Designs and Alternatives
Chapter - 11 Environmental Screening and Preliminary Environmental
Assessment
Chapter - 12 Initial Social Assessment & Preliminary Land Acquisition &
Resettlement Plan
Chapter - 13 Cost Estimates
Chapter - 14 Economic and Financial Analysis
Chapter - 15 Conclusions and Recommendations

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 CHAPTER - 2
OVERVIEW OF NHAI’S
ORGANISATION AND
ACTIVITIES AND PROJECT
FINANCING AND COST
RECOVERY MECHANISM
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

2. OVERVIEW OF NHAI’S ORGANISATION AND ACTIVITIES AND

PROJECT FINANCING AND COST RECOVERY MECHANISM

Vision Statement of NHAI

“To meet the nations need for the provision and maintain of National Highways
network to global standards and to meet users expectations in the most time bound
and cost effective manner, within the strategic policy framework set by the
Government of India and thus promote economic well being and quality of life of the
people.”

2.1 Introduction

National Highways Authority of India (NHAI) is an autonomous organization under

the Ministry of Road Transport & Highways and was constituted by an act of
Parliament, the National Highways Authority of India Act, 1988. NHAI is responsible
for the Development, Maintenance, and Management of National Highways and for
matters concerned thereto. The authority was made operational with the appointment
of full time Chairman and other Members in the year 1995.
The first and foremost mandate for NHAI was the construction and development of
five road stretches in the states of Haryana, Rajasthan, Bihar, West Bengal and Andhra
Pradesh under loan assistance from Asian Development Bank. Subsequently,
development works for other highway stretches were entrusted to NHAI. Its main
objective is to ensure that all contract awards and procurements conform to the best
industry practices with regard to transparency of process, adoption of bid criteria to
ensure healthy competition in award of contracts, implementation of projects conform
to best quality requirements and the highway system is maintained to ensure best user
comfort and convenience.
NHAI is mandated to implement the National Highways Development Project
(NHDP) programme, which is India's largest ever Highways Project. Presently
National Highway network of about 115,435 km serve as the main road network of
the country. Even though National Highways constitute only about 2% of the length of
all roads, they carry about 40% of the road traffic. Rapid expansion of passenger and
freight traffic makes it imperative to improve the road network in the country.
Accordingly, Government of India (GoI) launched major initiatives to upgrade and
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strengthen National Highways through various phases of NHDP. Recently, the

government of India has planned to end the NHDP program in early 2018 and
consume the ongoing projects under a larger Bharatmala project.
NHAI along with the Government of India and other institutions and authorities is
working towards implementing the changes and reforms to achieve the target of
building 20 km per day.

2.2 Organisation Chart

As per the National Highways Authority of India Act 1988, the Authority shall consist
of a Chairman, not more than five full-time Members and not more than four part time
Members, to be appointed by Central Government.
The Organizational Structure of the Authority is as shown below. The total manpower
strength of the Authority under various categories, as on 31.03.2017 is as under:

Total No. of
Group post Regular Deputation Contract
Employees
A 556 286 260 10
B 259 21 6 232
C 161 11 0 150
D 1 1 0 0
Total 977 319 266 392

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka
on Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

2.3 National Highways

National Highways (NH) are the main highways which traverses through the length
and width of the country connecting the National and State capitals, major ports and
rail junctions and linkup with border roads and foreign highways and serve as arterial
roads for movement of passengers and goods. The total length of NH (including
expressways) in the country is 1,15,235 km. While National Highways constitute only
about 2% of the length of the country's road network but they carry about 40% of the
total road traffic. The first and the foremost task mandated to the NHAI is the
implementation of NHDP – comprising of the Golden Quadrilateral and North-South
& East-West Corridors.

Source: Guidelines for Investment in Road Sector – NHAI

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Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka
on Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

As on March 31, 2017, out of the total 55,886 Km (7,097 Km with Ministry of Road
Transport & Highways) of National Highways that are planned to be developed and
upgraded by NHAI, 39,581 Km of National Highways contracts have been awarded.
Out of this 28,479 Km have been completed and 11,102 Km of the total length is in
progress. Projects with a length of 9,208 Km is yet to be awarded for which the
project preparations are in progress. About 65% of freight and 80% passenger traffic
is carried out by the roads.
NHAI is responsible for the implementation of National Highways Development
Project (NHDP) and other agencies implement the Non – NHDP projects. The
administrative framework for the road sector in India is given in the below figure:

2.4 Institutional Changes

The following are the major landmark changes in the institutional framework that
facilitates the faster development of National Highways in India:

 National Highways Authority of India Act, 1988

 The National Highways (Collection of fees by any person for the use of
section of National Highways / Permanent Bridge / Temporary Bridge –
Public funded project) Rules, 1997

 The National Highways (Rate of fee) rules, 1997

 The National Highways Laws (Amendment) Act, 1997 to the National

Highways Act, 1956 that facilitated Land acquisition under NH Act, 1956

 The control of National Highways (Land and Traffic) Act, 2002

 Duty waiver for import of equipment used in highway construction

 Tax concessions for private entrepreneurs, investments in highway sector.

2.5 Funds for Highway Development and Maintenance

Traditionally, financing for development of National Highways in India was from the
budgetary resources of the Government of India in order to augment the available
resources, loans have also been raised from multilateral agencies like World Bank,
Asian Development Bank (ADB) and Japan Bank of International Cooperation
(JBIC). Around 80 per cent of the external assistance is provided to NHAI as a grant

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka
on Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
by the Central government. The balance is made available as long-term loans to
NHAI, with the Centre bearing the foreign exchange risk. Such loans are usually
provided for 15- 25 years with a moratorium of 5 years. Total cost of NHDP has been
estimated to be Rs. 54,000 Crores or US$ 13.2 billions whose components are as
below:

Rs. Cr. US$ Billions

Likely sources
(1999 prices) (1999 prices )
Cess on Petrol and Diesel 20000 4.9
External assistance 20000 4.9
Market borrowings 10000 2.4
Private Sector Participation 4000 1

2.2.1 Central Road Fund (CRF)

In a historic decision, the Government of India introduced a Cess on both Petrol and
Diesel. This amount at that time (at 1999 prices) came to a total of approximately Rs.
2,000 crores per annum. Further, Parliament decreed that the fund so collected were to
be put aside in a Central Road Fund (CRF) for exclusive utilization for the
development of a modern road network. The developmental work that it could be
tapped to fund and the agencies to whome it was available were clearly defined as

 Construction and Maintenance of State Highways by State Governments

 Development of Rural Roads by State Governments
 Construction of Rail over- bridges by Indian Railway
 Construction and Maintenance of National Highways by NHDP and MoRTH
Today, The Cess contributes between Rs 5 to 6 thousand crores per annum towards
NHDP. The annual accruals on account of this inflation are approximately Rs. 5,800
Crores and this amount is distributed among National Highways, State Roads, Roads
of Economic Importance and Railways for taking up safety works such as ROBs,
manning of level crossings etc. The share of the National Highways from the Central
Road Fund is Rs. 2,000 Crores per annum.

2.2.2 Highway Infrastructure Bonds

Highway Infrastructure bonds are issued with benefits of tax savings for raising funds
for NHAI.
Policy Initiatives for Attracting Private Investment:

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Bharatmala Pariyojana (Package-I) Final Feasibility Report
 Government will carry out all preparatory work including land acquisition and
utility removal. Right of way (ROW) to be made available to concessionaires
free from all encumbrances.

 NHAI / GOI to provide capital grant up to 40% of project cost to enhance

viability on a case to case basis 100% tax exemption for 5 years and 30% relief
for next 5 years, which may be availed of in 20 years.

 Concession period allowed up to 30 years

 Arbitration and Conciliation Act 1996 based on UNICITRAL provisions.

 In BOT projects entrepreneur are allowed to collect and retain tolls.

 Duty free import of specified modern high capacity equipment for highway
construction.

 Foreign Direct Investment up to 100 % in road sector. Declaration of the road

sector as an industry (Infrastructure as defined in section 18(1) (12) of the
Infrastructure Act includes Roads).

 Easier external commercial borrowing norms.

2.2.3 Modes of Procurement

Broadly, modes of procurement adopted for implementation of highway projects may

be classified into Public Private Partnership (PPP) and public funded projects. The
details of modes of procurements are given below: -
PPP Projects: PPP projects are categorized into two types, namely, BOT (Toll) and
BOT (Annuity).
BOT (TOLL) Model: Concessionaire is procured through steps of Request for
Qualification (RFQ) and Request for Proposal (RFP). Construction, operation,
maintenance and tolling responsibility rests with the Concessionaire during entire
concession period, which is normally, between 20 to 30 year.

 In a BOT (Toll) Model, the concessionaire (private sector) is required to meet

the upfront/construction cost and the expenditure on annual maintenance.

 The Concessionaire recovers the entire upfront/construction cost along with the
interest and a return on investment out of the future toll collection.

 The viability of the project greatly depends on the traffic (i.e., toll). However,

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka
on Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
with a view to bridge the gap between the investment required and the gains
arising out of it, i.e., to increase the viability of the projects, capital grant is also
provided (up to a maximum of 40% of the project cost has been provided under
NHDP).

BOT (Annuity) Model: Concessionaire is procured through steps of RFQ and RFP.
Construction, operation and maintenance rest with the Concessionaire during the
concession period. While toll is collected by the Authority through a bidding process,
the developer receives annuity payments through the concession period.

 In a BOT (Annuity) Model, the Concessionaire (private sector) is required to

meet the entire upfront/construction cost (no grant is paid by the client) and the
expenditure on annual maintenance.

 The Concessionaire recovers the entire investment and a pre-determined cost of

 Return out of the annuities payable by the client every year.

 The selection is made based on the least annuity quoted by the bidders (the
concession period being fixed).The client (Government/NHAI) retains the risk
with respect to traffic (toll), since the client collects the toll.

Private sector participation:

 Major policy initiatives have been taken by the Government to attract foreign as
well as domestic private investments. To promote involvement of the private
sector in construction and maintenance of National Highways, Some Projects
are offered on Build Operate and Transfer (BOT) basis to private agencies.
After the concession period, which can range up to 30 years, this road is to be
transferred back to NHAI by the Concessionaires.

 NHAI funds are also leveraged by the setting up of Special Purpose Vehicles
(SPVs). The SPVs will be borrowing funds and repaying these through toll
revenues in the future. This model will also be tried in some other projects.
Some more models may emerge in the near future for better leveraging of funds
available with NHAI such as Annuity, which is a variant of BOT model.

STUP Consultants Pvt. Ltd., 61 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka
on Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
Public funded projects:
The traditional mode of executing public funded projects was Item Rate Contract.
This was prone to time and cost overruns. This mode has been replaced by New
Engineering Procurement and Construction (EPC) contracts. The projects which are
not viable under BOT (Toll) mode, such as those in far flung areas would have to be
done under EPC mode. Model EPC Contract Agreement has been finalized and
implemented all across highway projects. Model EPC agreement relies on assigning
the responsibility for investigations, design and construction to the contractor for a
lump sum price determined through competitive bidding. Model EPC agreement
incorporates international best practices and provides a sound contractual framework
that specifies the allocation of risks and rewards, equity of obligations between
Government and the Contractor, precision and predictability of costs, force majeure,
termination and dispute resolution, apart from transparent and fair procedures.

2.6 Borrowings from Multi-Lateral Agencies

Borrowing from multi – lateral funding agencies such as ADB, World Bank and JBIC
(OECF) is also one of the major sources for funding of Highway projects.

2.7 Cost Recovery Mechanisms and Finance Mechanism

The investments are being recovered either directly through tolls or indirectly through
cess on petrol and diesel.
CESS: In a historic decision, the Government of India introduced a CESS on both
Petrol and Diesel. This amount at that time (at 1999 prices) came to a total of
approximately Rs. 2,000 crores per annum. Further, Parliament decreed that the fund
so collected were to be put aside in a Central Road Fund (CRF) for exclusive
utilization for the development of a modern road network. The developmental work
that it could be tapped to fund and the agencies to whome it was available was clearly
defined as:

 Construction and Maintenance of State Highways by State Governments.

 Development of Rural Roads by State Governments
 Construction of Rail over- bridges by Indian Railways
 Construction and Maintenance of National Highways by NHDP and MoRTH
 Today, The CESS contributes between Rs 5 to 6 thousands crores per annum
towards NHDP

STUP Consultants Pvt. Ltd., 62 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka
on Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
Loan Assistance from International Funding Agencies: Loan assistance is
available from multilateral development agencies like Asian Development Bank and
World Bank or Other overseas lending agencies like Japanese Bank of International
Cooperation.
Market Borrowing: NHAI proposes to tap the market by securities cess receipts.
Private Sector Participation: Major policy initiatives have been taken by the
Government to attract foreign as well as domestic private investments. To promote
involvement of the private sector in construction and maintenance of National
Highways, Some Projects are offered on Build Operate and Transfer (BOT) basis to
private agencies. After the concession period, which can range up to 30 years, this
road is to be transferred back to NHAI by the Concessionaires.
NHAI funds are also leveraged by the setting up of Special Purpose Vehicles
(SPVs).The SPVs will be borrowing funds and repaying these through toll revenues in
the future. This model will also be tried in some other projects. Some more models
may emerge in the near future for better leveraging of funds available with NHAI
such as Annuity, which is a variant of BOT model.

2.8 National Highways Development Project (NHDP)

The Government launched the National Highways Development Project (NHDP) to

upgrade and strengthen National Highways through the various phases of NHDP
being implemented by NHAI. The project-wise details NHDP all Phases as on
31.03.2017, is as follows.
Balance
Total 4/6 laning Under
Phase for
length completed implementation
award
Golden Quadrilateral 5,846 5,846 0 0
North-South & East-
7,142‡ 6,563 305 274
West
Port Connectivity &
2,479 2,117 362 0
other Projects
NHDP Phase III 12,109‡‡ 7,507 2,357 1,945
NHDP Phase IV 20,000‡‡‡ 3,773 6,373 3,057
NHDP Phase V 6,500 2,544 1,424 2,532
NHDP Phase VI 1,000 0 184 816
NHDP Phase VII 700 22 94 584
SARDP-NE 110 107 3 0
TOTAL 55,886 28,479 11,102 9,208

STUP Consultants Pvt. Ltd., 63 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka
on Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
‡ The original approved length of Corridors is 7300 km. The variation in the actual
length of 7142 km from the original approved length of 7300 km is mainly on account
of variation in the design length after preparation of DPRs.
‡‡ 11,809 Km is assigned to NHAI.
‡‡‡ 13,203 Km is assigned to NHAI.

2.9 Bharatmala Pariyojana

2.9.1 Program at a glance

Bharatmala Pariyojana is a new umbrella program for the highways sector that
focuses on optimizing efficiency of freight and passenger movement across the
country by bridging critical infrastructure gaps through effective interventions like
development of Economic Corridors, Inter Corridors and Feeder Routes, National
Corridor Efficiency Improvement, Border and International connectivity roads,
Coastal and Port connectivity roads and Green-field expressways. A total of around
24,800 kms are being considered in Phase I. In addition, Phase I also includes 10,000
kms of balance road works under NHDP. Estimated outlay for Phase I is Rs 5,35,000
crores spread over 5 years. The objective of the program is optimal resource
allocation for a holistic highway development/improvement initiative.

2.9.2 Background

The National Highways Development Program (NHDP) has reached a certain level of
maturity. It is now important to re-define road development and have a macro
approach while planning expansion of the national highways network. The focus has
to be on recasting road development by bridging critical infrastructure gaps. Hence
Bharatmala has been launched as a new umbrella program whose primary focus is on
optimizing the efficiency of the movement of goods and people across the country.
This program envisages a corridor approach in place of the existing package-based
approach which has, in many cases, resulted in skewed development. For instance, in
areas of high traffic, even up to 30,000 Passenger Carrying Units (PCUs), there are
NH stretches of single and even intermediate lane. These have naturally become an
impediment to seamless freight and passenger movement.
Bharatmala will give the country 50 national corridors as opposed to the 6 we have at
present. With this, 70 – 80 percent of freight will move along NH as against the 40
percent at present. The programme will help to connect 550 Districts in the country

STUP Consultants Pvt. Ltd., 64 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka
on Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
through NH linkages. Currently, only around 300 Districts have NH linkages.
Bharatmala will also have a positive impact on the Logistic Performance Index (LPI)
of the country. NHDP had aggregate length of 55,792 Km. Out of this, 30,108 Km
have been completed already and another 4,900 Km will be completed this year. The
balance is 20,784 km against which projects for 6,399 Km are under implementation.
Of the remaining 14,385 Km, 4,385 Km are a part of Bharatmala Component like
Corridors/Expressways. Unfinished outstanding stretches of 10,000 Km will be
subsumed in Bharatmala and implemented as an integrated program. The extensive
experience gathered by MoRTH and its implementing agencies like NHAI in
implementing NHDP shall be utilized in implementing Bharatmala.

2.9.3 Background Identification of project stretches under Bharatmala

Bharatmala focuses on enhanced effectiveness of already built infrastructure, multi–

modal integration, bridging infrastructure gaps for seamless movement and
integrating National and Economic Corridors. Identification of the project stretches
under the components of the proposed program has been done based on detailed O-
D(Origin-Destination) study, freight flow projections and verification of the identified
infrastructure gaps through geo mapping, using data from Bhaskaracharya Institute
for Space Applications and Geo-Informatics (BISAG) as well as from other sources.
This O-D study has also taken into account integration of economic corridors with the
ongoing projects under NHDP and infrastructure asymmetry in major corridors.

2.9.4 Background Identification of project stretches under Bharatmala Bharatmala

Phase I — components and outlay

Phase-I of Bharatmala shall be implemented over a period of five years i.e. 2017-18 to
2021-22. Summary of Phase I components and approved outlay are shown in Table
2.1. Components of Phase one are as follows:
● Economic Corridors: Economic corridor development program focuses on
developing new corridors, in addition to existing Golden Quadrilateral (GQ) and
North South-East West corridors (NS-EW). It is planned to develop these corridors
end to end to ensure seamless and speedy travel and to ensure uniformity in
standards in terms of speed, design of various elements of roads, control of
accesses, way side amenities, road safety features, etc. Once upgraded it will ensure
substantial increase in speed and time of travel for both freight and passenger traffic

STUP Consultants Pvt. Ltd., 65 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka
on Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
at large across the country. Identified Highways Corridors of Economic importance
are expected to carry 25% of freight in the coming years. Once built, the National
and Economic corridors along with their inter-corridor and feeder routes would be
able to carry 80% of our freight traffic. Around 26,200 km of Economic corridors
have been identified to be developed as Economic corridors out of which 9,000
kms are being taken up in Phase-I of Bharatmala.
● Inter-Corridor And Feeder Roads To National And Economic
Corridors: Stretches of roads connecting more than 2 corridors are classified as
inter-corridors routes, while other routes connecting to 1 or 2 corridors are termed
as feeder routes. Around 8,000 km of inter-corridor and around 7,500 km of feeder
routes have been identified out of which 6,000 kms are being taken up in Phase-I of
Bharatmala.
● National Corridors Efficiency Improvement: The Golden-Quadrilateral and NS-
EW, corridors carry 35% of India’s freight and would be declared as National
corridors. The average traffic in the 6 national corridors is >30,000 PCU. The 6/8
laning of these corridors would be done as per need. The National Corridors have
developed choke points impacting logistics efficiency. There is a requirement to
build Ring Road and bypasses/ elevated corridors in addition to lane expansion to
decongest these National Corridors. Further, Logistics Parks would also be
developed at strategic locations to enhance logistics efficiency. A list of such
identified locations of Logistics Parks is attached. Around 5,000 kms are being
taken up under this category in Phase-I of Bharatmala.
● Border and International Connectivity Roads: Around 3,300 km of border roads
have been identified to be built along the international border for their strategic
importance. Around 2,000 km of roads are required for connecting India’s major
highway corridor to International trade points so as to facilitate Export-Import
(EXIM) trade with our neighbors: Nepal, Bhutan, Bangladesh and Myanmar.
Around 2,000 kms are being taken up under this category in Phase-I of Bharatmala.
● Coastal and Port Connectivity Roads: Around 2,100 km of coastal roads have been
identified to be built along the coast of India. These roads would boost both tourism
and industrial development of the coastal region. Around 2,000 km of port
connectivity roads have been identified to facilitate EXIM trade with an emphasis
to improve connectivity to non-major ports. The roads identified have been

STUP Consultants Pvt. Ltd., 66 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka
on Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
synergized with the Sagarmala program. Around 2,000 kms are being taken up
under this category in Phase-I of Bharatmala.
● Green-Field Expressways: Certain sections of National and economic corridors
have traffic exceeding 50,000 PCUs and have also developed several choke points.
About 1,900 km of these stretches have been identified for development of green-
field expressways. Around 800 kms are being taken up under this category in
Phase-I of Bharatmala.

Table 2-1: Summary of Phase I components and approved outlay

Length
S.No Components Outlay (Rs Cr.)
(Km)
a. Economic corridors development 9,000 1,20,000
b. Inter-corridor & feeder roads 6,000 80,000
c. National Corridors Efficiency improvements 5,000 100,000

d. Border & International connectivity roads 2,000 25,000

e. Coastal & port connectivity roads 2,000 20,000

f. Expressways 800 40,000
Total: 24,800 385,000
Balance road works under NHDP 10,000 1,50,000
Total 5,35,000

STUP Consultants Pvt. Ltd., 67 NHAI

 CHAPTER - 3
EXISTING FEATURES OF THE
PROJECT CORRIDOR
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka
on Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
3. EXISTING FEATURES OF THE PROJECT CORRIDOR

3.1 General

The National Highway Authority of India (herein after referred to as the “Authority”
or “NHAI”) is engaged in the development of the National Highways under the
scheme of Bharatmala Pariyojana.
As part of this endeavour, NHAI has decided to undertake the project namely
“Consultancy services for preparation of DPR for development of Economic
corridors, inter corridors and feeder routes to national corridors (GQ and NS-EW
corridors) to improve the efficiency of freight movement in India under Bharatmala
Pariyojana lot-6, package–3 (Karnataka and Kerala): from Maharashtra/Karnataka
border (Kagal) to Belgaum.
In order to fulfill the above assignment, the National Highway Authority of India
(NHAI) has appointed M/s STUP Consultants Pvt. Ltd. for the above work to carry
out the Feasibility Studies and Detailed Project Report for Lot: 6, Package – 3 roads.
Out of 6 roads, Maharashtra / Karnataka Border (Kagal) to Belgaum (From Km
515+000 to Km 592+705 for the length of 77.705km in the state of Karnataka for
majority of length ) has been taken up on priority for upgrading it to 6-lane access
controlled facility. After several presentations and meetings held in NHAI and
MORT&H during the months spanning March 2018 to May 2018, Out of the above 4
roads have been assigned the Assigned PIU and Nodal PIU for Bharatmala/DPR/Lot-
6/Package-3 vide NHAI HQ letter no NHAI/Bharatmala/DPR/Lot-5/Pkg-
4/2017/118036 dated 23.05.2018.

3.2 Location of the project

The project stretch starts at Honaga Industrial Area in Belagavi Taluk, Belgavi
District in the state of Karnataka (15°57'30.678"N, 74°30'51.636"E) and ends at
Sankeshwar Bypass (upto End of Bypass towards Kagal) (16°16'18.314"N,
74°27'37.787"E). NHAI suggested to split the Project Road into 2 packages
considering the existing two toll plazas, cost of project, to attract more
competitiveness etc., for the purpose of Project Implementation.
Accordingly, the project road is divided in to two packages:
1. Construction of 6 laning from Belgaum to Sankeshwar Bypass from Km.
515+000 to Km. 555+017 of NH-48 in the state of Karnataka on Engineering,
STUP Consultants Pvt. Ltd., 68 NHAI
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka
on Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
Procurement & Construction (EPC) Mode under Bharatmala Pariyojana
(Package-I).

2. Construction of 6 laning from Sankeshwar Bypass to MH-KNT Border from

Km. 555+017 to Km. 592+853 of NH-48 in the state of Karnataka on
Engineering, Procurement & Construction (EPC) Mode under Bharatmala
Pariyojana (Package–II).

The following sections describes the details of Package-1 Section of NH-48 from
Design Ch.515+000 to Design Ch.555+017 (Existing Ch 515+000 i.e Belgaum - Ch
555+000) Sankeshwar Bypass (upto End of Bypass towards Kagal) for the length of
40.017 km. The Site of the Project Road is a brown field alignment and passes
through 17 Villages in 3 Taluks i.e. Belagavi, Hukkeri Taluks in Belgaum District,
Karnataka State and 1 Village in Gadhinglaj Taluk in Kolhapura District, Maharashtra
State. The start and end points and details of the project stretch are given in Table 3.1.

Table 3-1: Project Stretch Details

Length
Chainage in Km Easting Northing
Road Description of (Km)
No Road Start & End Start & End
From To
Point Point
Belgaum - 74°30'51.636"E 15°57'30.678"N,
Sankeshwar
Bypass (upto 40.0
NH-
515.000 555.000 End of Bypass
48
towards Kagal) 74°27'37.787"E. 16°16'18.314"N,
in the state of
Karnataka

3.3 List of Settlements / Villages

The Project corridor NH-48 passes through the following revenue villages or built up
areas. The list of villages are given in the below Table-3.2.

Table 3-2: List of villages / Settlements

Sl Name of Built Up Chainage from Chainage To Length

No Section Km Km (In Km)
1 Bennali/Honaga 515+000 515+600 0.600
2 Built Up area 516+500 516+810 0.310
3 Mukti Mutt area 517+800 518+000 0.200

STUP Consultants Pvt. Ltd., 69 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka
on Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
Sl Name of Built Up Chainage from Chainage To Length
No Section Km Km (In Km)
4 Bootaramanahatti 519+150 519+460 0.310
5 Halabhavi 521+920 523+000 1.080
6 Vantamuri 523+919 524+100 0.181
7 Benakoli 530+420 530+850 0.430
8 Narsingpur 531+540 531+680 0.140
9 Hattargi/Yamakanmarradi 535+450 536+392 0.942
10 Thana Hattargi 536+520 536+980 0.460
11 Chikkalgud 543+810 544+730 0.920
12 Hebbal 545+860 546+280 0.420
13 Gotur 547+200 547+610 0.410
14 Built Up Area 548+960 549+210 0.250
15 Sankeshwar Bypass 552+900 553+600 0.700
Total length 7.353
3.4 Intersections

There are 19 major and 16 minor junctions observed along the project road which
connects to various NH, SH, MDR, ODR & other villages roads Apart from these,
there are few gravel and earthen (local) roads leads to small villages and hamlets. The
list of major and minor junctions is furnished in Table-3.3 and Table-3.4.
Table 3-3: List of Existing Major Junctions

Chainage, Type of Cross Cross road width Direction

S.No
Km Junction road type LHS RHS LHS RHS
Ghughrenhatti
1 519+365 T MDR 5.79
Village
University Road /
2 519+604 Y MDR 7.46
Godihal Village
3 524+050 T MDR 11.47 Vantmuri village
4 527+437 Y SH 4.77 Sutagatti Village
5 528+880 Y MDR 4.94 Islampur village
6 533+556 T MDR 5.35 Managutti Village
7 534+985 Y SH 7.91 Kalveekatti road
Yamakanamaradi
8 535+892 T MDR 7.36
village
9 536+286 T MDR 3.71 Terani village
10 538+290 T SH 7.33 Hanchinal Village
11 540+280 T MDR 6.35 Hanchinal Village
12 540+684 T MDR 6.3 Ullagaddi Khanapur
13 544+250 T SH 7.4 Kurani village
14 545+850 T MDR 5.78 Hebbal Village
15 547+415 Y NH-548B 7.41 Gotur Village
16 549+945 Y MDR 7.77 Sankeshwar town

STUP Consultants Pvt. Ltd., 70 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka
on Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
Chainage, Type of Cross Cross road width Direction
S.No
Km Junction road type LHS RHS LHS RHS

17 552+905 + NH-548H 7.5 10.46 Sankeshwar town

18 553+660 Y MDR 4.6 Solapur village

19 554+690 Y SH 7.15 Sankeshwar town

Table 3-4: List of Existing Minor Junctions

a) Minor Junctions (ODR/VR)

Cross road
Chainage, Type of Direction
S.No width
Km Junction
LHS RHS LHS RHS
1 515.079 T 7.89 Devgiri Village
2 515.156 Y 3.84 Heggere Village
3 517.705 T 5.75 Borkenhatti road
4 530.58 T 5.08 Benakoli village
5 531.608 T 4.7 Managutti Village
6 531.945 T 3.93 Wari Mastiholli
Yamakanamaradi
7 535.054 Y 5.48
village
8 536.088 T 5.47 Managutti village
9 536.806 Y 3.76 Hattargi Village
10 544.17 T 6.88 Iddarguchi vilalge
11 545.518 T 4.82 Hebbal Village
12 546.115 T 5.37 Hebbal Village
13 549.07 T 4.87 Nangnur village
Sankeshwar
14 549.805 T 9.87
town
15 551.568 T 4.21 Nangnur village
16 552.163 + 3.9 4.4 Hitani village
Note : The above list includes all cross roads meeting Project Highway I,e MCW or Service
Road.
b) Minor Junction (Other Roads>5.5m)
Cross road
S.N Chaina Type of Direction
width
o ge, Km Junction Remarks
LHS RHS LHS RHS
Local road connecting to
1 516+715 T 5.54 Houses
houses only.
Ranichinnam University road
2 520+960 Y 5.67
ma university interconnected to Godihal

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 Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka
on Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
Cross road
S.N Chaina Type of Direction
width
o ge, Km Junction Remarks
LHS RHS LHS RHS
village road.
Local road connecting to
3 522+815 T 5.54 Houses
houses only.
Aequs
4 534+400 T 13.99 SEZ Road connecting to
road Aequs SEZ
Local road connecting to
5 545+860 T 5.76 Houses
fields only.
Built-up road connecting
6 545+945 Y 6.03 Houses
to Hebbal village road
Built-up road connecting
7 545+980 T 5.53 Houses
to Hebbal village road

3.5 Cross Drainage Works

As a part of upgrading of the project, it is required to make an assessment of existing

structures with regards to their inadequacies to ensure that they meet the objectives of
the project. There are 4 major bridges, 5 minor bridges, 3 Vehicular Underpass, 3
Grade Separators, 7 Pedestrian Underpass, 9 Cattle Underpass, 20 are box culverts
and 49 are pipe culverts are existing along the project stretch. A list of existing cross
drainage structures along the project stretch are listed from Table-3.5 to Table-3.9.
Table 3-5: Details of Major Bridges

No of Total Length
SL Structure Chainage Super- Spans with C/w of
Location Foundation Remarks
No No (km) structure span Width structure
length (m) (m) (m)

AB,P1&P2-
Open
Isolated
footing and Precast PSC Ghatprabha
1 530/1 529+760 LHS 8 x 24.1 11 192.8
P3 to P7 & Girder River Bridge
AP - Pile
foundation

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 Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka
on Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

No of Total Length
SL Structure Chainage Super- Spans with C/w of
Location Foundation Remarks
No No (km) structure span Width structure
length (m) (m) (m)

Simply
RHS Not Visible supported 7.5
RCC Girder
Open Precast PSC
LHS 8 x 17.12 11
foundation Girder
136.96 Hiranyakeshi
2 545/3 544+85 Open Precast PSC
RHS 8 x 17.12 11 river
foundation Girder
RHS SR Abandoned Bridge
Open
Precast PSC
LHS Isolated 8 x 17.12 11
Girder
footings Hiranyakeshi
3 552/1 551+506 136.96
Open river
Precast PSC
RHS Isolated 8 x 17.12 11
Girder
footings
Open
Precast PSC
LHS Isolated 8 x 17.12 11
Girder
footings Hiranyakeshi
4 552/2 551+936 136.96
Open river
Precast PSC
RHS Isolated 8 x 17.12 11
Girder
footings

Table 3-6: Details of Minor Bridges

Span
Arrangement
Carriage
(No of Spans
Structure Chainage Type of way
S.No. Side Foundation x Width x Remarks
No. (km) Structure Width
Height ) (m)
(m)
(Clear
Dimension)
Raft 3 x 3.00 x Box Type
LHS SR 1 x 8.20
foundation 3.00 Structure
Raft 1 x 10.50 x Box Type
LHS MCW 1 x 12.00
foundation 6.85 Structure
1 516/4 515+830
Raft 1 x 10.50 x Box Type
RHS MCW 1 x 12.00
foundation 6.85 Structure
Raft 3 x 3.00 x Box Type
RHS SR 1 x 8.20
foundation 3.00 Structure
Raft 4 x 3.00 x Box Type
LHS SR 1 x 8.0
foundation 3.00 Structure
Raft Box Type
LHS MCW 2 x 5.850 x7.2 1 x 12.00
2 537/1 536+445 foundation Structure
Open Slab +
RHS MCW 2 x 5.850 x7.2 1 x 12.00
Foundation wall type
RHS SR NA 2 x 5.850 x7.2 Masonary 1 x 8.0

STUP Consultants Pvt. Ltd., 73 NHAI

 Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka
on Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
Span
Arrangement
Carriage
(No of Spans
Structure Chainage Type of way
S.No. Side Foundation x Width x Remarks
No. (km) Structure Width
Height ) (m)
(m)
(Clear
Dimension)
Arch
Bridge
Raft 12 x 3.00 x Box Type
LHS SR 1 x 8.50
foundation 3.00 Structure
Open
(2 x 17.325 + Girder
Foundation 2x
LHS MCW 1 x 9.35) x Type
- Isolated 13.750
6.9 Bridge
3 548/1 547+032 Footings
Raft 5 x 8.00 x Box Type
RHS MCW 1x11
foundation 6.90 Structure
Masonary
5 x 8.00 x
RHS SR NA Arch 1 x 7.00
6.90
Bridge
LHS
SR+LHS
Raft 1 x 8.00 x Box Type
4 550/5 549+960 MCW+RHS 57.6
foundation 6.00 Structure
MCW+RHS
SR
Pipe Type
LHS SR NA 4 x 1.20dia Cause 1 x 8.00
way
Existing
Raft Box Type Minor
LHS MCW
foundation Structure Bridge
2 x 6.8 x
5 553/1 552+140 2 x 12.00 integrated
7.225
Raft Box Type with
RHS MCW Pedestrian
foundation Structure
underpass
Pipe Type
RHS SR NA 4 x 1.20dia Cause 1 x 8.00
way

Table 3-7: Details of Grade Separator, VUP, and CUP & PUP

Span Arrangement (No of

SL Structure Chainage Width of Existing
Spans x Width x Height (m)
No No (km) Structure (m) Structure Type
(Clear Dimension)
Grade Separators
1 548/2 547+41 2 x 10.00 x 5.5 24.5 RCC
2 550/4 549+81 2 x 10.00 x 5.5 24.5 RCC
3 553/4 552+905 2 x 10.00 x 5.5 24.5 RCC
4 555/2 554+669 2 x 10.00 x 5.5 24.5 RCC

STUP Consultants Pvt. Ltd., 74 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka
on Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
Vehicular Underpasses
1 516/3 515+575 1 x 10.0 x 5.50 24.5 RCC Box
2 524/2 523+700 1 x 10.0 x 5.50 24.5 RCC Box
3 537/3 536+919 1 x 10.0 x 5.50 24.5 RCC Box
Pedestrian Underpasses
1 523/2 522+102 1 x 6.6 x 3.80 24.5 RCC Box
2 532/3 531+890 1 x 6.6 x 3.80 24.5 RCC Box
3 537/2 536+825 1 x 4.50 x 3.10 27.5 RCC Box
4 540/4 539+720 1 x 6.6 x 3.80 24.5 RCC Box
5 551/1 550+422 1 x 4.50 x 3.1 27.5 RCC Box
Existing Minor
Bridge integrated
6 553/1 552+140 2 x 6.8 x 3.0 27.5
with Pedestrian
underpass
7 554/2 553+615 1 x 9 x 3.5 27.5 RCC Box
Cattle Underpass
1 518/3 517+730 1 x 3.0 x 3.0 37.6 RCC Box
2 520/2 519+255 1 x 3.0 x 3.0 29.05 RCC Box
3 529/2 528+988 1 x 3.0 x 3.0 27.7 RCC Box
4 531/1 530+420 1 x 3.0 x 3.0 27.5 RCC Box
5 534/1 533+900 1 x 3.0 x 3.0 27.5 RCC Box
6 541/2 540+682 1 x 3.0 x 3.0 27.5 RCC Box
7 543/3 542+250 1 x 3.0 x 3.0 26 RCC Box
8 545/2 544+460 1 x 3.0 x 3.0 27.5 RCC Box
9 546/1 545+425 1 x 3.0 x 3.0 27.5 RCC Box

Table 3-8: Details of Culvert (Pipe Culverts)

Span Arrangement (No. of

Length of
Structure Chainage Spans/pipe x Width/Dia x
SL No. Structure Remarks
No (km) Height (m) (Clear
(m)
Dimension)

1 516/1 515+265 1x1.2dia 56 NP4 Pipe

2 516/2 515+515 1x1.2dia 56 NP4 Pipe
3 516/3 515+575 1x1.2dia 56 NP4 Pipe
4 517/1 516+120 1x1.2dia 56 NP4 Pipe
5 518/1 517+040 1x1.2dia 56 NP4 Pipe
6 520/3 519+550 1x1.2dia 56 NP4 Pipe
7 520/4 519+710 1x1.2dia 56 NP4 Pipe
8 521/1 520+135 2x1.2dia 56 NP4 Pipe
9 521/2 520+410 1x1.2dia 56 NP4 Pipe
10 522/1 521+615 1x1.2dia 56 NP4 Pipe
11 523/1 522+070 1x1.2dia 56 NP4 Pipe
12 523/3 522+970 1x1.2dia 56 NP4 Pipe

STUP Consultants Pvt. Ltd., 75 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka
on Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
Span Arrangement (No. of
Length of
Structure Chainage Spans/pipe x Width/Dia x
SL No. Structure Remarks
No (km) Height (m) (Clear
(m)
Dimension)
NP4 Pipe -
13 -- 523+450 1x0.6mdia 7
service road only
NP4 Pipe, along
14 524/2 523+696 1x1.2dia 56
VUP
15 524/3 523+835 1x1.2dia 56 NP4 Pipe
16 525/1 524+235 1x1.2dia 30 NP4 Pipe
17 525/2 524+515 1x1.2dia 30 NP4 Pipe
18 525/3 524+824 1x1.2dia 30 NP4 Pipe
19 526/1 525+240 1x2.8x1.5 / 2x1.2dia 15/15 Box/Pipe
20 526/2 525+530 1x1.2dia 30 NP4 Pipe
21 527/1 526+042 1x1.2dia 30 NP4 Pipe
22 527/2 526+828 1x2.8x1.5 / 2x1.0dia 15/15 Box/Pipe
23 528/2 527+741 1x1.2dia 56 NP4 Pipe
24 529/1 528+262 1x1.2dia 56 NP4 Pipe
25 532/4 531+952 2x1.2dia 56 NP4 Pipe
26 535/1 534+298 2x1.2dia 56 NP4 Pipe
27 535/2 534+633 2x1.2dia 56 NP4 Pipe
28 536/1 535+393 2x1.2dia 56 NP4 Pipe
29 536/2 535+755 2x1.2dia 56 NP4 Pipe
NP4 Pipe -RHS
30 537+300 2x0.6dia 6 SR only(Near
Naveen Hotel)
31 538/2 537+974 2x0.6dia 56 NP4 Pipe
32 540/1 539+066 1x1.2dia 56 NP4 Pipe
33 540/3 539+659 1x1.2dia 56 NP4 Pipe
34 540/5 539+810 1x1.2dia 56 NP4 Pipe
35 541/1 540+657 1x1.2dia 56 NP4 Pipe
36 542/1 541+202 2x1.2dia 56 NP4 Pipe
37 543/1 542+028 1x1.2dia 56 NP4 Pipe
38 543/2 542+192 2x1.2dia 56 NP4 Pipe
39 543/3 542+512 1x1.2dia 56 NP4 Pipe
40 544/1 543+392 1x1.2dia 56 NP4 Pipe
41 545/1 544+210 1x1.2dia 56 NP4 Pipe
42 548/3 547+530 2x1.2dia 56 NP4 Pipe
NP4 Pipe, along
43 549+818 1x1.2mdia 56
GS
NP4 Pipe for
only Left and
44 -- 550+000 2x0.6mdia 7
Right Service
road
45 553/3 552+736 1x1.2dia 56 NP4 Pipe
46 554/1 553+249 1x1.2dia 56 NP4 Pipe
STUP Consultants Pvt. Ltd., 76 NHAI
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka
on Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
Span Arrangement (No. of
Length of
Structure Chainage Spans/pipe x Width/Dia x
SL No. Structure Remarks
No (km) Height (m) (Clear
(m)
Dimension)
47 555/1 554+269 2x1.2dia 56 NP4 Pipe
48 555/2 554+665 1x1.2dia 56 NP4 Pipe
49 555/3 554+744 2x1.2mdia 56 NP4 Pipe

Table 3-9: Details of Culvert (Box Culverts)

Span Arrangement
SL Structure Chainage (No. of Spans x
Width of Structure (m) Remarks
No. No (km) Width x Height (m)
(Clear Dimension)
1 518/2 517+315 1x4x1.5 56 Only Box
2 519/1 518+265 1x4x1.5 27.5+ 16+ 12.5 Box/Pipe/Box
3 520/1 519+070 1x2.8x1.25 28.5+ 16+ 11.5 Box/Pipe/Box
4 520/5 519+907 1x2.8x1.25 28.5+ 16+ 11.5 Box/Pipe/Box
5 521/3 520+785 1x4x1.15 27.5+ 16+ 12.5 Box/Pipe/Box
6 528/1 527+172 1x4.5x1.6 15+15 Pipe/Box
7 532/1 531+343 1x2.3x1.28 28.5+ 16+ 11.5 Box/Pipe/Box
8 532/2 531+435 1x2.3x1.28 28.5+ 16+ 11.5 Box/Pipe/Box
9 533/1 532+205 1x2.3x1.28 28.5+ 16+ 11.5 Box/Pipe/Box
10 534/2 533+949 1x2.8x1.25 28.5+ 16+ 11.5 Box/Pipe/Box
11 538/1 537+139 1x2.6x1.18 28.5+ 16+ 11.5 Box/Pipe/Box
RCC Box,
approach of
12 537+850 1x1x1.2 60
toll plaza for
full length
13 540/2 539+390 1x6x1.25 13+ 15+ 28 Box/Pipe/Box
14 540/6 539+997 1x2.3x1.28 28.5+ 16+ 11.5 Box/Pipe/Box
15 549/1 548+276 1x3x2.5 56 Only Box
16 549/2 548+688 1x4x1.15 27.5+ 16+ 12.5 Box/Pipe/Box
17 550/1 549+375 1x4x1.15 27.5+ 16+ 12.5 Box/Pipe/Box
18 550/2 549+451 1x2.3x1.80 56 RCC Box
19 550/3 549+499 1x4x1.25 27.5+ 16+ 12.5 Box/Pipe/Box
20 551/2 550+919 1x2.8x1.25 56 RCC Box

3.6 Railway Level Crossings/ RUB/ROB

There are no Railway Level Crossings/ RUB/ROB along the project stretch.

3.7 Carriageway

The existing carriageway is of four lane divided standards. The carriageway width
slightly varies at merging and diverging at junctions, median openings, at approaches
STUP Consultants Pvt. Ltd., 77 NHAI
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka
on Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
to structures and on structures deck. It may be noted that, details of carriageway on
structures shall be referred from Structures Inventory section of this chapter. Details
of carriageway along the Project Stretch for main Road and service road are given in
Appendix 3.1 Volume IA: Appendix to Main Report.

3.8 Right of Way

The existing Right of Way (RoW) is 60m along the corridor except Vantamuri Ghat
section where the right of way is 35.0m only. The existing right of way details are
given below In Table No. 3.10. Land acquisition plans would be prepared to have
uniform ROW in accordance with NHAI guidelines. Additional land acquisition will
be proposed as per project requirements and in accordance with TOR/ NHAI
guidelines.
Table 3-10: Details of Existing Right of way

Existing Chainage Total Width of Existing

S (In km) ROW (In m) Remarks
No
From To LHS RHS Total
1 515+000 524+100 30 30 60
2 524+100 527+360 17.5 17.5 35 Vantamuri Ghat section
3 527+360 537+532 30 30 60
4 537+532 537+558 32.5 32.5 65
5 537+558 537+658 35 35 70
6 537+658 537+662 50.265 35 85.26
7 537+662 537+743 55.265 40 95.26
Hattargi TP approach
8 537+743 537+770 43 42.5 85.5
9 537+770 537+797 43 40 83
10 537+797 537+876 38 35 73
11 537+876 537+900 31.5 30 61.5
12 537+900 551+505 30 30 60
Part of Existing Sankeshwar
13 551+505 551+934 30 30 60 bypass in the State of
Maharashtra
14 551+934 555+000 30 30 60

3.9 Bus Bays and Bus Shelters

The existing details of bus bays and Bus shelters along the project corridor are given
below in Table no.3.11
Table 3-11: Details of Existing Bus Bays

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka
on Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
Sl.
Existing Chainage, Km Location Type
No.
1 517+485 LHS Bus Bay with Shelter
2 517+510 RHS Bus Bay with Shelter
3 518+855 RHS Bus Bay with Shelter
4 522+430 LHS Bus Bay with Shelter
5 522+450 RHS Bus Bay with Shelter
6 523+920 RHS Bus Bay with Shelter
7 523+980 LHS Bus Bay with Shelter
8 527+480 RHS Bus Bay with Shelter
9 527+550 LHS Bus Bay with Shelter
10 540+370 LHS Bus Bay with Shelter
11 540+375 RHS Bus Bay with Shelter
12 545+740 LHS Bus Bay with Shelter
13 545+970 RHS Bus Bay with Shelter
14 547+890 LHS Bus Bay with Shelter
15 547+895 RHS Bus Bay with Shelter

3.10 Truck Lay Bye

The existing details of Truck lay byes along the project corridor are given below in
Table no.3.12
Table 3-12: Details of Truck lay Byes

Sl No. Existing Chainage, Km Location

1 515+200 Both Sides
2 519+480 LHS
3 528+380 LHS
4 528+525 RHS
5 530+820 LHS
6 530+820 RHS
7 532+100 RHS
8 533+225 RHS
9 533+410 LHS
10 534+730 RHS
11 534+760 LHS
12 535+580 RHS
13 544+025 RHS
14 544+070 LHS
3.11 Road side drains

The project road having existing road side drains and the details are given below in
Table No.3.13.
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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
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on Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
Table 3-13: Existing Drain Details

Chainage (LHS) Chainage (RHS)

Sl No. Length Length Remarks
From To From To
in m in m
1 519+014 519+345 331.000 518+260 519+084 824.000 Adjacent to
Service Road
2 519+706 520+130 424.000 524+290 526+158 1868.000 Adjacent to
Service Road
3 524+23 526+045 1815.000 526+217 526+730 513.000 Adjacent to
Service Road
4 526+146 526+834 688.000 526+790 526+834 44.000 Adjacent to
Service Road
5 527+164 527+177 13.000 527+165 527+388 223.000 Adjacent to
Service Road
6 533+585 533+776 191.000 536+141 536+235 94.000 Adjacent to
Service Road
7 535+856 535+920 64.000 536+576 536+667 91.000 Adjacent to
Service Road
8 536+607 536+669 62.000 537+597 537+972 375.000 Adjacent to
Service Road
9 536+741 536+808 67.000 539+399 539+413 14.000 Adjacent to Main
carriageway
10 537+597 537+975 378.000 539+807 540+019 212.000 Adjacent to
Service Road
11 539+071 539+134 63.000 544+463 544+575 112.000 Adjacent to
Service Road
12 539+236 539+343 107.000 545+432 545+946 514.000 Adjacent to
Service Road
13 539+35 539+380 30.000 545+972 546+247 275.000 Adjacent to
Service Road
14 542+508 542+624 116.000 546+773 546+802 29.000 Adjacent to
Service Road
15 544+279 544+634 355.000 547+185 547+409 224.000 Adjacent to
Service Road
16 547+051 547+301 250.000 547+420 547+625 205.000 Adjacent to
Service Road
17 547+453 547+673 220.000 549+815 549+925 110.000 Adjacent to
Service Road
18 549+453 550+032 579.000 549+504 549+794 290.000 Adjacent to
Service Road
19 549+937 550+012 75.000 552+456 553+087 631.000 Adjacent to
Service Road
20 552+479 553+086 607.000 554+456 554+658 202.000 Adjacent to
Service Road
21 554+518 554+865 347.000 - - Adjacent to
Service Road
LHS 6782.000 RHS 6850.000

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
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Bharatmala Pariyojana (Package-I) Final Feasibility Report
Chainage (LHS) Chainage (RHS)
Sl No. Length Length Remarks
From To From To
in m in m
Total Length (m) 13632.000

3.12 Toll plaza

The project stretch have toll plaza at Km. 537+790 (Hattargi Toll plaza).

3.13 Bypass

The project road having existing Sankeshwar Bypass starts at Km. 549.200 and ends
at Km.554.359 for length of 5.159 km.

3.14 Utilities

The following utilities are identified in the topographical survey and detailed
reconnaissance along the project corridor.

 Electrical Poles, Telephone Poles, Lamp Poles, Junction boxes, Distribution

transformers and D.P Structures
 HT towers with remote level of HT lines across the alignment
 Manholes/identification stones/poles of underground Water / Sewerage / Oil /
Gas pipe lines
 Identification stones/poles of underground Optical Fiber Cables
(OFC)/Electrical/other telecommunication lines

There are various types of over ground/underground utilities running along and across
the project corridor in entire length of the project road. The utilities, which will be
affected due to implementation of the project, shall be shifted before start the
construction activities. The utility shifting plan for each type of utilities is prepared
and the demand note for shifting of these utilities is collected from concerned
departments. The utility shifting plans along with the reports is prepared for shifting
of over ground utilities. The report on utility shifting proposals along with the detailed
estimate is submitted separately through our letter no Ref.: 34/14088/E/2020-
21/BRS/0269 dated on 18th January, 2021.

STUP Consultants Pvt. Ltd., 81 NHAI

 CHAPTER - 4
PROJECT DESCRIPTION
INCLUDING POSSIBLE
ALTERNATE
ALIGNMENTS/BYPASS AND
TECHNICAL /ENGINEERING
ALTERNATIVES
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka
on Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
4. PROJECT DESCRIPTION INCLUDING POSSIBLE ALTERNATE
ALIGNMENTS/BYPASS AND TECHNICAL /ENGINEERING
ALTERNATIVES

4.1 General

This Alignment study report covers Belgaum to Sankeshwar Bypass road in the state
of Karnataka out of the roads entrusted by National Highways Authority of India
(MORT&H) for the Consultancy Services for preparation of DPR for development of
Economic Corridor/ National Corridor, Inter Corridors and Feeder Routes to improve
the efficiency of freight movement in India under Bharatmala Pariyojana (Package
3/Lot -6) in the state of Karnataka & Kerala.
This alignment study report is to further assist to carry out the Feasibility Studies and
Detailed Project Report of this road for upgrading it to 6-lane access controlled (fully
access control for Economic Corridors/National Corridors) or access controlled 6/8-
laning in certain stretches, as required depending upon traffic.
In order to develop the concept of improving the project corridor for reduction in
transport cost and enhanced comfort and safety of the road users, appropriate
engineering solutions have been considered. For the purpose of feasibility study,
elementary design of the major components has been carried out for the alternative
improvement proposals. These elementary designs were primarily aimed at providing
the basis for estimating the project costs to a suitable level of approximation for use as
vital inputs to the economic and financial analysis.

4.2 Bypasses & Realignments

The geometry of the Project Road has been observed to be deficient for design
requirements pertaining to National Corridor specifications for substantial length for a
four lane highway from km 526+400 to km 529+200. It is proposed for improving it
to comply with the Specifications and Standards for Six lane Highway published by
IRC (IRC: SP: 87) (the “Manual of Specifications & Standards for Six Laning of
Highways through Public Private Partnership”) as far as possible along with other
relevant IRC codes. This will necessitate the Realignment of the road in this area.
The existing ROW of this road varies from 60m - 65m for most of the stretches,
except the Ghat sections where the existing right of way is 35m only. The width of
ROW required for a six lane with future provision for eight lane road is 70 m.

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
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However, the stretches with service roads on both sides will be sufficient with 60 m –
65 m ROW. This additional requirement of land will involve some habitation to be
removed/ shifted to accommodate the required additional lanes. This will require
some additional land acquisition and demolition of existing structures or option for
realignment.
There are critical locations but that may not result in considerable loss of social
resources due to significant acquisition, if project road is widened at its existing
location. Realignment locations were identified along the project road and form the
basis of our preliminary assessments of realignment locations.

4.3 Selection Criteria for Realignment/Bypasses

New Bypass and realignment portion have been verified at site after designing on
satellite image. The team under the supervision of Team Leader and Highway
Engineer mobilised at site after its alternate alignment option study on available
Google and alignment maps received from various sources from April 2019 onwards.
The following guidelines/ considerations were kept in view while selecting the
alternative alignments.

1) The selected bypass alternative is to comply with the guidelines of the Manual.

2) Avoid large scale demolition of existing pucca houses and displacement of

families involved in populated built up area and where the built up area on both
sides exists for substantial length.

3) In order to check the ribbon development, direct connectivity from bypass/

realignment to cross roads of MDR / ODR / VR category shall not be provided,
and connectivity to bypass/ realignment shall be provided only at SH / NH
crossings.

4) Avoiding funeral ground, mosque, temple or any religious places and water bodies
coming in the way of the proposed alignment of the bypass.

5) It should have minimum impact on the existing public utilities and settlements and
should not disturb the existing drainage system.

6) The alignment should be located sufficiently away from the existing built up area
and should not conflict with future planned development of the area.

7) The alignment should be devoid of sharp curves and unpleasing appearance.

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8) The road should connect important villages and towns.

9) Traffic capacity, speed and safety of the Project Road should be optimized.

10) Should avoid marshy ground, steep terrain, unsuitable hill features and areas
subject to severe climatic conditions, flooding and inundation.

11) The alignment should preserve environmental and maintain ecological balance.
The length should be as short as possible.

Minimum 2 alternative alignments studied for each bypass and realignment sections.

4.4 Methodology Adopted for Proposing the Bypass/Realignments

Satellite Imaginaries (Google images) were studied to understand the terrain, water
bodies, forest areas and any major channel etc., at macro level on both sides of
stretches to be bypassed. This was followed by a ground verification of the site along
the preferred alignment.
Preliminary discussions with local administration, NHAI officials and local public
were conducted to gather additional details on probable alignment options. Detailed
topographical survey of bypass/ realignment alignments approved by the client. It is
quite likely that some adjustment in the approved alignment might be necessitated due
to site conditions during detailed topographical survey and design.
Frequently, new bypasses get engulfed with local activities resulting in a drastic
reduction in the level of service for traffic. Therefore, care was taken to ensure that
sufficient room was left for expansion of the town in order to minimize the potential
for future encroachments. However, the bypass itself is a potential for developmental
activity. Easy access encourages fast roadside development and encroachments for
commercial activity in the form of eating places, repair shops etc.
For each bypass/ realignment, alternatives have been studied with the Criteria for
selection of the proposed bypass/ realignment option explained as above.

4.5 Major Realignment Areas along the Alignment

Following are the Major Realignment areas along project corridor where bypass has
been proposed.
Sr. Existing length Type of Improvement
Built-up section
No. of section (m) proposed
Bypass/Realignment
1 km 526+400 to km 529+200 2800
recommended
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4.5.1 Location of Bypasses & Realignments

Following bypasses and realignments have been proposed along the project corridor.
Table 4-1 : Proposed Bypasses and Realignments

Proposed Bypasses/Realignments
S. Length
No. Existing Improvement
along Bad From (m) To (m) Length (m)
Habitation Proposal
Geometry
km 526+400 to Bypass/Realig
1 2800 526+400 529+200 Option-I - 2550
km 529+200 nment

Increased realignment length on account of geometric improvements is envisaged for

realignment/ bypasses because of deficient existing horizontal geometry and presence
of hillock along the existing road. The re-alignment of the road is designed for
minimum 60Kmph design speed.

4.6 Comparative Study / Evaluation of Realignment/Bypass Options

The main principle for route selection is to achieve least overall cost on
Transportation with regard to initial construction cost, maintenance and road user cost
and at the same time satisfying Environmental / Social requirements. The
Realignment/Bypass options were studied on both side of existing alignment. A
comparative study of alignment alternatives for each location has been prepared in
detail and presented in the following section.

4.7 Project Alignment and Bypass locations

The project alignment starting from km 515+000 near Honaga Industrial Area in
Belgavi District in the state of Karnataka and ending at Km 555+000 at Shankeshwar
bypass in the District of Belgavi for the length of 40km in the state of Karnataka. The
project alignment is having deficient geometry majorly at one location i.e. km
526+400 to km 529+200 for the length of 2.800 km. The location map in figure 4-1
shows the Project Alignment and Bypass Locations below;

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka
on Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

Figure 4-1:Project Alignment and Bypass Locations Option I

4.8 Realignment/Bypass from Km 526+400 to Km 529+200 Alternatives Study

Figure 4-2:Alignment Option from km 526+400 to km 529+200 for

Realignment/Bypass

4.8.1 Proposal and Structural Requirements for Realignment/Bypass

Maharashtra/Karnataka Border (Kagal) To Belgaum (Length – 78 Km)

Realignment/Bypass Proposal from km 526+400 to km 529+200

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
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on Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
Chainage Proposed
Existing Proposed Proposed Existing
Sr. Bypass
Alignmen Bypass Bypass Alignment
No From To Option
t Length Length Cost (Cr) Development
Cost (Cr)
1 526+400 529+200 2+800 2+550 OPTION - I 112.87 51
4.8.2 Proposal for Realignment/Bypass Proposal (Km 526+400 to Km 529+200)

Sl. No No Span Structure type Remarks

1 1 1x10.0 MNB
Sl. No No Span Structure type Remarks
1 1 17x30 VIADUCT
Sl. No No Span Structure type Remarks
1 2 1x2.5x2.5 BOX
2 2 1X1.2M DIA PIPE
4.8.3 Cost of Realignment/Bypass Proposal (Km 526+400 to Km 529+200)

Table 4-2 : Cost of Realignment/Bypass Proposal (Km 526+400 to Km 529+200)

BILL
Description Amount (Rs.)
No.
1 Site Clearance And Dismantling 1,14,47,756.00
2 Earthwork 20,19,09,700.00
Granular Base Course And Sub-
3 7,41,92,877.00
Base
4 Bituminous Course 9,86,35,028.00
Cross Drainage Works Pipe
5 22,92,698.00
Culverts
6 Underpass And Box Structures 4,12,98,993.00
7 Bridge Work 67,58,53,296.65
8 Drainage And Protection Work 1,27,44,900.00
Traffic Signs Marking And
9 1,01,41,153.00
Other Appurtenances
10 Miscellaneous 1,68,280.00
Civil Construction Cost 1,12,86,84,681.65
Say Rs. 112.87
Crores

4.8.4 Realignment/Bypass (Km 526+400 to Km 529+200) Alternatives Comparison

Alignment proposed for the Realignment/Bypass options from km 526+400 to km

529+200 have been studied and comparison has been made is presented below in
table;

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
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Bharatmala Pariyojana (Package-I) Final Feasibility Report
Table 4-3 : Realignment/Bypass from Km 526+400 to Km 529+200 Alternatives
Comparison

Through Existing Route with

S. Option-Realignment/Bypass
Description minor improvements in geometry
No. Proposal
Option -2

Start Point of Realignment/bypass Existing alignment passing through

option is near km 526+400 on edge of hillock with compromised
1 Start point
Southern side of Alignment towards geometry for design speed of
Belgavi. 40kmph to 65kmph

End Point of Realignment/bypass

Existing alignment passing through
option is near km 529+200 on
edge of hillock with compromised
2 End point Northern side of Alignment towards
geometry for design speed of
Maharashtra/Karnataka Border
40kmph to 65kmph
(Kagal)
The proposed alignment passes
3 Route Alignment side through the Right side of the existing Through the existing alignment
alignment.
Length of alignment
4 2550 2800
alternative (m)

Length of existing
5 2800 Nil
section by-passed (m)
6 Built-up stretch Nil Nil
7 Terrain Plain / Rolling Plain / Rolling
Proposed Geometry can be made
Proposed Geometry can be modified
according to 100 Km/Hr design
according to 65 Km/Hr design speed
speed with smooth horizontal curves
8 Geometrics with smooth horizontal curves
to avoid compromised geometry for
acquiring additional land by the side
design speed of 40kmph to 65kmph
of existing alignment.
through existing road.
Intersection
9 1 No. At (Starting) Nil. At (Starting)
developments
Existing Land use
10 pattern through Agriculture Land / Forest Land Forest Land
proposed alignment
11 No. of structures Culvert + Viaduct+ MNB Culvert + VUP

Existing 60m ROW is available.

12 Proposed ROW 70 For National corridor 70m ROW is

required so rest of the ROW will
have to be acquired.
13 Total Additional land 18 3

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Through Existing Route with
S. Option-Realignment/Bypass
Description minor improvements in geometry
No. Proposal
Option -2
required (Ha.)

14 Forest Area (Ha.) 10 3

15 Agriculture Area 08 0
Total Civil Cost
16 113 51
Cr.(Approximate)
Total Project Cost
17 128 Crores 54 Crores
(Approximate)
No of Habitation
18 Nil Left side habitation
structures affected
Widening of existing carriageway
and geometrical improvement not
19 Social Impact Nil
possible within available ROW.
Realignment Required.

Require Cutting of less Trees and Require Cutting of Trees, Loss of

Loss of Agricultural land Along with Agricultural and Severe degradation
little degradation in Air Quality. The Air Quality during construction
20 Environmental Impact
Machinery to be used during period. The Machinery to be used
Construction will create Noise during Construction will create Noise
Pollution and Dust. Pollution and Dust.

Proposed improvement 6 Lane Carriageway with Paved 6 Lane Carriageway with Paved
21
as per Manual Shoulder Shoulder
1. Existing alignment is 4/6-lane with
1. Better geometrics with better sight paved shoulder with Compromised
distance make this option safer. Geometry (not Qualifying for
National Corridor Specifications).
22 Merits
2. Existing alignment is being
2. This connectivity is shorter than
widened which shall reduce land
the other option and Qualifying for
acquisition compared to bypass
National Corridor Specifications.
option.
Not Qualifying for National Corridor
23 Demerits No Appreciable demerits
Specifications.
Consultant's
24 Recommended Not recommended
Recommendation

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4.9 Alignment Approval

The Draft Alignment option report was submitted to PIU Dharwad vide our letter ref
no. 13/E/12647/SC: RS/4052 dated 03-06-2019. A Detailed Presentation was made to
RO NHAI Bangalore and PD PIU Dharwad at NHAI Regional office Bangalore on
18.06.2019, where in all the alignment options for realignment section from km
526+400 to km 529+200 were presented.
The RO, Bangalore and PD, PIU Dharwad has confirmed the realignment proposed
for the realignment section from km 526+400 to km 529+200.
The Consultants had no. of meetings and later a joint site visit along with NHAI
officials dated on 19.10.2019 and explained the project proposals and additional
facilities are proposed based on the black spot data collected from the client along the
project road. After detailed site visit and discussions the following are the
changes/suggestions from the NHAI officials.
During site visit, PD asked consultant to explain the project proposals and provisions
made on project facilities. The consultants explained the entire project stretch is
designed for 80 kmph except Ghat section i.e. Vantamuri Ghat where the existing
design speed is 50km/hr. Apart from that consultant explained that the consultants
have reviewed available data collected on black spot locations and various
representations made regarding the provision of VUP/VOP/LVUP/PUPs along the
Project Corridor. The consultants also explained that the new 6 laning manual does
not permit at-grade road crossing. Accordingly, the project corridor requires no. of
VUPs, VOPs, LVUPs, and PUPs. Based on the detailed analysis of existing VUP/PUP
locations and considering the above requirements, the consultants have explained that
no. of additional VUPs are required to improve the safety along the Project Road.
Further the consultants explained that proper entry and exit arrangement with service
roads and the retaining walls with crash barrier between main carriageway and service
road are being proposed so as to reduce the additional ROW requirement and this will
prevent the direct crossing of pedestrians/animals across the main carriageway which
will prevent the accidents to a larger extent.
i. During the visit, the consultant explained that the existing structures are having
less vent way for VUP, PUP and CUP as per new 6-laning manual. PD, NHAI has
opined that the new manual can be followed for all new project facilities and the
existing structures can be made use of to the maximum extent so as to minimise
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the cost of the project and accordingly instructed consultants to extend the existing
structures instead of dismantling and re-constructing existing structures in
widening of 4-laning to 6-laning of Project Road.
ii. After detailed discussions for proposed LVUP location at Rani Chinnamma
University, PD has suggested that considering the University and use of military
vehicles, VUP as per new version of Design Manual shall be proposed rather than
LVUP proposed earlier and the span of facility shall be proposed considering the
turning radius at the crossing locations. PD has instructed the consultants to
resubmit the proposal along with BOQ and Estimate.
iii. Consultants are explained about the Vantamuri Ghat steep gradients as the loaded
vehicles are finding difficult to negotiate these steep gradients. PD has suggested
that the service road could be continued on LHS side by widening the existing
road. After detailed discussion, PD has instructed consultants that the existing
alignment with 60kmph and 50kmph shall be evaluated and submitted with
recommendations instead of earlier suggested alignment which was passing
through forest on RHS and also the steep gradients shall be flattened.
iv. In order to meet the 6 lane carriageway requirements, PD has suggested
consultants to study following options and submit the report with evaluation of
options and recommendation for the authority to take decision on the same:
a) Dismantling of existing 2 lane bridge structure and construction of new 3 lane
major bridge for RHS traffic and new 2 lane Service Road Bridge for RHS side
local slow moving traffic
b) Construction of 3 lane grade separator cum bridge for RHS main carriageway
traffic and formation of new 2 lane service road on RHS connecting to existing 2
lane bridges.
v. The consultants have explained that there is a need for VUP at Yamakanamaradi
at-grade junction based on the black spot requirements and also as per
representations received. There is a falling gradient towards Kagal side of the
junction. Considering the same, PD has suggested that the gradient can be
extended towards Belgaum and wherever the required vertical clearance is
obtained, VUP shall be proposed at the location which could be slightly away
from the junction and towards Belgaum side of junction. Accordingly, the
consultants have prepared option. However, during the subsequent visit on 9th Jan

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2020, PD has suggested further that VOP at the existing crossing location would
be preferable and accordingly, the proposal has been modified as VOP.
vi. PD has also suggested the consultants to collect the required and necessary details
or project facility requirements, O&M requirements and details etc., from the
Independent Engineer and incorporate the all suggestions in the DPR preparation.
vii. The consultants have explained that there is one location where there State
Highways are joining the Project Road forming at-grade junction in curve i.e. SH-
141 at Ch: 527.400 (towards Sutagatti Village LHS side) and there is a
requirement of grade separators. PD has agreed for the proposal.
However, PD during visit on 9th Jan 2020, underpasses are not preferred along NH
from drainage consideration and hence the proposals shall be studied with grade
separator forms such as VUP/LVUP/VOP/interchanges as per site topography and
existing physical constraints.
After the joint visits along with NHAI officials dated on 19.10.2019 and 09.01.2020,
the directions/suggestions given by PD NHAI, the consultants further studied the
Alignment options for Vantmuri Ghat sections and prepared the best feasible options.
The feasible alignment options for Vantamuri Ghat sections are given below.

4.10 Re-alignment: From Km 522+500 to Km 529+600 (including Vantamuri Ghat

Section)

The alignment options were already discussed with NHAI officials and submitted as
part of Draft alignment report. In the joint site visits along with NHAI officials dated
on 19.10.2019 and 09.01.2020, the consultants have explained about the Vantmuri
Ghat section that the existing design speed is 50 kmph and also there is a problem of
steep gradients in this Ghat section.
After detailed discussions of earlier alternate alignment options and considering the
site conditions, PD has suggested that the service road could be continued on LHS
side for Vantmuri Ghat section by widening the existing road. PD has instructed to
consultants that the existing alignment with 60kmph and 50kmph shall be evaluated
and submitted with recommendations instead of earlier suggested alignment which
was passing through reserve forest on RHS and also the steep gradients shall be
flattened.
The consultants have also explained that there is a State Highway joining with the
Project Road forming at-grade junction in curve i.e. SH-141 at Ch: 527.390 (towards
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Bharatmala Pariyojana (Package-I) Final Feasibility Report
Sutagatti Village LHS side) and there is a requirement of Vehicular Underpass. The
consultants have suggested that considering the site condition and gradients at
Vantmuri Ghat section, Vehicular Underpass is required for crossing of SH traffic. PD
has agreed for the proposal.
As per the instructions given by PD of NHAI, the consultants studied the Vantmuri
Ghat section and proposed the alignment in view of maximum utilization of existing
NH-48. As per the Survey of India topo map, it is observed that the existing alignment
is having the Managutti Reserve Forest on either side of the existing alignment. The
available existing ROW is 35.0m only. The consultants has proposed to widen the
existing 4 lane to 6 lane divided carriageway with service road on left hand side only
and the proposed ROW is 44.5m.
The final feasible alignment of Vantmuri Ghat is prepared, based on the comparison
of alignment of earlier options and in terms of length, cost and other implications etc.
 Geometric improvement on existing alignment starts at Ch.522+500 and ends at
Ch.529+600.
 The length of geometric improvements is 7.10 km including Vantamuri Ghat
section of 3.260 km. Geometric improvement includes introduction of transition
curves and super elevation in horizontal curves for achieving required design
speed of 60 kmph along the above re-alignment section.
 The geometric improvement on existing alignment is passing through rolling/hilly
terrain.

 Proposed ROW – 44.5m (Service road is proposed on Left hand side) and 60m at
VUP approaches

 Proposed Geometry - 60 kmph with smooth horizontal curves to avoid

compromised geometry for design speed of 40 to 50 kmph through existing road.
 No major social and environmental impact.

 Additional Land is required for entire length of Ghat section i.e. for a length of
3.260 km.

 There is no major social constraint on additional land acquisition, which is open

land and Managutti Reserve Forest.
The feasible alignment plan, tentative profile, typical cross sections and land
acquisition plans are given below.

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Figure 4-3: Re-alignment -1:Plan From km 522+500 to km 529+600 (Including

Vatimuri Ghat Section )
Table 4-4 : Cost of Vertical Alignment Improvements for a length of 2.19 Km

S. Amount
Description of Item
No. in Crores
Cost of Rigid Pavement in Main Carriageway in Ghat section without
1 embankment and C-phi soil filling and including open Trapezoidal Drain 9.32
(L = 1.382 Km)
Cost of RE walls including RE wall panels, friction slab, crash barriers
2 51.09
etc., and embankment filling and C-Phi soil (L = 1.382 Km)
Cost of Viaduct for Main carriageway (L=0.81 Km) i.e. 30 m span and 27
3 87.31
spans
Total 147.72

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Bharatmala Pariyojana (Package-I) Final Feasibility Report
Note: Cost of balance length of road cost is not assessed and excluded in the above
cost as the changes are minor and limited only to curve improvements. The cost of
newly added project facilities such as VUP, service roads is excluded in the above
cost. Based on the further discussions on 1st May 2020, PD has suggested that
considering the improvement of geometrics within existing ROW without forest land
acquisition in Re-alignment -1 and with a proposed design speed of 60 Kmph and not
having any black spots with this Ghat section, local or slow moving traffic could be
mixed with through traffic in a 6 laning of Project Road. Therefore construction of
proposed service road involving forest land could be dispensed within Vantamuri
Ghat section to avoid likely delays in obtaining Project Clearances and Project
Implementation and completion schedules as this project is being proposed for
implementation in HAM mode. In view of the above feasible option without forest
land is prepared as another option. Comparison statement of approved realignment
option (as part of draft alignment options report) and revised alignment option as per
latest studies is given below.

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Table 4-5 : Comparison of Alternate Alignment Options for Re-alignment -1

Feasible Alignment Option with Feasible Alignment Option without Service

OPTION 1
Service road in Ghat section Road in Ghat section
S. No. Description Through Existing Route with minor Through Existing Route with minor
Approved alignment option as
Geometry Improvement (including Geometry Improvement (including Vertical
per Draft alignment report
Vertical Alignment Improvement) Alignment Improvement)
Start Point of Realignment/bypass
Start Point of geometric improvement Start Point of geometric improvement option is
option is near km 526+400 on
1 Start point option is from Ch: 522+50 on Southern from Ch: 522+50 on Southern side of
Southern side of Alignment towards
side of Alignment towards Belgavi. Alignment towards Belgavi.
Belgavi.
End Point of Realignment/bypass
End Point of Realignment option is to End Point of Realignment option is to Ch:
option is near km 529+200 on
Ch: 529+600 on Northern side of 529+600 on Northern side of Alignment
2 End point Northern side of Alignment towards
Alignment towards towards Maharashtra/Karnataka Border
Maharashtra /Karnataka Border
Maharashtra/Karnataka Border (Kagal) (Kagal)
(Kagal)
The proposed alignment passes
3 Route Alignment side through the Right side of the Passes through the existing alignment Passes through the existing alignment
existing alignment.
Geometric improvement of existing
Geometric improvement of existing alignment
Length of alignment alternative alignment for a length of 7100m
4 2550 for a length of 7100m including Vertical
(m) including Vertical geometric
geometric improvement for a length of 2190m.
improvement for a length of 2190m.
Length of existing section by-
5 2800 Nil Nil
passed (m)
6 Built-up stretch Nil Nil Nil
7 Terrain Rolling /Hilly Rolling/Hilly Rolling/Hilly
Proposed Geometry can be made Proposed Geometry - 60 kmph design Proposed Geometry - 60 kmph design speed
according to 100 Km/Hr design speed with smooth horizontal curves with with smooth horizontal curves with minimum
8 Geometrics speed with smooth horizontal minimum additional land acquisition by additional land acquisition by following
curves to avoid compromised following existing alignment (marginal existing alignment (marginal LA at curve
geometry for design speed of LA at curve locations). locations). Improvements to geometry shall be

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Feasible Alignment Option with Feasible Alignment Option without Service
OPTION 1
Service road in Ghat section Road in Ghat section
S. No. Description Through Existing Route with minor Through Existing Route with minor
Approved alignment option as
Geometry Improvement (including Geometry Improvement (including Vertical
per Draft alignment report
Vertical Alignment Improvement) Alignment Improvement)
40kmph to 65kmph through within EROW in Ghat section to avoid forest
existing road in the realignment LA.
portion.
Proposed Vehicular Underpass for SH- Proposed Vehicular Underpass for SH-141
9 Intersection developments 1 No. At (Starting)
141 crossing at Ch: 527+390 crossing at Ch: 527+390.
Existing Land use pattern
10 Forest Land Open Land/Forest Land Open Land/Forest Land
through proposed alignment
Minor Bridge at Ch: 527+150, VUP for
Minor Bridge at Ch: 527+150, VUP Ch: Sutagatti Cross road to be suitably proposed in
11 No. of structures Culvert + Viaduct+ MNB
527+390 ( Sutagatti Road crossing ) detailed design stage without LA from forest
land.
44.5m (Proposed service road on LHS
35m in Ghat Section (existing) and 60m for the
12 Proposed ROW 70m only) from Ch: 524+100 to 526+654 and
rest of the section.
60m from Ch: 526+654 to 529+600
Total Additional land required
13 18 Total 6.4 Ha Total 1.69 Ha
(Ha.)
14 Forest Area (Ha.) 10 4.71 Ha Nil
15 Agriculture Area 8 1.69 Ha 1.69 Ha
147.72 Cr. (this cost is assessed for
flattening of steep gradients along
120.72 Cr. (this cost is assessed for flattening
Vantamuri Ghat Section for a length of
of steep gradients along Vantamuri Ghat
Total Civil Cost 2.19 km). Cost of Sutagatti VUP and its
16 113 Section for a length of 2.19 km). Cost of
Cr.(Approximate) approaches (1.323 Km) has been assessed
Sutagatti VUP and its approaches (1.323 Km)
as 34.31 cr. Cost of LHS service road in
has been assessed as 34.31 cr.
Ghat section including retaining wall is
assessed as 27 crores for 3.31 km.

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Feasible Alignment Option with Feasible Alignment Option without Service
OPTION 1
Service road in Ghat section Road in Ghat section
S. No. Description Through Existing Route with minor Through Existing Route with minor
Approved alignment option as
Geometry Improvement (including Geometry Improvement (including Vertical
per Draft alignment report
Vertical Alignment Improvement) Alignment Improvement)
Total Land Acquisition Cost Cr.
17 - Cost of Private land 0.65 Crores Cost of Private land 0.65 Crores
(Approximate)
No of Habitation structures Nil except few security guard rooms in
18 Nil Nil
affected forest land
Geometrical improvement along the
existing alignment. The additional land
Geometrical improvement along the existing
19 Social Impact Nil acquisition required in Ghat section by
alignment.
proposing Service road on LHS, which is
Sutagatti Reserve Forest valley section.
Require Cutting of less Trees and Require Cutting of less Trees and Loss of
Require Cutting of less Trees and Loss of
Loss of Agricultural land along with Agricultural land along with little
Agricultural land along with little degradation
little degradation in Air Quality. degradation in Air Quality. The
20 Environmental Impact in Air Quality. The Machinery to be used
The Machinery to be used during Machinery to be used during
during Construction will create Noise Pollution
Construction will create Noise Construction will create Noise Pollution
and Dust.
Pollution and Dust. and Dust.
6 Lane divided Carriageway with
improvements to horizontal and vertical
alignments (improvements within EROW 6 Lane divided Carriageway with
Proposed improvement as per 6 Lane Carriageway with Paved only in Forest sections) + LHS Service improvements to horizontal and vertical
21
Manual Shoulder road along the Ghat section. Service alignments (improvements within EROW only
Road segregates slow moving traffic in Forest sections).
which improves traffic safety in this
stretch.
1. Geometry improved by avoiding 1. Geometry improved by avoiding sharp
1. Better geometrics with better sharp curves in a length of 7.1 km curves in a length of 7.1 km with required
22 Merits sight distance for one curve with required transitions for 6 lane transitions for 6 lane carriageway.
This connectivity is shorter carriageway. 2. Without LA from forest land, the
2. Provision of service road segregates implementation of 6 laning project would

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Feasible Alignment Option with Feasible Alignment Option without Service
OPTION 1
Service road in Ghat section Road in Ghat section
S. No. Description Through Existing Route with minor Through Existing Route with minor
Approved alignment option as
Geometry Improvement (including Geometry Improvement (including Vertical
per Draft alignment report
Vertical Alignment Improvement) Alignment Improvement)
the local traffic from through traffic. be completed a sper schedule.
This connectivity is Qualifying for 3. This connectivity is qualifying for National
National Corridor Specifications. Corridor Specifications.
1. By proposing the Service road
on LHS, additional area is 1. By proposing the Service road on
passing through the reserve LHS, additional area is passing
forest area and LA from forest through the reserve forest area and
likely to take considerable time LA from forest likely to take
and thereby could impact the considerable time and thereby could Cost is slightly high as flattening of the
23 Demerits / Constraints
project implementation impact the project implementation steep gradient
schedules. schedules.
2. This option covers one curve in 2. Cost is slightly high as flattening of
a length of 2.8 km only and the steep gradient and service road
other curves are also short of provision are made
transitions and steep gradients.
Consultant's
24 Not Recommended Not Recommended Recommended
Recommendation

STUP Consultants Pvt. Ltd., 99 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

4.10.1 Ghataprabha Major Bridge

Option – I: The proposal consists of Dismantling of existing 2 lane bridge structure

(8 nos. of 24.1mx12m) and construction of new major bridge for RHS traffic and
Service road bridge for RHS side local slow moving traffic (8 nos. of 24.1m x
24.11m) and widening of approaches to bridge for 6 lane along with new 2 lane
service road on RHS matching to proposed TCS. Total length of new service road is
1240m. The approx cost of the option-1 is estimated as Rs. 28.16 crores.
Option – II: This option consists of using existing 2 lane old RHS bridge for Service
road traffic i.e. Construction of 3 lane grade separator cum bridge for RHS main
carriageway traffic and formation of new 2 lane service road on RHS connecting to
existing 2 lane bridge. The approx cost of the option-II is estimated as Rs. 42.00
crores.

4.10.2 Interchange

An interchange is a road junction that typically uses grade separation with one or
more ramps, to permit the traffic of one highway to pass through the junction without
directly crossing any other traffic stream. Interchanges are used when at least one of
the roads is an access controlled highway or a limited-access divided highway.
Interchange are proposed at the intersection of Project Road with the State Highways.
The type of interchange at each crossing is finalized in consultation with NHAI.
Trumpet interchange is proposed @ Ch: 538+261 i.e. SH-134 - Hidkal Dam Junction.
At this location it requires interchange to cater all the turning movements without
conflict and will avoid traffic queue at approach to existing Toll Plaza. This
interchange will provide free flow for the traffic from Hidkal dam to Kagal and
Belagaum to Hidkal dam.
The geometry of interchanges is designed in accordance with relevant clauses of IRC:
SP: 90-2010, IRC: 92-2017 and IRC: 65-1976. As per Cl. 6.1 (ii) of IRC: SP: 90-
2010, the carriageway width on the elevated structure including approaches shall be
kept same as on the approaching roads on either side. Maximum gradient of 1 in 40
(2.5%) is adopted in the approaches and 1 in 25 (4%) is adopted in the loop ramps.
The desirable turning radius of loops is 60m whereas 70m is proposed with the
minimum design speed of 30 kmph and maximum super elevation of 4%.

STUP Consultants Pvt. Ltd., 100 NHAI

 CHAPTER - 5
METHODOLOGY ADOPTED
FOR FEASIBILITY STUDY
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
5. METHODOLOGY ADOPTED FOR FEASIBILITY STUDY

5.1 General

The study involves identification of alignment, carrying out necessary field surveys
and investigations, analysis of data, detailed design of all the components of the
project, preparation of cost estimate, economic and financial analysis, environmental
and social impact assessment, etc. The methodology adopted for different tasks is
discussed in this chapter. The consultancy services divided in to the following tasks.
 Review of all available reports
 Detailed reconnaissance
 Identification and evaluation of different alternatives with comparison on
techno-economic considerations.
 Traffic studies
 Detailed topographical survey
 Inventory and condition survey of the existing roads and structures.
 Pavement investigations
 Detailed design of project components
 Economic and Financial analysis
 Environmental and Social impact assessment
 Project costing

5.2 Collection and Review of Secondary Data

The secondary data required for the development of study were collected from various
sources primarily from the Government/planning organizations. The secondary data
includes:
 Review of all available plans, designs, reports and published information
about the project and the project influence area.
 Hydraulic data and other details of existing bridges
 Details of sanctioned / committed / announced /on-going works around the
project alignment by State/Central government/other agencies;
 Traffic survey data and accident statistics
 Details of social/reserve forests within project area
 Critical environmental constraints
 Type and location of existing utilities

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
5.3 Reconnaissance and Alignment

Reconnaissance survey was carried out to outline the procedure for the detailed
investigations. It has identified the following:
 Topographical features of the area.
 Physical features in the existing roads within and outside RoW.
 Preliminary identification of traffic pattern.
 Inventory of major aspects including terrain, pavement type & carriageway
width of existing roads, major road crossings, water bodies, environmental
features and social aspects.
 Type and extent of existing utility services along the alignment.
The data collected from the reconnaissance surveys were utilized for planning and
programming the detailed surveys and investigations.

5.4 Identification and evaluation of different alternatives with comparison on

techno-economic considerations

Satellite Imaginaries (Google images) were studied to understand the terrain, water
bodies, forest areas and any major channel etc., at macro level on both sides of
stretches to be bypassed. This was followed by a ground verification of the site along
the preferred alignment.
Preliminary discussions with local administration, NHAI officials and local public
were conducted to gather additional details on probable alignment options. Detailed
topographical survey of bypass/ realignment alignments approved by the client shall
be carried out in the next phase of the project. It is quite likely that some adjustment
in the approved alignment might be necessitated due to site conditions during detailed
topographical survey and design.
Frequently, new bypasses get engulfed with local activities resulting in a drastic
reduction in the level of service for traffic. Therefore, care was taken to ensure that
sufficient room was left for expansion of the town in order to minimize the potential
for future encroachments. However, the bypass itself is a potential for developmental
activity. Easy access encourages fast roadside development and encroachments for
commercial activity in the form of eating places, repair shops etc.
For each bypass/ realignment, alternatives have been studied with the Criteria for
selection of the proposed bypass/ realignment option explained as above.

STUP Consultants Pvt. Ltd., 102 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
5.5 Traffic Studies

The following traffic surveys carried out to obtain all necessary data for satisfactory
design and reliable economic and financial analysis;
 Classified Traffic Volume Counts
 Origin-Destination and Commodity Movement Surveys
 Axle loading characteristics or Axle load surveys
 Turning Movement Survey
 Speed delay surveys
 Pedestrian/animal cross traffic count
The details of traffic survey and analysis given in Chapter 7: Traffic Survey and
Analysis.

5.6 Topographic Survey

The basic objective of the topographic survey would be to capture the essential
ground features along the alignment in order to consider improvements and for
working out improvements and rehabilitation costs. The detailed topographic surveys
should normally be taken up after the completion of reconnaissance surveys.
Field Reconnaissance Survey
The consultants have made a study of the available land width (ROW), topographic
survey maps of the project area and other relevant information collected. A detailed
reconnaissance survey has been conducted for project road has also been made.
Detailed features such as land-use, habitation, intersecting roads, utilities such as OFC
Cables, electrical lines (HT / LT), etc. have also been noted down. This has enabled
the Consultants to visualize the possible problems likely to be encountered in surveys.
The detailed ground reconnaissance of project influence area has been utilized for
planning and programming the detailed surveys and investigations.
The list of Survey of India topo maps falling in the project road are,
Survey of India Topo Maps
Sl No
Old No New No
1 48I/9 D43C9
2 47L/12 D43U12
3 47L/8 D43U8
4 47L/7 D43U7
5 47L/6 D43U6

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
The equipment and softwares which are used for the project are.

Sl Equipment / Description of
Model Serial No
No Software Instrument / Software

1 Total Station TS02-/06-/09plus 1303146 1” Accuracy

Leica TS06PLUS
2 Total Station 1412695 5” Accuracy
R500
Leica TS06 PLUS
3 Total Station 1399182 5” Accuracy
R500
Differential Global 8 mm H / 15 mm V
4 Positioning System Trimble R8s CCAJ16LP2090T2 Max. Precision,
(DGPS) Instrument Integrated Antenna

Drone (UAV) DJI Phantom 4 Camera of DJI24mp, 1.5

5 Mx127sdf
mounted with RTK RTK inch sensor, 2.4f/1

Levelling +/- 2mm for 1Km

6 Sokkia B-40 WS-019837
Instrument double run
Levelling Lawarence and +/- 2mm for 1Km
7 B-435397
Instrument Mayo LAL-4 double run
For Downloading the
8 Flex line Software Leica -
Leica Total Station jobs
Downloading and
Business Center
9 Trimble - Processing the Trimble
(TBC)
DGPS Instrument data
Processing the Drone
10 DJI Terra DJI - (UAV) mounted with
RTK Instrument data
Processing the Drone
11 Pix4d - - (UAV) mounted with
RTK Instrument data
Preparation of
Auto CAD Map Topographical Survey
12 Auto CAD -
2020 Drawing, Land
Acquisition Plan

Supporting software to
Auto CAD Map 2020
13 Survey Tools Auto Cad based - for extracting the levels
from instrument and
AutoCAD

Preparation of Lists,
14 MS Office MS Office-2016 - Tables, Land acquisition
schedule etc

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

Survey of India GTS Bench Mark

Two GTS bench marks are identified and the details are given below.

Topo
GTS BM
Sl No RL Map Description
No
No
At Gotur village, engraved on stone slab
which is on top of protective wall of
abandoned Well, located inside PWD
D43U12
Inspection bungalow, Gotur and about 42m
(Old
1 GTS O BM 642.117 west of NH-160 (Old SH-12) on Gotur to
No.
Chikkodi Road and about 370.00 m
47L/12)
Northeast of National Highway Km No.
548.00 on NH-48 (Belagavi - Kolhapura
Road).

At Gotur village, engraved on Top of size

stone buried below ground level of about
D43U12 0.3m located inside PWD Inspection
GTS BM (Old bungalow, Gotur and about 42m west of
2 646.081
286PP No. NH-160 (Old SH-12) on Gotur to Chikkodi
47L/12) Road and about 460.00 m Northeast of
National Highway Km No. 548.00 on NH-
48 (Belagavi - Kolhapura Road).

5.6.1 Site Assessment

The Drone Agency will undertake a preliminary site assessment in each stretch to
understand the environment where have to operate its drone. The objectives of the
site-visit are to:

 Understand the topography, weather conditions, and general environment in

which the land-survey needs to be undertaken.
 Know obstructions and hazards posed by natural or man-made structures for
drones to fly in the survey area.
 Plan for contingency measures to deal with the hazards.
 Gather inputs for detailed flight planning of the drone taking into consideration
the topography, weather conditions, general environment, obstructions, and
hazards.

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
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Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
 Determine the logistical needs, and time-frame required for conducting the video
recording in the roads.
 Plan the project execution from start to finish accurately so as to meet the
customer’s timeframe without delays
 Collect the X-Y/Lat-Long co-ordinates of start and end points, ascertain whether
additional inputs or work is required to be done.

5.6.2 Establishing Benchmarks

DT Levelling survey work was carried out all along the project road to the accuracy
of 6mm√K which is followed by survey of India for high pression survey by Auto
Level instrument by establishing Bench mark pillar as per tender documents at site at
every 250m interval and connected to the GTS BM RL for the entire project Stretch
and a XLs format table and sketches showing the final RL is prepared for all the
Bench marks.

5.6.3 DGPS stations

DGPS Stations are established at every 2.0Km to 3.0Km interval totally 32 nos of pair
DPS stations were established on ground as per standard practice of survey work and
final latitude & longitude along with UTM and Plane coordinates are obtained to the
accuracy of 1 in 25000 and details of all DGPS locations with coordinates, RL,
description are shown in the sketches.

5.6.4 Traversing

Closed Traverse was carried out using 1” accuracy total station between already
established DGPS controls by maintaining 1 in 10000 accuracy which is generally
followed for all the major survey activities to have the high precession horizontal
control and traverse station was established at every 200m to 250m interval.
The details / list of all such traverse stations between DGPS stations are prepared
showing the total length error obtained, error permissible and obtained accuracy.

5.6.5 Topographical survey

As per tender document topographical survey work was carried out by adopting aerial
survey using UAV covering a corridor width upto 150m (75m on either side from the
existing centreline) missing data was captured using total station such as invert levels
of Bridges, Culverts and the data which are all not covered by the UAV and the

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
survey corridor width was extended as per the requirement of tender document on all
major crossings like river, nala, State Highway, National Highway and other major
road junctions.

5.6.6 Validation of Survey data / Quality assurance

All the survey data such as Levelling survey, total station traversing, DGPS controls
Topographical survey data collected by UAV & Total Station was validated at office
by our survey expert team (Sr. Surveyors, Retired Survey of India Staff, Retired
Revenue Official, Sr. Civil Engineer) and make sure that all the data collected at site
level are matching at the minimum accuracy which is required as per RFP and
forwarded to the Design & Auto CAD section to generating the drawings. The survey
expert team was ensured the quality and accuracy of all the collected revenue records
which are required to finalize the land acquisition process as per tender documents

5.6.7 Data Collection and Transfer

On site operations will involve data collection on board the drone. Transfer of data for
presentation and analysis will be done as and when data connectivity is available to
the onsite team.

5.6.8 Data Processing and Delivery

The data collected by the drone will be processed to generate the HD Video as per
ToR. Each road will be delivered in a separated file and a sheet of data of the flight
and road recorded. This sheet will includes: drone characteristics (controlling unit,
processing unit …), camera used (Lents …), GPS (if any), planning software,
processing software and height of flight.

5.7 Inventory and Pavement Condition Survey by Network Survey Vehicle

5.7.1 Equipment used for Network Survey Vehicle

5.7.1.1 Hawkeye 2000 Professional Network Survey Vehicle – Benefits

 Rationalization of network data for manipulating and generating a variety of

reports.
 Determining appropriate distress bins or Pavement Distress Index (PDI) to
assign current performance to facilitate reporting, - i.e. good, fair, poor
condition etc.
 Generating tabular reports and developing correlations between current
condition and age of network, road category and section level.
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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
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Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
 Generating graphical reports of current network performance at network, road
class and section level.
 Generating map-based reports defining current condition for several distress
indicators at network, road class and section level.
 Consolidating the above visual reports into a document that outlines the current
condition of the network following the completion of this report a detailed
presentation is generally recommended.
5.7.2 Network Survey Vehicle description

This survey was collected using IRSM Hawkeye 2000 Professional Network Survey
Vehicle (NSV) equipped with a fully integrated Hawkeye 2000 data collection
system. The NSV consists of a multi- laser profiler, digital imaging system and a
Gipsi-Trac unit whose outputs are all linked via a highly accurate distance measuring
instrument. This will allow all the data to be collected in a single pass, thus
minimizing both the cost and the time needed to complete the survey. Since IRSM
NSV is completely scalable system which suites to all different-different types of
requirement of data collection and vehicle independent technology. Below the general
methodology and modules of IRSM NSV is given for data collection and reporting.
Additionally, each data set will be referenced to the road running distance, in
accordance with the Council’s current reference system, as well as its spatial position
using GPS (WGS84).

Figure 5-1: Layout of network survey vehicle

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
5.7.3 Digital Laser Profiler

 Integrated into the NSV is a Digital Laser Profiler (DLP) consisting of eleven
lasers.

 This inertial profiler is capable of measuring:

 Pavement roughness (one laser in each wheel path and centre)

 Rutting (full transverse pavement measurement)

 Macro texture (outer wheel path and between wheel paths).

The location at which each of these parameters is measured is as shown below:

Figure 5-2: Multi laser Profiler Spacing

5.7.4 Roughness Using Laser Profilometer

The outputs of the lasers and accelerometers located in each wheel path (750 mm
either side of the Centre line of the vehicle) are sampled every 25 mm of longitudinal
travel and used to calculate the longitudinal profile of the road.

The profile is then passed through the Quarter Car model to calculate the International
Roughness Index (IRI) lane roughness as per the methodologies specified in the
Austroads Guide to Asset Management, Part 5B - Roughness.

IRSM will exclude any ‘spikes’ in the roughness outputs that may arise from cattle
grids, railway crossings, bridge abutments etc. and has already incorporated
automated checks in the data processing software to exclude any contribution to
roughness from data collected below the minimum survey speed which is typically set
at 10 km/h (user definable).

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
The above-mentioned Roughness Digital Laser Profile System fall under the
specification defined in Circular no 11041/218/2007 - admin issued by NHAI for use
of laser Profilometer in NHAI Works.

As Per IRC SP:16 – 2004 Guidelines for Surface Evenness of Highway Pavements

BI = 630(IRI)1.12

Where BI = Bump Integrator Roughness in mm/km

IRI = International Roughness Index

5.7.5 Rutting

All data will be measured and reported in accord with the recommendations contained
within the Austroads Guide to Asset Management, Part 5C – Rutting.

The DLP measures a 3-metre transverse profile across the lane using a minimum of 9
lasers. A full transverse profile is measured every 50 mm of longitudinal travel and
the processing software allows both lane and wheel path rutting to be measured using
the string line and straight edge models.

5.7.6 Texture

The DLP (Digital Laser Profile) is capable of measuring both flushing and texture via
Sensor Measured Texture Depth (SMTD). Texture is measured continuously along the
pavement length using a non- contact laser transducer.

Macro texture can be recorded in many ways. The most common is by using the
Sensor Measured Texture Depth (SMTD). Internationally Mean Profile Depth (MPD)
is more common. SMTD is more common as it can be easily correlated to a Sand
Patch Texture Depth (SPTD). The DLP can record both types of texture to all
international and national standards.

5.7.7 Digital Image System

IRSM Hawkeye 2000 Professional Network Survey Vehicle (NSV) is the digital
imaging component in which four roof mounted cameras are used to record digital
images; typically, images are sampled every 10m. These cameras are oriented in a
certain configuration to ensure that the information of interest, such as inventory or
condition, is being recorded in the camera field of view. Typically, three cameras are

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forward facing and another onto the pavement which can record all the pavement
defects and roadside assets at 10 m interval.

Figure 5-3: Digital Image Camera

An example of a three-asset view camera and one pavement view configuration is

presented in below Figure

Example orientation of Pavement view cameras

5.7.8 The IRSM Digital Images System is capable of

 Collecting real time digital images stored as compressed AVI files at

compressions between 0-75

 Simultaneous collection of up to eight camera views (in this case five will be
used)

 Flexible positioning of cameras

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 Achieving a sampling rate of at least one set of views per 5 meters or greater at
100 km/h; this is a user definable feature – proposed 10 meters

 Incorporating real time Differentially Corrected GPS (DGPS)

 Operating at highway speeds

 Providing real time on-screen displays for operator verification during collection

 Generating quality control reports for data collection verification

 Storing images straight to hard disk

 Linking into the client’s referencing system via distance and GPS.

 Image Position error should be considered up to less or equal to 1 m.

5.7.9 Visual Assessment of Road Inventory Assets

From the digital images, a host of information can be extracted. This information is
linearly (chainage) and spatially (GPS) referenced, allowing for easy integration into
other systems such as PMS and GIS. Some of the information extracted will be:

 Sign Types
 Cross Drainage Type
 Median Kerb Height
 Width measurement’s
 Shoulder Information’s

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5.7.10 Methodology for Using Network Survey Vehicle

5.7.11 Attribute Location and Assessment

Since the Network Survey vehicle is an integrated system, the roadside inventory
information can be collected from the images in conjunction with the pavement
distress types.

Attributes such as bridges, land use, topography, hydrological characteristics, public

transport arrangements, etc can be assessed in accordance with the relevant sections of
the request for tender including the accurate assessment of the location and condition.

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For example, roadside construction such as culverts, signs can be accurately located
via geo-referencing with the condition of the asset determined.

Figure 5-4: Roadside Furniture Location and Assessment

The Hawkeye 2000 Series Asset View Digital Imaging System (DIS) is a video
acquisition system for visually identifying and locating roadside features accurately.
The system utilizes the latest in digital camera technology and produces crisp high-
resolution video frames to ensure a continuous digital record of the roadway.

5.7.12 Road Dimension Confirmation

Figure 5-5: Width measurement using Hawkeye Processing Toolkit

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All IRSM Hawkeye Digital Image System data is calibrated prior to the
commencement of the survey. Utilizing special tools within the Hawkeye Processing
Toolkit, Rater can measure the dimensions of the road off the video. IRSM would use
this tool to confirm the width of all carriageways collected. The road length is
automatically collected by the vehicles distance measuring instrument.

Figure 5-6: Height measurement using Hawkeye Processing Toolkit

5.7.13 Geo Referencing (DGPS Data)

Processing Toolkit environment is required to operate the Geo Referencing function.

Geo-Referencing requires some data processing of the image survey so cannot be
accessed using the Data viewer software. Reasons for using the Geo-referencing
software include

Maintenance requirements

 Procurement
 Traffic
 Valuation
 Safety

 Emergency response issues

The Hawkeye Processing Toolkit’s powerful geo-referencing feature allows asset

managers to create an inventory of roadside assets such as signs, guard rails, etc. and
reference that image against GPS co- ordinates by logging the latitude, longitude and

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altitude of the object. This coupled with the Hawkeye height and area measurement
14
capabilities ensure Asset Managers can create and maintain extensive inventories of
road and roadside assets with ease.

5.7.14 Distance and speed measurement

Each road inventory and condition parameter will be referenced to the road running
distance via a highly accurate distance transducer attached to a rear wheel of the NS
and the the transducer will in turn be calibrated using a distance calibration site.

The Distance and speed measurement performed by the distance measuring

instrument which is a distance transducer and highly accurate and GPS distance and
speed can also be calculated.

Figure 5-7: Distance Measuring Instrument

5.7.15 GIPSI-Trac Geometry Data

IRSM Hawkeye 2000 Professional Network Survey Vehicle this provide the ability to
use the Gipsi-Trac unit. The following is a discussion of the benefits of Gipsi-Trac
data.

 Horizontal Curvature
 Vertical Curvature
 Vertical Gradient
 Cross Slope

5.7.16 HDM4 Format

The output reports can also be exported directly in HDM-4 (Highway Development
Management System) Format section report file as shown in below fig. The extension

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of reports will be .CSV extension and in this the field structure will correspond to
HDM4 (V.2).

Figure 5-8: Reports Export in HDM4 Format

5.7.17 Pavement Condition Data Collection

The IRSM NSV & Survey Crew was mobilized to NH-544 site and completed data
collection using IRSM NSV on 21-Jan-18 for the 213.98 -lane kms approx. The
collected raw data were handed over to IRSM’s processing center. A series of
processing tasks were completed including:

 Rationalization of network data for manipulating and generating a variety of

reports
 Generating tabular reports of current pavement performance
 Generating graphical reports of current pavement performance

The NSV data collection has been collected below

 Onsite first we will do daily calibrations of NSV in front of Client.

 Prepare the NSV unit for Data Collection.
 Every road we will take lead in and lead out approx. 300mts from starting and
300mts from ending point.
 On survey we will follow the lane pattern and appropriate speed
 We will take the milestone reference point at regular intervals
 After completion of one lane completely we will do the next lane
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 On Survey and end of the day we will check the data quality and copy to the HD
and send to HO for further process.

5.7.18 Limitations of the survey

The limitations of technology and the implications of the inappropriate use of

technology to collect condition data, which are listed below with additional
comments.

 Imaging technology requires appropriate lighting: Images will be collected only

when lighting conditions are conducive to recording images.
 Heavily wet & stagnated pavements can mask defects and affect laser readings.
 Images do not capture extremely fine cracking: cracking less than 3mm can be
difficult to observe even with high resolution images. Cracking of this severity
can also be difficult to observe from a manual footpath-based assessment and
impossible from a windscreen-based assessment.
 Road conditions which affect the body roll of the vehicle such as excessive
gradient, tight corners, traffic calming may affect the results of the laser
profilometer.
 Inherent road attributes such as Joints on fly-over’s & bridges, speed humps and
service covers may represent high roughness and rutting readings on roads. These
may or may not affect the accuracy of the equipment but recognizes that such
issues will naturally increase the reported roughness reading.
 GPS readings will only be collected where a valid GPS signal can be received by
the survey vehicle.

Due to the mechanism of data capture and rating, being from digital images instead of
real environment conditions, limitations exist in the rating.

However, even taking these limitations into account, it remains possible to capture
meaningful and useable data and information from the digital imaging survey, such
that when applied in asset management procedures it can assist an asset manager to
effectively maintain the network.

5.7.19 Data Analysis and Methodology

The collected raw data were handed over to IRSM’s processing center. A series of
processing tasks were completed including:

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 Pavement and Asset Coding using Hawkeye processing toolkit
 Data Compilation i.e. processing roughness, rutting, geometric and profile
results
 Generating graphical reports of current Pavement condition
The collected images / Videos can be rated using the Hawkeye Processing Toolkit.
The processing toolkit is fully customizable and allows rating criteria to be set to
produce project specific outputs linked to its spatial (GPS) and linear (chainage)
position. All rating will be performed using ARRB’s Hawkeye Processing Toolkit.

The Hawkeye Processing Toolkit is an integrated graphical user interface (GUI) that
compiles the collected survey data and allows the user to ‘virtually drive down the
road’ and record rating information as needed. With each frame, a customized set of
rating fields can be attached, where the rater can record set decisions about various
parameters of the road at that point. These can include areas, widths, heights, text
fields, lists or numerical counts. Because Hawkeye is an integrated system, this means
that all rating will be automatically linked to its GPS and road-chainage position.

The images will be rated using standard guidelines, the extent of which are measured
using the Hawkeye processing toolkit’s area and width measurement options. The area
calculations are stored against the relevant defect field in the toolkit’s data file, which
is stored in the required format and referenced to the road location.

Figure 5-9: Pavement Condition rating in Hawkeye Processing Tool kit

5.7.20 Quality Checks-Analysis

To ensure quality and consistency between raters, IRSM runs daily and weekly cross-
checks as part of its quality assurance procedures. Each rater is assigned a random
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portion of another rater’s work to cross- check. Those results are reviewed, and
feedback is given to the rating team. This encourages a learning environment and
allows any inconsistencies to be picked up at an early stage and rectified by
supplementary training or improved rating criteria definition.

5.7.21 Pavement Parameters considered

The below parameters are finalized for assessing pavement surface condition. Using
these parameters ratings form is prepared to code using Hawkeye software.

Pavement distress Rated data appears as the combination of extent and severity. The
severity is usually described in three up to a maximum of five groups, e.g. slight,
medium, and extreme, and is always precisely defined and described as to what 19

condition fits into each group. The extent is the proportion of the section / data that
fits into this group.

Rating form for Pavement Distress

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Rating form for Inventory

5.8 Inventory and Condition Survey of Structures

Inventory of all the existing structures like bridges, culverts, etc., along the proposed
alignment were carried out. The data collected include type of existing superstructure,
substructure and abutment, span and dimensions of existing bridge, hydraulic
particulars like HFL, scour around piers, etc., river protection works, etc.

The condition of existing bridge components and approaches were identified by visual
survey. Deficiencies such as spalling of concrete, damages to the wearing coat and
expansion joints, breakage of hand rails, posts and return/wing walls, disturbed
protective works in the bed, quadrant pitching etc were recorded.

The inventory and condition of existing culverts in the sections proposed for
peripheral road include the identification of deficiencies like choking of pipes,
channel obstruction, damages in head/ return/ wing walls' spalling of concrete, etc.
and the observations were recorded.

5.9 Sub-grade Soil Characteristics for Widening Portion/New Alignment

The sub grade investigations were carried out to know the strength properties of the
existing soil. Visual inspection of the existing pavement condition was carried out
prior to commencement of sub-grade investigation work. The general testing scheme
of existing road will indicates testing at least three sub grade soil samples for each
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homogeneous road segment or three samples for each soil type encountered,
whichever is more. It was ensured to dig sub grade strength test Main carriageway pits
at every 2.0 km and sub grade strength test Service Road pits at every 5.0 km on the
retaining alignment, even same soil strata encountered on lengthy homogeneous
sections, while collecting samples. The various in-situ tests conducted and laboratory
tests included in the testing program on soil samples along the alignment as per the
project requirements are summarized in Table 1.1. The pavement composition details
(pavement course, material type, and thickness) are also recorded for Main carriage
way at every test pit at an interval of 1.0 km and Service Road at an interval of 5.0
km. The following tests were conducted on each of the sub-grade samples collected
from trial pits:

i. in-situ density and moisture content at each test pit

ii. Field CBR using DCP at each test pit
iii. Characterization (grain size and Atterberg limits) at each test pit and,
iv. Laboratory moisture-density characteristics (modified AASHTO compaction);
v. Laboratory CBR (unsoaked and 4-day soak compacted at three energy levels)
and swell.

5.10 Utility Services

From inventory and topographical surveys, details of existing utility services such as
water lines, telephone cables, power cables, HT/LT lines crossings etc running
along/across the proposed alignment were collected and utility shifting proposal was
prepared as per the requirements.

5.11 Trees

The details of existing trees (girth wise) within the proposed right of way were
collected in the topographical survey for identifications trees to be cut and assessing
the environmental impact.

5.12 Material Surveys and Investigations

The quarry list was collected from Department and other sources. The names,
addresses and contact numbers of different quarry owners with adequate yields of
materials along with prevailing market rates were collected. The quarry charts, lead

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charts and mass haul diagrams were prepared. The samples were collected from the
quarries and tested to identify the quality and usability.

5.13 Traffic Projections

The data collected in the traffic surveys were analysed and the future traffic forecast
was done. Traffic levels along a study stretch may vary during different periods of
time i.e. in different months/seasons. Average Daily Traffic (ADT) was estimated
from the observed counts and Average Annual Daily Traffic (AADT) was assessed
using the Seasonal Factors (SF) which was identified through fuel sales data. The
estimated AADT is the basis for the estimation of future traffic volumes on the project
corridor. The traffic growth rate with respect to all category of vehicles was identified
based on the past trends and elasticity method. Traffic forecast was made for both
diverted and generated traffic.

5.14 Detailed Design

The configuration and right of way for the project road was finalised in consultation
with NHAI. The right of way is restricted to 60m for majority of its length except
project facilities like Bus bays, Truck laybtes and Toll plaza areas where additional
land is required.
The road geometry design, pavement design, intersection design, drainage design and
structural design of new alignment as well as improvements on the existing road were
carried out as per the recommendations provided in the IRC guidelines and special
publications of the MoRT&H. Design was carried out using universally accepted
design software. The design ensures maximum possible safety for the vehicles and
pedestrians, with least negative impact on the environment.

5.15 Cost Estimates

The bill of quantities and cost estimate were prepared covering all the components of
the project. The estimate was based on detailed design of different components of the
project. The rates were analyzed following the labour/machine and material co-
efficient suggested in the MORT&H Data Book and current Schedule of Rates as
prevailing/applicable in project catchment area. The unit rate analyses was duly take
into consideration, the various inputs and their basic rates, suggested locations of
plants, lead involved in carriage of natural materials from borrow area, quarries, etc.

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5.16 Economic and Financial Analysis

The economical analysis using HDM-IV and financial analysis for the project were
carried out to identify the feasibility of the project.

5.17 Environmental & Social Impact Assessment

Environmental and social assessment was carried out for the project and
environmental management plan and resettlement action plan were in accordance with
ADB's environmental assessment requirements/World Bank/GoI Guidelines.

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 CHAPTER - 6
SOCIO-ECONOMIC PROFILE
OF THE PROJECT AREAS
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6. SOCIO-ECONOMIC PROFILE OF THE PROJECT AREAS

6.1 Introduction

The primary purpose of socio-economic analysis is to provide an overview of the

State’s, Socio- Economic status and the relative status of the Project Influence Area
(PIA) within the States. The location through which the project road passes is
considered to be the primary project influence area.

A detailed accounting of the socio-economic profile of the Project Influence Area

(PIA) has been prepared which traces the PIA’s economic performance of the past and
establishes the likely growth prospects of the future. The output of this Chapter is the
economic growth prospects of the PIA with respect to certain selected economic
variables and serves as the basis for arriving at a realistic traffic growth rate, for
different vehicle categories.

6.2 Project Influence Area

A detailed accounting of the socio-economic profile of the Project Influence Area

(PIA) has been prepared which traces the PIA’s economic performance of the past and
establishes the likely growth prospects of the future. The output of this Chapter is the
economic growth prospects of the PIA with respect to certain selected economic
variables and serves as the basis for arriving at a realistic traffic growth rate, for
different vehicle categories.

The direct project influence area is identified as the vicinity on both sides of the
project road. The socio-economic profile of the project influence areas are prepared
based on secondary official sources of information.

6.3 Karnataka State at a Glance

Karnataka is a state in the South Western region of India. Karnataka is situated on a

tableland where the Western and Eastern Ghat ranges converge into the Nilgiri hill
complex, the State of Karnataka is confined roughly within 11.5 degree North and
18.5 degree North latitudes and 74 degree East and 78.5 degree East longitude. The
capital and largest city is Bangalore (Bangalore). The neighboring state bounded with
Karnataka includes Maharashtra and Goa in the North and North-West; by the
Arabian Sea in the West; by Kerala and Tamilnadu in the South and Andhra Pradesh
in the East. The State extends to about 750 km from North to South and about 400 km

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from East to West. Karnataka, India's seventh largest State in terms of geographical
area (191791 sq. km) is a home to 6.11 crore people (2011 Census) accounting for
5.05% of India's population. Kannada is the official and most widely spoken
language.

Karnataka comprises of varied topographical structures that includes high mountains,

plateaus, residual hills and coastal plains. The State is enclosed by chains of
mountains to its west, east and south. It consists mainly of plateau which has higher
elevation of 600 to 900 metres above mean sea level. The entire landscape is
undulating, broken up by mountains and deep ravines.

For administrative purpose the state of Karnataka is divided in to 4 divisions, 30

districts, 176 Sub-districts (Taluks), 29,340 Villages (including 1943 Un-inhabited
villages), 347 Towns including 127 Census Towns and 220 Statutory Towns.

6.4 Demographic Characteristics

6.4.1 Population

According to the 2011 census of India, the total population of Karnataka was
61,095,297 of which 30,966,657 (50.7%) were male and 30,128,640 (49.3%) were
female, or 1000 males for every for every 973 females. This represents a 15.60%
increase over the population in 2001. The population density was 319 per km2 and
38.67% of the people lived in urban areas. The literacy rate was 75.36% with 82.47%
of males and 68.08% of females being literate. 84.00% of the population were Hindu,
12.92% were Muslim, 1.87% were Christian, 0.72% were Jains, 0.16% were
Buddhist, 0.05% were Sikh and 0.02% were belonging to other religions and 0.27% of
the population did not state their religion.

Kannada is the official language of Karnataka and spoken as a native language by

about 66.26% of the people as of 2001. Other linguistic minorities in the state were
Urdu (10.54%), Telugu (7.03%), Tamil (3.57%), Marathi (3.6%), Tulu (3.0%), Hindi
(2.56%), Konkani (1.46%), Malayalam (1.33%) and Kodava Takk (0.3%). Birth rate
in the state had declined to 17.6 in 2016 from 18.8 in the year 2011 and the death rate
has declined at a lower rate of 6.7, an infant mortality rate of 24 per thousand live
birth as per 2017 and a maternal mortality rate was 108 per every one lakh live births.
The total fertility rate was 1.8.

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In the field of speciality health care, Karnataka's private sector competes with the best
in the world. Karnataka has also established a modicum of public health services
having a better record of health care and child care than most other states of India. In
spite of these advances, some parts of the state still leave much to be desired when it
comes to primary health care.

Economic Survey of Karnataka 2018-2019, Department of Planning, Programme

Monitoring and Statistics, GoK. February 2019

6.4.2 Households

Karnataka State has 133.57 lakh households as per 2011 census as against 104.02 lakh
households in 2001 census. The number of households has registered a decadal
growth rate of 28.41%. Karnataka has 14.91% (19.65 lakh) female headed households
where as the national average is 10.9%.

Expectedly, Bangalore District, with Bruhat Bangalore Mahanagara Palike in its

jurisdiction, tops the ranking with a decadal growth of 63.88 per cent in the number of
Households. Kodagu District with 9.69 per cent occupies the bottom rank.

Source: Department of Economics and Statistics

6.4.3 Demographic Population Growth

The State's population has grown by 15.7% during the last decade, and its population
density has risen from 276 in 2001 to 319 in 2011, indicating an increase of about
15.6%. The Rural population grew at the rate of 7.40 per cent and the urban
population registered a growth rate of 31.54 per cent.

Among the districts, Bangalore District, has witnessed the highest decennial growth
rate of 47.18 per cent followed by Yadgir, the newly created District, with 22.81 per
cent. Only 7 districts have registered decennial growth rates higher than the State
average of 15.60 per cent. Of the remaining 23 districts as many as 14 districts have
registered a growth rate of below 10 per cent.

Source: Department of Economics and Statistics

6.4.4 Sex ratio

Sex Ratio is defined as the number of females per 1000 males. The Sex Ratio in
Karnataka has increased from 965 in 2001 to 973 in 2011.

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The Sex Ratio for Rural population has increased from 977 in 2001 to 979 in 2011.
For the Urban population, the Sex Ratio has registered a spectacular increase of 21
points, from 942 to 963 in the last decade.

Source: Department of Economics and Statistics

6.4.5 Literacy

The literacy rate was 75.36% which is above the National Average of 73.0 percent,
with 82.47% of males and 68.08% of females being literate.

Among the districts, Dakshina Kannada District with overall Literacy rate of 88.57
per cent retains its top position, closely followed by Bangalore District (87.67 per
cent) and Udupi District (86.24 per cent). The lowest overall Literacy rate of 51.83
per cent is recorded in the newly created Yadgir District, preceded by Raichur District
which has recorded 59.56 per cent. Apart from these two districts, all the remaining
28 districts have registered more than 60 per cent Literacy rates.

Source: Department of Economics and Statistics

6.4.6 Climate

The climate of Karnataka is subtropical, with winter (January and February), summer
(March through May), southwest monsoon (June through September), and post-
monsoon (October through December) seasons. Maximum daily temperatures in
winter reach the upper 80s F (low 30s C), whereas in the summer months
temperatures rise into the low 100s F (about 40 °C). Annual precipitation ranges from
roughly 20 inches (500 mm) in the drier portions of the Maidan to nearly 160 inches
(4,000 mm) in the wettest parts of the coastal plain. Most of the state’s annual
precipitation falls between June and September; much of the remainder is brought by
a less-significant northeast monsoon that blows during the post-monsoon season. The
winter months are particularly dry.

6.4.7 Workers Profile

The Work Participation Rate is defined as the proportion of total workers (ie. main
and marginal workers) to total population. Total workers (main + marginal) have been
further classified into four broad categories viz., Cultivators, Agricultural Labourers,
and Workers in Household Industry and Other Workers.

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The labour Force Participation Rate is 45.62% and of the total workers in the State,
83.94% are main workers and 16.06% are marginal workers. In other words, 59.00 per
cent of the total Male population and 31.87 per cent of the total Female population are
workers.

Among the districts, Chitradurga District with a Work Participation Rate of 51.62 per
cent occupies the top position, followed closely by Chikkaballapura, Hassan, Tumkur
and Kodagu Districts with WPR of more than 50 per cent. The lowest Work
Participation Rate of 41.25 per cent is recorded in Bidar District preceded closely by
Uttara Kannada, Gulbarga, Dharwad and Bijapur Districts with Work Participation
Rate between 42 to 43 per cent.

Source: Department of Economics and Statistics

6.5 State Economy

The Karnataka Economy is one of the leading economies among all the states in the
country in terms of economic development. The state's GDP for the year 2019-20
highlights that at constant (2011-12) prices the GSDP is likely to attain a level of Rs.
12,01,031 crores. The share of Karnataka's GSDP in All India GDP is 8.3% during
2019-20.

Karnataka economy is largely service oriented and income from the sector contributes
half the state's GDP with the agricultural and the industrial sector contributing to
nearly 25% each. The major manufacturing oriented industries in the state include:
Sugar, Paper and Cement. Among the service oriented sectors, Karnataka leads the
Indian biotechnology industry. IT/ITeS is another thriving industry in the state,
concentrated in and around Bangalore - the silicon valley of India.

The state has a strong infrastructure base. There are 20 ports across Karnataka, the
two major ones being the Mangalore port and the Karwar port. A number of National
and State Highways facilitate inter-city and town communication. Karnataka also has
a strong railway and airport network. Karnataka is relatively more preferred
destination for investments.

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Source: Department of Economics and Statistics

6.5.1 Sectoral Composition of State Income

Indian economy is classified in three sectors — Agriculture, Industry and Services.

The Sectoral composition of GSDP for agriculture, industry sector and service sector
are 10.97%, 22.84% and 66.19% in 2019-20 respectively. The contribution of 'Real
estate, Professional Services & Ownership of Dwellings' is highest with (35.31%) in
2019-20 followed by 'Manufacturing (15.32%)', 'Trade and Repair Services (9.51%)'
and 'Crops (7.44%)'.

Source: Department of Economics and Statistics

6.5.2 Per capita Income

Per capita income is estimated by dividing NSDP at current prices with mid-financial
year projected population (as on 1st October). Per Capita State Income (i.e. per capita
NSDP) of Karnataka at current prices is estimated to be Rs.2,31,246 showing a rise of
8.8% during 2019-20, as against Rs.2,12,477 in 2018-19. The level of per capita state
income at constant (2011-12) prices is also expected to rise from Rs.1,53,276 during
2018-19 to Rs.1,61,931 for the year 2019-20 with the growth rate of 5.6%.
Karnataka's per capita income is higher by 58.4% over All India Per capita income of
Rs. 1,35,050 in 2019-20.

Source: Department of Economics and Statistics

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6.5.3 Growth Trends-State Income

The state's GDP for the year 2019-20 is likely to have a growth of 6.8%. The sectoral
growth rate of Agriculture, Industry and Services are expected to grow at 3.9%, 4.8%
and 7.9% respectively.

The GSVA growth rate of agriculture sector has increased to 3.9% in 2019-20
compared to -1.6% in 2018-19.

The industry sector (comprising mining & quarrying, manufacturing, construction and
electricity, gas & water supply) is expected to grow by 4.8% in 2019-20 against a
growth of 5.6 % during 2018-19.

Service sector is expected to grow by 7.9% during 2019-20 compared to growth of

9.8% during 2018-19. Service sector is a major contributor of overall GSDP of the
state as the share of private corporate sector to this sector is significantly higher
compared to other sectors.

Source: Department of Economics and Statistics

6.5.4 District Wise Income

District income is also a measure of the level and growth of economic development
prevailing in the district level. It is a useful policy indicator to monitor the nature and
degree of inter-district variations as well as, disparities in the process of economic
growth at the State level.

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Bangalore Urban District stood first in the total District Income as well as per capita
district income for the year 2017-18. Bangalore Urban District contributes 36.0% to
GSDP at current Prices followed by Dakshina Kannada (5.9%), Belagavi (4.5%). At
constant (2011-12) prices, contribution of Belagavi district to the primary sector is
highest in 2017-18, due to a higher contribution in crop sector. Bangalore Urban
District tops in secondary and tertiary sectors due to high concentration of major
industries and infrastructure facilities.

Source: Department of Economics and Statistics

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6.6 Agriculture and Allied Activities

Agriculture engages the majority of the population. Therefore, 61.43 percent live in
the rural areas and the work participation rate was 38.8 percent. The combined work
participation in rural andurban was 31.87 percent. And the female WPR is 10 percent
more than the male in rural areas. The coastal plain is intensively cultivated, with rice
as the principal food crop, followed by sorghum (jowar) and millet (ragi). Sugarcane
is the main cash crop, supplemented by cashews, cardamom, betel (areca) nut, and
grapes. Coffee and tea plantations are located on the cool slopes of the Western Ghats
and active participation by women workforce; Karnataka is one of the country’s chief
sources of coffee. In the eastern region, irrigation enables the cultivation of sugarcane,
some rubber, and such fruits as bananas and oranges. The black soil of the northwest
supports cotton, oilseeds, and peanuts (groundnuts).

The forests of the Malnad area in the west produce a significant portion of the world’s
supply of sandalwood. Oil processed from sandalwood in Mysore also is a leading
state export. Other important forest products include teak, eucalyptus, rosewood,
bamboo, and such substances as tanning dyes, gums, and lac (used in the manufacture
of varnishes)

Source: Sample Registration Survey (SES), Government of Karnataka 2017

6.6.1 Agricultural Production

The advance estimates of production based on area coverage under various crops, loss
of crops due to excess rains/floods in some parts and deficit rainfall in some parts
during 2019-20 indicate likely production of 102.03 lakh tonnes Cereals and 17.37
lakh tonnes of Pulses against the target of 117.22 and 21.45 lakh tonnes, respectively.
Oilseeds production is estimated to be 10.73 lakh tonnes against the target of 14.71
lakh tonnes. Production of cotton is likely to be 14.75 lakh bales against the target of
16.58 lakh bales. The shortfall in production against the set target can be attributed to
i) failure of rains during June and July,

ii) Excess rainfall/floods in several parts during August, September and October iii)
below normal area coverage under Rabi crops due to excess soil moisture in some
northern parts. However, the current year agriculture production is anticipated to be
better than the previous year.

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(Area in lakh hectares, Production in lakh tones)

Source: Department of Economics and Statistics

6.7 Industry

Karnataka has been driving force in the growth of Indian industry, particularly in
terms of high technology industries in the areas of electrical and electronics,
information & communication technology (ICT), biotechnology and, more recently,
nanotechnology. The industrial structure of Karnataka presents a blend of modern
high-tech capital goods and knowledge intensive industries on the one hand and
traditional consumer goods industries on the other. The industry sector (comprising
mining & quarrying, manufacturing, construction and electricity, gas & water supply)
is expected to grow by 4.8% in 2019-20 against a growth of 5.6 % during 2018-19.

The general index of industrial production (IIP) of Karnataka covering mining,

manufacturing and electricity sectors for 2018-19 stood at 201.3. The overall
organized industrial sector of Karnataka has registered 4.03% growth in 2018-19 as
compared to 2017-18. Within the organized industrial sector, Electricity sector shows
the highest growth of 11.32% followed by the Mining sector 5.89% and
Manufacturing sector registered lowest growth of 3.01%. As a result of this moderate
growth of 4.03% was observed in General Index.

The compound average growth rate (CAGR) for this period for the entire organized
industry was about 5.11%, whereas it was 5.46% for manufacturing and 5.26% for
electricity. A decline of 1.22% was seen in the output of the State's mining sector. In

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2018-19, with reference to the use-based classification of industries among the four
broad groups, Consumer goods registered the highest growth of 3.13% followed by
Basic goods at 3.08%, Intermediate goods at 3.01% & Capital goods at 2.69%.

The Annual Survey of Industries (ASI) statistics indicates that Karnataka accounted
for 5.68% of the total registered factories in 2016-17 in the country. The contribution
of registered factories of Karnataka stood at 5.68% of total fixed capital, 6.90% of
total output and 7.11% of Gross Value Added (GVA) in the same year.

Source: Department of Economics and Statistics

6.8 Transport Network

Transport system of any state plays an important role in development. In Karntaka

there are various modes of transport in the state i.e. Road, Airports, Railways and
waterways.

6.8.1 Roads:

Road transport has a vital role to play in the development of the state and therefore it
is a priority sector in the state. Karnataka state has an area of about 4000 Km National
Highways, 21000 Km State Highways and 38000 Km District Roads. The average
length of the PWD roads (viz; NH, SH & MDR) per 100 sq.kms area is 40.07 Kms.
All the National Highways and a large extent of State Highways (99.50%) and
98.41% of Major District Roads are covered with black top.

Road Lengths in Karnataka (in Kms)

The major road Development –Projects and the progress made is as follows:
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 Under SHDP-III, improvement of 2795 kms of State Highways and 1520 kms
Major District Roads at an estimated amount of Rs. 3500 crore in 127 packages are
being implemented.
 Under SHDP-IV, in-principle approval has been given for implementation of 7800
kms road development under 3 stages at an estimated amount of Rs. 10,000 crores.
 Under KSHIP-II, Proposal is to develop 834 kms of roads under World Bank
Assistance. As on Nov 2019, a road length of 823 kms has been completed.
Similarly, proposal was to develop 616 kms of roads under Asian Development
Bank Assistance. As on Nov 2019, a road length of 614 kms has been completed at
construction cost of Rs.1926 Crores.
 Under KSHIP-III (ADB 2nd Loan), it is proposed to develop 418 km of road under
Asian Development Bank Assistance at a project cost of Rs.5334 crores. The
project is being initiated from December, 2019.
 Karnataka Road Development Corporation Limited (KRDCL) has constructed 686
bridges and developed 1561 kms road length. Further, 361 kms State Highway are
being improved with World Bank co-finance (annuity) scheme at an estimated cost
of Rs 1095 crores.

Karnataka Road Safety Policy-2015 aims at the reduction of road accidents by 25%
and fatalities by 30% by the year 2020. PRAMC has taken up 110 black spots/
corridors/Accident prone locations for rectification in 2019-20 action plan.

Rural Roads: The total length of rural roads in Karnataka is 190862 kms.
Improvement of roads and their maintenance is being taken up under Pradhan Manthri
Gram Sadak Yojana (PMGSY), Mukhya Manthri Grameena Rasthe Abhivruddhi
Yojane (CMGSY) & RIDF schemes.

Registered Vehicles:

As on November 2019 out of 2.20 crore vehicles in the state, 20.82 lakh vehicles were
transport vehicles. Out of 2.00 Crores non-transport vehicles, 1.61 Crores vehicles
were two wheelers. From April 2019 to November 2019 a total of 10.21 lakh new
vehicles have been registered.

It may be observed that highest addition of two wheelers, followed by cars. As on

November 2019, out of 2,20,09,700 total vehicles, 20,82,700 vehicles were transport

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vehicles. Out of 2,00,15,000 non transport vehicles, 1,61,35,000 vehicles were two
wheelers.

6.8.2 Railways

The State Government with a view to increase the rail density and increase the pace of
implementation has agreed with Ministry of Railways for taking up new railway
projects on 50:50 cost-sharing basis. The Government of Karnataka has taken up
Munirabad- Mehbhoobnagar railway line project of 170 kms. For setting up of Kolar
Coach factory in Kolar district, MoU has been entered into between railways and
Government of Karnataka.

6.8.3 Airports

Airport Development are in process for Kalaburagi and Shivamogga. The Operation
of Kalaburagi Airport has been commenced on 22-11-2019. Fire Fighting Services
and Security Equipments for the selected airports are being taken up in the regional
aviation project.

6.8.4 Water

To provide better infrastructure facilities by developing State minor ports with Private
investment, the State Government formulated “Karnataka Minor Port Development
Policy- 2014” and the process for development of Honnavar, Belekeri and
Pavinakurve Ports on PPP Mode has been initiated. It has more than 330km long
coastline which is being developed for maritime trade. It has also identified potential
Port Development opportunities at Tadri, Belekari, Karwa.

Source: Department of Economics and Statistics

6.8.5 Tourism

Karnataka with its great Heritage and Cultural Background has vast potential for the
sustainable development of tourism industry. State Government has declared Tourism
as an industry' since 1988. The Department has brought out series of Tourism Policies
with the package of incentives, concessions and subsidies for development of Tourist
Infrastructure in the State through the private investment. Tourism has been given
priority and it is instrumental for Socio-Economic growth of the State as well as
providing lot of employment opportunities for both skilled and unskilled man power.
Human Resource Development has also been given importance and initiatives have
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been taken to impart short term courses in hospitality sector to the younger generation.
With the development of Tourism, other related sectors such as, Transport,
Hospitality, Horticulture, Handicrafts and other micro enterprises have developed.

Karnataka is recipient of Best State in Integrated Development and Innovation Award

by Travel Awards in 2015. Karnataka is home to variety of tourist attractions ranging
from wildlife to cities, heritage structures to adventure sports, spiritual destinations
and beaches.

Tourist visits to Karnataka have increased sevenfold in 2008 – 2013.

The new Tourism Policy 2015-19 aims to encourage Mega Tourism Projects and
position Karnataka as preferred tourist destination. The policy has envisaged private
investment of INR 27,000 crore in 2015-20, generating employment for 30 lakh
people.

6.9 Socio-Economic Profile of Belagavi District

6.9.1 General

Belagavi (earlier named as “Belgaum”) is one of the oldest, strong, prominent and
well cultured historical place nestling high in the Western Ghats. The district of
Belgaum is located east of the Western Ghats and is located in the North West corner
of Karnataka State. The district has an irregular shape and while it’s maximum length
from north to south is 160 km.

Its maximum breadth from east to west is 130 km. spanning a total geographical area
of 13,433 sq.km. This district stands 1st in the total area among the 30 districts of the
State.

Belgaum district lies between the north latitudinal parallels of 15 degrees 21minutes
and 16 degrees 57 minutes and east longitudinal parallels of 74 degrees 05 minutes
and 75 degrees 28 minutes. Belgaum district is bounded by Goa on southwest, on the
west, northwest and north by the districts of Ratnagiri, Kolhapur and Sangli of
Maharashtra State, on the east by Bijapur and Bagalkot districts and on the south by
the districts of Dharwad and Uttara Kannada.

It lies in the zone of cultural transition between Karnataka, Maharashtra and Goa with
a known antiquity clearly traceable upto 2nd Century A.D. Due to its proximity with
the states of Maharashtra and Goa, Belagavi has acquired the cultural flavour of these
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states and blended it with the local Kannada culture to create a rich heritage, which is
unique in its manifestation. It is also known as Malenadu or Rain Country and the
vegetation here is verdant green throughout the year.

Belagavi has now become one of the important and considered district in the state of
Karnataka. Belagavi District has 3 Sub-Divisions, 10 Talukas and 35 Hobli’s.

6.9.2 Demographic Characteristics

Households

Belagavi District has 9.84 lakh households as per 2011 census among which 7.19 lakh
are rural and 2.64 lakh are urban households.

Source: Census Handbook

Population

According to the 2011 census of India, the total population of Belagavi district was
47,79,661 of which 24,23,063 are Males and 23,56,598 are Females. It is the 2nd most

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populous district in the State and accounts for 7.8 percent of the total population of the
State, second only to Bangalore District. The district ranks 1st in terms of rural
population and 3rd in terms of urban population.

Source: Census Handbook

Population Growth and Urbanization

Belgaum district recorded 13.41 percent growth rate during the decade 2001-2011.
The decadal growth rate decreased by 4.20 percent compared to the previous growth
rate between 1991-2001. The declining trend in decadal growth rate is observed since
1991 onwards.

The population of the district is further distributed as 35,68,466 living in rural areas
and 12,11,195 in urban areas, constituting 74.66 and 25.34 percent of rural and urban
population respectively. The decadal growth rate in urban areas is more than the rate
registered in rural areas, which is 11.45 and 19.60 percent for rural and urban areas
respectively.

Source: Census Handbook

Sex ratio

The district with a Sex ratio of 973 holds 21st rank in the State, the same rank as in
2001 Census. The district with a Sex ratio of 934 among the child population in the
age-group 0-6 holds the penultimate rank of 29th in the State. The proportion of child
population, (0-6 age-group) is 13.1 percent in the district and ranks 9th in the State.

Source: Census Handbook

Literacy

The district has a literacy rate of 73.5 percent and is placed at 16th rank in the State.
The male literacy rate in the district is 82.2 percent and the female literacy rate is 64.6
percent. The male – female literacy gap in the district is 17.6 percentage points, which
is higher than the male – female literacy gap registered by the State (14.4 percentage
points).

Source: Census Handbook

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Workers Profile

The district has registered a work participation of 44.1 percent and stands at 22nd rank
in the State. The work participation rates for male and female population are 56.6 and
31.1 respectively in the district. Among the total workers in the district 82.4 percent
are Main workers and 17.6 percent are Marginal workers. Major work force of 64.6
percent is engaged in Agricultural sector i.e., Cultivators (33.8 percent) and
Agricultural Labourers (30.8 percent). Cultivators constitute 33.8 percent of the total
workers in the district and the district holds 5th rank in the State. In Belgaum district
2.9 percent of the total workers are engaged in Household Industry and 32.5 percent
are other workers. About 55.9 percent of the total population in the district is non-
workers.

Source: Census Handbook

6.9.3 Land Utilization

The below table presents the land utilization in the Belgaum District. The total
geographical area of the district constitutes 15,87,955 hectares and this area is used
for different purposes during the year 2017-18.

Land Utilization in Belgaum District (in Hectares) during the year 2017-18
Category of Land Land Utilization in Hectares
Forest 190424
Land not available for cultivation 115133
Other uncultivable land 39435
Fallow land 235132
Area Sown 1007831
Geographical area 1344382

Source: Belagavi at a Glance 2017-18

6.9.4 District Economy

The Gross District Domestic Product for Belagavi district the year 2017-18 at constant
(2011-12) prices is Rs. 45,335 crores and at current prices is Rs. 61,432 crores. Net
District Domestic Product is Rs. 39,268 crores and at current prices is Rs. 54,083
crores. Belagavi District contributes 4.5% to GSDP at current Prices. At constant

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(2011-12) prices, contribution of Belagavi district to the primary sector is highest in
2017-18, due to a higher contribution in crop sector.

Source: Department of Economics and Statistics

Per capita Income

Per capita income is estimated by dividing NSDP at current prices with mid-financial
year projected population (as on 1 st October). District income is also a measure of the
level and growth of economic development prevailing in the district level. It is a
useful policy indicator to monitor the nature and degree of inter-district variations as
well as, disparities in the process of economic growth at the State level.

The per capita income (in rupees) at current prices for Belagavi district for the year
2017-18 is Rs. 1,05,372, which stands at 24th place among the 30 districts of State.

Source: Department of Economics and Statistics

6.9.5 Agriculture and Allied Activities

Agriculture is the mother culture of all cultures in a economy. Belagavi is an

agriculturally advanced district in Karnataka. Served with moderate rainfall, one-fifth
of its cultivable land is provided with irrigation facilities. Its soil is also comparatively
rich 5,23,128 hectares of land was irrigated during the year 2011-12. The district took
advantage of the cotton boom of 18,605 and there are spinning units too taking
advantage of its cotton crop. Other agro-based industries like sugar have provided
fillip to sugarcane cultivation. Tobacco and chillies are grown in north western parts
of the district. Nipani being the marketing centre for the former and Sankeshwar for
the latter Rice, Jawar, Wheat, Pulses and oil seeds are major food products of the
district in the past and Groundnut is an addition to this list in recent decades. The
district is famous for its vegetable crops.

Agricultural Production

As per Economic census data during 2017-18 the total cropped area is 10,39,564
hectares of which 5,68,123 hectares is under total food grains such as cereals &
pulses, 14,816 hectares under fruits, 25,980 hectares under vegetables, 119106
hectares under oil seeds, 40,796 hectares is under horticulture crops and 2,64,252
hectares is under commercial crops such as cotton, sugar cane & tobacco.

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Source: Belagavi District at a glance 2017-18.

6.9.6 Industry

Belagavi has always been at the forefront of industrial growth in India. With its
inherent capabilities coupled with its enterprising citizens, Belagavi provides the ideal
choice for investment opportunities. Belagavi is one of the fastest growing cities with
a very good Industrial Scenario in the northwestern part of Karnataka. Belagavi has
several large industries, important among them are the Indian Aluminium Co.Ltd.,
Tata Power Project, Foundaries, Hydraulics, Riddhi-Siddhi Gluco Boils, Cement,
Sugar Mills , Mineral Processing, Hindustan Latex Ltd., Kanagala etc. Belagavi acts
as a trade centre for food grains, sugarcane, cotton, tobacco, oilseed, and milk
products. Industries include leather, clay, pottery, soap, cotton, and precious metals. It
is very famous for its Power loom Industries which provide employment for many
weavers. The Hydraulic Industry started here was first of its kind in Belagavi District.
Besides, Belagavi also provides excellent opportunities for businessmen in almost all
sections of the Society and thus is said to be an important Industrial and Business
Centre.

The fourth largest city, Belagavi houses India’s first notified Aerospace Precision
Engineering and Manufacturing SEZ center. Rich deposits of bauxite and 200
foundries producing over 70,000 tons of automotive and industrial casting of ferrous
base has made it an important center for manufacture of heavy machine tools and high
pressure oil hydraulics.

The district has 24 Sugar factories, 8 Medium scale Enterprise Units, Aerospace,
Aluminium (Hindalco), Hindustan Latex Limited to name a few. The locational
advantage of being right in the middle of Bangalore – Mumbai region is a major
advantage in developing the region as a support base for Automobile and Aerospace
industries here.As on March 2018, Belagavi district has 17296 factories which include
readymade garments, textiles, chemicals, engineering and others. A total of 58952
Small scale units were registered in District Industrial Centre as on March 2018.

Source: Belagavi.nic.in and Belagavi District at a glance 2017-18

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6.9.7 Transport Network

Belgaum district has a well-developed transportation network consisting of railway

network, road network, and airline station. The district has a well connected road
network with 201 km of National Highway, 2351.79 km of State Highway, 3045.97
km of Major District road and 11987.02 km of rural roads as on March 2018.

Registered Vehicles:

As on March 2018, out of 11.56 lakh vehicles in the district, 42,900 vehicles were
transport vehicles, 9.39 lakhs vehicles were two wheelers, 55167 vehicles were cars,
8245 vehicles were buses, 39574 vehicles were tractors and 37741 vehicles were
trailors. It may be observed that highest category of vehicles were two wheelers,
followed by cars.

Source: Belagavi District at a glance 2017-18

6.9.8 Tourism

Karnataka with its great Heritage and Cultural Background has vast potential for the
sustainable development of tourism industry. State Government has declared Tourism
as an industry' since 1988. From the Attraction point of view Belagavi is an attractive
destination with proximity to the Picnic spots the historic attractions such as the
Belagavi Fort, Yellamma Temple (Saundatti), Kamala Basti (Belagavi), Rakaskop
(Belagavi), Kapileshwara Temple (Belagavi), Navilutirtha (Saundatti) and the natural
beauty of Godachinmalki Falls (Gokak), Jamboti Falls & Gokak Falls.

6.10 Conclusions

Proposed project road will directly serve about 4.7 million people of Belagavi District
out of which about 74.66 per cent is rural population and 18.3 per cent schedule caste
and schedule tribes of the total population. Since, a significant proportion of the
population is rural in the project influence area and belongs to lower strata of the
society up-gradation of project road is going to have significant socio-economic
implications on the growth and development of the region. The upgraded road will
facilitate smooth movement of men and material and reduce the overall transportation
cost on the corridor. Besides this it will help in spreading the impact of economic
development from one particular district to other districts of the area.

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 CHAPTER - 7
ENGINEERIG SURVEYS AND
INVESTIGATIONS
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7. ENGINEERIG SURVEYS AND INVESTIGATIONS

7.1 Introduction

The data for this assignment has been collected from field as well as from various
secondary sources. An appreciation of the existing baseline conditions being an
essential element in decision making and hence need of a sound database. The aim of
the investigations is to develop an adequate supportive data base for selecting &
preparing the most appropriate proposal to meet the functional and structural
efficiency and safety requirements. The ensuing sections describe the surveys that
have been carried out in line with the requirements of ToR.

7.2 Reconnaissance and Alignment Study

 In-depth study of the available land width (RoW), study of topographic maps of
the project area was made and other available relevant information has been
collected concerning the existing alignment and the vicinity of the project
corridor.

 The detailed ground reconnaissance has been taken up immediately after the study
of maps and other data. The primary tasks of reconnaissance surveys include:

1. Topographical features of the area.

2. Typical physical features along the existing alignment within and outside the
RoW for understanding land use pattern along the project stretch.

3. Possible alignment alternatives, vis-à-vis, scheme for the construction of

additional lanes or paved shoulders parallel to the existing road to the left or
right or central widening.

4. Provision of the interchanges and underpass for vehicle /pedestrian/animal

crossings.

5. Traffic pattern and preliminary identification of traffic homogeneous links.

6. Sections through congested areas.

7. Inventory of major features including land width, terrain, pavement type,

carriageway type, bridge and structures (type, size and location), intersections
(type, crossroad category, location), urban areas (location extent), geologically

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sensitive areas, environmental features, hydrological features and social
aspects.

8. Critical areas requiring detailed investigations

9. Requirement for carrying out supplementary investigations.

10. Soil (textural classifications) and drainage conditions.

11. Type and extent of existing utility services along the alignment (within ROW).

12. Identification of various agencies of the Govt. from whom the concerned
project clearances for implementation are to be sought.

13. General observations of the conditions of existing pavement.

 The data collected from the reconnaissance surveys have been utilized for
planning and programming the detailed surveys and investigations. All field
studies including the traffic surveys would be taken up on the basis of information
derived from the reconnaissance surveys.

 Possible identifications of any proposed bypass, their possible route based on

secondary data, and any advantage that could be conceived to justify detailed
investigation, which includes carrying out reconnaissance survey, detailed
topographical surveys, social and environmental surveys for studying the
Feasibility of the Bypass.

7.3 Topographic Survey

The detailed topographic survey was carried out for the project as per ToR, based on
the IRC-SP-19 guidelines using LiDAR equipped, Total Station and GPS to develop a
Digital Terrain Model. The basic plan control points were established by dual
frequency GPS observation along the proposed road alignment and the bench mark
pillars were established at 250 m interval.

7.3.1 Great Trigonometric Survey Bench Mark (GTS)

The GTS Great Trigonometry Survey is a permanent fixed reference point established
by Survey of India (SOI) that knows the height compared to the standard datum (mean
sea level). GTS bench marks are identified at two locations at Gotur village along this
project. The details of GTS bench marks at two locations are given below.

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a. At first locations, the GTS bench mark was established by the Survey of India
near Project Road, known as GTS O BM (RL = 642.117 m) engraved on top of
stone slab which is on top of protective wall of compound wall, located inside
PWD Inspection bungalow Gotur and about 42 m west of NH-160 (Old SH-12)
on Gotur to Chikkodi Road and about 370.00 m Northeast of National Highway
KM No 548.00 on NH-48 (Bengaluru-Kolhapura Road)

b. At second locations, the GTS bench mark was established by the Survey of India
near Project Road, known as GTS BM 286 PP (RL = 646.084 m) engraved on top
of stone size stone buried below ground level about 0.3m located inside located
inside PWD Inspection bungalow Gotur and about 42 m west of NH-160 (Old
SH-12) on Gotur to Chikkodi Road and about 460.00 m Northeast of National
Highway KM No 548.00 on NH-48 (Bengaluru-Kolhapura Road)

The location of the GTS bench marks with sketchs and photos are given below.

Location of the GTS bench marks

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PWD Inspection bungalow, Gotur

GTS O BM GTS BM 286 PP

Location of the GTS bench marks

7.3.2 Establishment of Horizontal Control by DGPS

Fixing of Differential Global Positioning System (DGPS) Points

The locations of Differential Global Positioning System (DGPS) points are marked on
the permanent structures along the project road at an interval of 2 to 3 km with pair
points of GPS-1 & GPS-1A etc., Pair of twin GPS pillars has the advantage that any
stretch can be independently used for starting and closing the traverse by Total
Station. Along the project road totally 3 base DGPS stations with 32 pairs points are
fixed. The list of DGPS coordinates are enclosed in Appendix 7.11 (Annexure 1) in
Volume IA: Appendix to Main Report.

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The location of the pillars was suitably selected away from the road but within the
ROW so that it is not disturbed by traffic. Also, the site was selected in an open area
so that the signals from the satellite are received from all. The location of Base-1
DGPS is given below.

Location of Base-1 DGPS

DGPS Observations

DGPS instrument of US made Trimble, with series of R8s and serial No

CCAJI16LP2090T2 were used. For the purpose of fixing starting control point to the
best possible absolute accuracy, GPS observations were taken continuously for a
period of about 8 hours at Base No-1, 2 &3. Based on this long observation, the
coordinates of GPS were computed in “single point positioning” mode. Accepting
GPS as the fixed point, the other points were observed in continuity and computed in

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“base line” mode. These latitude and longitude values were suitably projected on a
plain surface to get X and Y Grid Coordinates of all GPS control Points using the
Universal Transverse Mercator (UTM) Projection (Zone-43). The Sketches of DGPS
controls are enclosed in Appendix 7.11 (Annexure 2) in Volume IA: Appendix to
Main Report.

Observation of DGPS with Rover on Project Road

7.3.3 Levelling and Temporary Bench marks

DT Levelling survey work was carried out all along the project road to the accuracy of
6mm√K which is followed by Survey of India for high precision survey by Auto
Level instrument. Temporary benchmark levels are linked with GTS levels based on
which levels were carried out. Bench marks are established at an interval of 250
meters. The numbers of Bench marks located at project site are 253. The TBM

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sketches are enclosed in Appendix 7.11 (Annexure 3) and the levelling abstract is
enclosed are enclosed in Appendix 7.11 (Annexure 5) in Volume IA: Appendix to
Main Report.

7.3.4 Traversing

Closed Traverse was carried out using 1” accuracy total station between already
established DGPS controls by maintaining 1 in 10000 accuracy which is generally
followed for all the major survey activities to have the high precession horizontal
control and traverse station was established at every 200m to 250m interval. The
details / list of all such traverse stations between DGPS stations are prepared showing
the total length error obtained, error permissible and obtained accuracy and enclosed
in Appendix 7.11 (Annexure 5) in Volume IA: Appendix to Main Report.

7.3.5 Topographical Survey by adopting Drone technology with Phanton 4 RTK

(P4RTK)

In this project road Phanton 4 RTK aerial based Drone/UAV was used which equals
to LiDAR technology to collect the topographical data and to validate and improve
the accuracy of photogrammetric maps a drone that applies RTK technology to aerial
imagery. The methodology used for using drone RTK is briefed under following
points below.

1. KML on Google earth is created

2. 2KML is inserted into DJI Phanton 4 RTK
3. Required parameters such as height, front overlaps and side overlaps are set
4. At site with KML , base of Ground Control Points to be placed on grounds within
the KML
5. Required permissions on the particular area to fly the drone is obtained
6. Drone with RTK is flying with 80 meter with overlap of 70/70 meter by capturing
images with the help of 4k camera mounted to Drone/UAV to have high
resolution ortho- imagesof the project corridor.
7. Once the data is captured will be put the file into the pix4d software
8. The control points in the software to be marked and calibrated
9. Software to be settings to create point cloud data control and orthomosic.

Detailed topographical survey of all natural and manmade topographical features has
been carried out using Aerial based Drone/UAV and Total Stations having automatic
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data recording devices with appropriate feature codes attached to each point. Survey
corridor is 50 m on either side of the center line of existing road.

At locations, where existing alignment cross other roads, the survey was extended to
100 to 200 m on either side of the road center to allow for the geometric
improvements. Cross sections at every 25 m interval in flat terrain and at lesser
interval on undulating terrain or horizontal curves were also covered in the aerial
based survey.

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Rivers/ Streams/Canals Crossing

All crossing rivers / major canals were surveyed up to 500m on upstream and
downstream sides. Cross Sections across the channel were taken. Top and bottom of
both the banks and center line of the deepest bed channel has been precisely covered
by aerial based survey and missing data were captured by using Total Station.

The topographic survey for Longitudinal and cross-section covers the following
Levels for longitudinal section were picked up at an interval of 25 meter or less at
intersections and change of slope along the centreline of the road.

Cross sections were generally taken at every 25 meter interval along the existing road,
but cross section interval is reduced in rolling/undulating terrain to take care of rapid
change of slope.

7.4 Road Inventory and Pavement Condition

7.4.1 Road Inventory by Network Survey Vehicle

Road Inventory has been carried out for the Project stretch through dimensional
measurements by Network Survey Vehicle. The road inventory has been referenced to
the existing kilometer & hectometer stones established along the roadside. The detail
of road inventory survey collected at every 100 m and includes:

 Carriageway type and width

 Lane width, Sealed Width and no of lanes
 Shoulder width
 Right of way and road type
 Median width, Median Curb Height, cross drainage structure
 Terrain and Land use, crash barrier, water bodies, retaining structures
 Details of utility services,
 Project facilities.
 Cross road details.
 Horizontal curve details,
The details abstract of road inventory data is tabulated and presented in Appendix 7.1
in Volume IA: Appendix to Main Report.

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7.4.2 Pavement Condition by Network Survey Vehicle

Road condition survey is conducted to evaluate the condition of pavement, shoulder

and embankment. The following details have been recorded:

 Carriageway Condition
 Longitudinal Cracks Severity and Longitudinal Cracks Extent%
 Transverse Cracks Severity and Transverse Cracks Extent%
 Alligator Cracks Severity and Alligator Cracks Extent%
 Block Crack Severity
 Pothole Depth Severity, No. of Potholes and Pothole Extent%
 Raveling Severity and Raveling Extent%
 Patching Severity and Patching Extent%
 Shoving Severity and Shoving Extent%
 Flushing/Bleeding Severity and Flushing/Bleeding Extent%
 Depression Severity and Depression Extent%
 Edge Break Severity and Edge break Extent%
 Edge Drop-off Severity and Edge Drop-off Extent%
The abstract of the pavement condition index for Inner and outer lanes are given
below.

Pavement Distress Condition Rating for Belgaum to Sankeshwar Bypass Inner lane

Chainage (KM) Cracking Ravelling Potholes Patching Depression

Final
Weighted Weighted Weighted Weighted Weighted rating Condition
From To Rating Rating Rating Rating Rating Value
Value Value Value Value Value
513.900 514.000 3 2.25 1.5 2.25 2.25 2.4 Good
514.000 515.000 3 2.25 1.5 2.25 2.25 2.4 Good
515.000 516.000 3 2.25 1.5 2.25 2.25 2.4 Good
516.000 517.000 3 2.25 1.5 2.18 2.25 2.3 Good
517.000 518.000 3 2.25 1.5 1.73 2.25 2.3 Good
518.000 519.000 3 2.18 1.5 1.05 2.25 2.2 Good
519.000 520.000 3 2.25 1.5 2.03 2.25 2.3 Good
520.000 521.000 3 1.95 1.5 1.05 2.25 2.2 Good
521.000 555.000 3 2.25 1.5 2.18 2.25 2.4 Good

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Pavement Distress Condition Rating for Belgaum to Sankeshwar Bypass Outer lane

Chainage (KM) Cracking Ravelling Potholes Patching Depression

Final
Weighted Weighted Weighted Weighted Weighted rating Condition
From To Rating Rating Rating Rating Rating Value
Value Value Value Value Value
513.900 514.000 3 2.25 1.5 2.25 2.25 2.4 Good
514.000 515.000 3 2.25 1.5 2.25 2.25 2.4 Good
515.000 516.000 3 2.25 1.5 2.25 2.25 2.4 Good
516.000 517.000 3 2.25 1.5 2.25 2.25 2.4 Good
517.000 518.000 3 2.25 1.5 1.95 2.25 2.3 Good
518.000 519.000 3 2.18 1.5 2.03 2.25 2.4 Good
519.000 520.000 3 2.25 1.5 2.25 2.25 2.4 Good
520.000 521.000 3 2.25 1.5 0.83 2.25 2.2 Good
521.000 555.000 3 2.25 1.5 1.65 2.25 2.3 Good

Pavement Distress Condition Rating for Sankeshwar Bypass to Belgaum Inner lane

Chainage (KM) Cracking Ravelling Potholes Patching Depression

Final
Weighted Weighted Weighted Weighted Weighted rating Condition
From To Rating Rating Rating Rating Rating Value
Value Value Value Value Value
556.000 555.000 3 2.175 1.5 0.75 2.25 2.1 Good
550.000 549.000 3 2.25 1.5 1.725 2.25 2.3 Good
549.000 548.000 3 1.95 1.5 0.75 2.25 2.1 Fair
548.000 547.000 3 1.95 1.5 1.05 2.25 2.1 Good
547.000 546.000 3 2.025 1.25 0.75 2.25 1.8 Fair
546.000 545.000 3 2.25 1.5 0.75 2.25 2.1 Good
545.000 544.000 3 2.25 1.5 0.75 2.25 2.1 Good
544.000 543.000 3 2.25 1.5 1.275 2.25 2.2 Good
543.000 542.000 3 2.175 1.5 0.75 2.25 2.1 Good
542.000 541.000 3 2.175 1.5 0.9 2.25 2 Fair
541.000 540.000 3 2.025 1.5 0.75 2.25 2.1 Good
540.000 539.000 2.9 2.025 1.5 0.975 2.25 2.1 Good
539.000 538.000 3 2.175 1.5 0.75 2.25 2.1 Good
538.000 537.000 2.9 2.25 1.5 0.75 2.25 2.1 Good
537.000 536.000 3 2.175 1.5 0.975 2.25 2.2 Good
536.000 535.000 3 2.25 1.5 0.75 2.25 2.2 Good
535.000 534.000 3 2.25 1.5 1.125 2.25 2.2 Good

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Pavement Distress Condition Rating for Sankeshwar Bypass to Belgaum Inner lane

Chainage (KM) Cracking Ravelling Potholes Patching Depression

Final
Weighted Weighted Weighted Weighted Weighted rating Condition
From To Rating Rating Rating Rating Rating Value
Value Value Value Value Value
534.000 533.000 3 2.25 1.5 0.75 2.25 2.2 Good
533.000 532.000 3 2.25 1.5 0.975 2.25 2.2 Good
532.000 531.000 3 2.25 1.5 2.25 2.25 2.4 Good
531.000 530.000 3 2.25 1.5 1.575 2.25 2.3 Good
530.000 529.000 3 2.25 1.5 1.8 2.25 2.3 Good
529.000 528.000 3 2.25 1.5 2.25 2.25 2.4 Good
528.000 527.000 3 2.25 1.5 2.1 2.25 2.4 Good
525.000 524.000 3 2.25 1.5 2.25 2.25 2.4 Good
524.000 523.000 3 2.25 1.5 2.25 2.25 2.4 Good
523.000 522.000 3 2.25 1.5 2.25 2.25 2.4 Good
522.000 521.000 3 2.25 1.5 1.35 2.25 2.1 Good
521.000 520.000 3 2.25 1.5 2.25 2.25 2.4 Good
516.000 515.000 3 2.25 1.5 2.25 2.25 2.4 Good
515.000 514.000 3 2.25 1.5 2.25 2.25 2.4 Good

Pavement Distress Condition Rating for Sankeshwar Bypass to Belgaum Outer lane

Chainage (KM) Cracking Ravelling Potholes Patching Depression

Final
Weighted Weighted Weighted Weighted Weighted rating Condition
From To Rating Rating Rating Rating Rating Value
Value Value Value Value Value
556.000 555.000 3 2.1 1.5 0.75 2.25 2.13 Good
550.000 549.000 3 2.25 1.5 2.25 2.25 2.36 Good
549.000 548.000 2.9 2.03 1.5 1.88 2.25 2.28 Good
548.000 547.000 3 2.25 1.5 1.73 2.25 2.3 Good
547.000 546.000 3 2.18 1.5 1.28 2.25 2.2 Good
546.000 545.000 3 2.25 1.5 1.95 2.25 2.36 Good
545.000 544.000 3 2.18 1.5 1.88 2.25 2.21 Good
544.000 543.000 3 2.25 1.5 1.8 2.25 2.3 Good
543.000 542.000 2.9 2.1 1.5 1.2 2.25 2.15 Good
542.000 541.000 3 2.03 1.5 0.75 2.25 2.08 Fair
541.000 540.000 2.9 1.95 1.15 0.83 2.25 2.07 Fair
540.000 539.000 2.9 2.03 1.5 0.75 2.25 2.1 Good
539.000 538.000 2.9 1.43 1.5 0.75 2.25 2 Fair
538.000 537.000 2.9 2.25 1.5 0.98 2.25 2.15 Good

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
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Pavement Distress Condition Rating for Sankeshwar Bypass to Belgaum Outer lane

Chainage (KM) Cracking Ravelling Potholes Patching Depression

Final
Weighted Weighted Weighted Weighted Weighted rating Condition
From To Rating Rating Rating Rating Rating Value
Value Value Value Value Value
537.000 536.000 3 2.25 1.5 1.35 2.25 2.28 Good
536.000 535.000 3 2.1 1.5 1.28 2.25 2.2 Good
535.000 534.000 2.9 2.25 1.5 1.35 2.25 2.24 Good
534.000 533.000 3 2.25 1.5 1.35 2.25 2.26 Good
533.000 532.000 3 2.25 1.5 2.1 2.25 2.34 Good
532.000 531.000 3 2.25 1.5 2.25 2.25 2.36 Good
531.000 530.000 3 2.25 1.5 2.1 2.25 2.34 Good
530.000 529.000 2.9 2.25 1.5 2.03 2.25 2.32 Good
529.000 528.000 3 2.25 1.5 2.18 2.25 2.35 Good
528.000 527.000 3 2.1 1.5 2.03 2.25 2.34 Good
525.000 524.000 2.9 2.25 1.5 1.13 2.25 2.22 Good
524.000 523.000 3 2.25 1.5 1.88 2.25 2.34 Good
523.000 522.000 3 2.18 1.5 1.88 2.25 2.31 Good
522.000 521.000 3 2.25 1.5 1.13 2.25 2.19 Good
521.000 520.000 3 2.25 1.5 2.25 2.25 2.36 Good
516.000 515.000 3 2.25 1.5 2.25 2.25 2.36 Good
515.000 514.000 3 2.25 1.5 2.18 2.25 2.4 Good
The results of pavement condition survey are presented as Appendix 7.2 in Volume
IA: Appendix to Main Report.

7.5 Pavement Investigation

7.5.1 General

The primary objective of the existing pavement investigation is to assess as to whether

& what extent the pavement fulfils the intended requirements so that improvement
jobs could be planned properly. Of the various methods & approaches of pavement
investigations, the following two are carried out for existing pavement investigation in
the present study-

1. Evaluation of Pavement Surface Condition by Roughness Study.

2. Pavement Structural Strength using Falling Weight Deflectometer (FWD)

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7.5.2 Test Pits and Core Cuttings

The existing pavement structure is Rigid/Flexible etc. The results about flexible
pavement crust obtained from each test pit at this stretch are recorded. The
Bituminous part at LHS side varies from 300mm to 330mm and RHS side varies from
280 mm to 350 mm. While non-bituminous depth at LHS side varies from 250 mm to
270 mm and at RHS side is varies from 230 mm to 300 mm and Sub base depth at
LHS side varies from 200 mm to 280 mm and at RHS side is varies from 200 mm to
310 mm. The results about Rigid pavement crust obtained from each test pit at this
stretch are recorded. The PQC part at LHS side varies from 280 mm to 350mm and
RHS side varies from 300 mm to 340 mm, DLC part at LHS side varies from 130 mm
to 210mm and RHS side varies from 150 mm to 180mm and GSB part at LHS side
varies from 140 mm to 200mm and RHS side varies from 150 mm to 240 mm. The
Bituminous part for service road at LHS side varies from 130mm to 220mm and RHS
side varies from 150 mm to 220 mm. While non-bituminous depth at LHS side varies
from 200 mm to 310 mm and at RHS side is varies from 210 mm to 260 mm and Sub
base depth at LHS side varies from 200 mm to 240 mm and at RHS side is varies
from 180 mm to 210 mm. The details of crust composition chainage wise and the
existing Crust composition Maximum, Minimum and Average values (LHS/RHS)
carriageway wise are presented below in Table 7.1.
Table 7-1 : Details of Existing Crust Composition
Main Carriageway
Flexible Pavement
Chainage Bituminous WBM/WMM Sub Base
Km.515+000 to Layer mm (Base) mm mm
Km.555+000 LHS RHS LHS RHS LHS RHS
Maximum 330 350 270 300 280 310
Minimum 300 280 250 230 200 200
Average 310 320 260 270 235 220
Rigid Pavement
Chainage PQC (mm) DLC (mm) GSB (mm)
Km.515+000 to
Km.555+000 LHS RHS LHS RHS LHS RHS
Maximum 350 340 210 180 200 240
Minimum 280 300 130 150 140 150
Average 315 320 160 160 165 180
Service Road
Flexible Pavement

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Maximum 220 220 310 260 240 210
Minimum 130 150 200 210 200 180
Average 160 180 260 230 215 200
The details of crust composition chainage wise for Main carriageway and service road
for both LHS & RHS carriageways are given in Appendix 7.3 in Volume IA:
Appendix to Main Report. The graphical representations of pavement composition of
flexible and rigid pavements on either side of the highway for main carriageway in
given in Figure 7.1 to Figure 7.4 and service roads are presented in Figure 7.5 and
Figure7.6.

Core cutting samples for the rigid pavement are collected and the results are given in
Appendix 7.4 in Volume IA: Appendix to Main Report.

Figure 7-1: Existing Crust Composition of Main Carriageway on LHS – Flexible Pavement

Figure 7-2: Existing Crust Composition of Main Carriageway on LHS – Rigid Pavement

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Figure 7-3: Existing Crust Composition of Main Carriageway on RHS – Flexible Pavement

Figure 7-4: Existing Crust Composition of Main Carriageway on RHS – Rigid Pavement

Figure 7-5: Existing Crust Composition of Service Road on LHS – Flexible Pavement

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Figure 7-6: Existing Crust Composition of Service Road on RHS – Flexible Pavement

7.5.3 Pavement Roughness Survey

Road roughness has been defined as the variation in surface elevation that induces
vibration in moving vehicles. In particular, the International Roughness Index (IRI) is
a scale for roughness based on the response of a standardized motor vehicle to the
road surface. It is considered that the road user’s view of satisfactory or unsatisfactory
road condition is primarily influenced by roughness or ride quality. IRI has become
the most accepted world standard for Roughness.

The IRI can be measured by an extensive range of equipment from rod and level
through response-type meters up to very accurate laser-based profilometers. The IRI is
expressed in units of meters per kilometer, with low values indicating smooth roads,
and high values indicating rough roads with poor ride quality. Roughness is one of the
important parameters for determining the functional characteristics of pavements. In
India, the roughness has been traditionally measured using the fifth wheel bump
integrator (developed by CRRI). Bump Integrator Roughness (BI) has been
traditionally the standardize measurement of the longitudinal road profile in India,
either in m/km or mm/m.

* The above-mentioned Roughness Digital Laser Profile System fall under the

specification defined in Circular no 11041/218/2007 - admin issued by NHAI for use

of laser Profilometer in NHAI Works.

As Per IRC SP: 16 – 2019 Guidelines for Surface Evenness of Highway Pavements
BI = 630(IRI) 1.12

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Where BI = Bump Integrator Roughness in mm/km
IRI = International Roughness Index
As per IRC, the following table No.7.3 shows the applicable and equivalent values
that can define the roughness condition of highway pavements in India:

Table 7-2 : Test Results of Soil Layer

Condition of Road surface

Type of
Sl.No Good Fair Poor
Surface
RI IRI RI IRI RI IRI
Bituminous
1800- 2.55-
1 (BC, SMA, <1800 <2.55 >2400 >3.30
2400 3.30
SDBC)
2000- 2.81-
2 Cemented <2000 <2.81 >2400 >3.30
2400 3.30

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7.5.4 LHS/RHS Inner, Outer & Extra lane International Roughness Index (IRI)

Length wise summarized IRI condition details for both the directions are given below
in table No.7.3:

Table 7-3 : Direction wise Roughness distribution

Length LHS (km) Percentage LHS (%) Length RHS (km) Percentage RHS (%)
Condition

IRI
Outer

Outer

Outer

Outer
Extra

Extra

Extra

Extra
Lane
Inner

Inner

Inner

Inner
Range
Lane

Lane

Lane

Lane

Lane

Lane

Lane
lane

lane

lane

lane
(m/km)

FLEXIBLE PAVEMENT
Good IRI < 2.55 5.4 5.4 100% 100% 23 22.9 0 94% 93% 0%
IRI 2.55
Fair 0 0 0% 0% 0.6 1.2 0 2% 5% 0%
TO 3.3
Poor IRI > 3.3 0 0 0% 0% 0.9 0.4 0.1 4% 2% 100%
RIGID PAVEMENT
Good IRI < 2.81 27.8 29.8 3.1 80% 86% 89% 11.4 12.4 1.6 74% 80% 48%
IRI 2.81
Fair 3.8 1.9 0.2 11% 5% 6% 2 1.4 1 13% 9% 30%
TO 3.3
Poor IRI > 3.3 3 2.9 0.2 9% 8% 6% 2.1 1.7 0.7 14% 11% 21%

7.5.5 LHS/RHS International Roughness Index (IRI)

The graphical representations of International Roughness (Average) Index for Inner

outer lane and Extra lenes of main carriageway on both sides are presented in Figure
7.7 to Figure 7.10 and the abstract of average IRI values for Inner lane and outer lanes
on both sides identified as per IRC is given below in Table 7.4. The 100m results of
IRI are presented as Appendix 7.5 in Volume IA: Appendix to Main Report.
3.00

2.50

2.00

1.50

1.00

0.50

0.00

Inner Lane Outer Lane Extra Lane

Figure 7-7: IRI – LHS - Flexible (Inner, Outer & Extra lanes)

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3.50

3.00

2.50

2.00

1.50

1.00

0.50

0.00

Inner Lane Outer Lane Extra Lane

Figure 7-8: IRI – LHS - Rigid (Inner, Outer & Extra lanes)
3.00

2.50

2.00

1.50

1.00

0.50

0.00

Inner Lane Outer Lane Extra Lane

Figure 7-9: IRI – RHS - Flexible (Inner, Outer & Extra lanes)
4.00

3.50

3.00

2.50

2.00

1.50

1.00

0.50

0.00

Inner Lane Outer Lane Extra Lane

Figure 7-10: IRI – RHS - Rigid (Inner, Outer & Extra lanes)

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
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Table 7-4 : IRI Results (m/km)

IRI Average (m/km) IRI Average (m/km)

Chainage LHS RHS
(km) Inner Outer Extra Type of Inner Outer Extra Type of
Lane Lane Lane Pavement Lane Lane Lane Pavement
514-515 2.84 2.75 2.78 Flexible 2.47 2.81 2.62 Rigid
515-516 1.53 1.59 Flexible 2.79 2.63 Rigid
516-517 1.38 1.40 Flexible 2.41 1.99 Rigid
517-518 1.61 1.37 Flexible 2.49 2.13 Rigid
518-519 1.60 1.36 Flexible 2.25 2.05 Rigid
519-520 1.45 1.13 Flexible 2.22 1.96 Rigid
520-
1.35 1.71 Flexible 2.47 2.44 Rigid
520.400
520.400-
2.35 2.49 Rigid 1.47 1.36 Flexible
521
521-522 1.75 1.99 Rigid 1.30 1.42 Flexible
522-523 1.66 1.85 Rigid 1.22 1.20 Flexible
523-524 2.02 2.14 Rigid 1.19 1.15 Flexible
524-525 2.91 2.29 2.26 Rigid 2.56 2.40 2.94 Rigid
525-526 2.82 2.23 2.10 Rigid 2.64 2.54 3.16 Rigid
526-527 2.84 2.21 2.07 Rigid 2.58 2.48 3.05 Rigid
527-528 2.55 2.29 2.73 Rigid 1.51 1.60 2.42 Flexible
528-529 2.39 2.18 Rigid 1.06 1.05 Flexible
529-530 2.61 2.64 Rigid 1.97 1.97 Flexible
530-531 1.77 1.86 Rigid 1.03 1.04 Flexible
531-532 2.11 2.05 Rigid 1.01 0.97 Flexible
532-533 2.18 2.12 Rigid 1.59 1.44 Flexible
533-534 2.49 2.41 Rigid 1.80 1.36 Flexible
534-535 2.31 2.38 Rigid 1.31 1.17 Flexible
535-536 2.28 2.22 Rigid 2.11 1.77 Flexible
536-537 3.12 3.01 Rigid 1.36 1.15 Flexible
537-538 2.18 2.00 Rigid 1.99 2.31 Flexible
538-539 2.04 2.03 Rigid 1.71 2.07 Flexible
539-
2.45 2.12 Rigid 1.19 1.41 Flexible
539.98
540.01-
2.52 2.04 Rigid 1.97 2.04 Flexible
541
541-542 2.16 1.99 Rigid 1.79 2.02 Flexible
542-543 2.39 2.07 Rigid 1.93 1.79 Flexible
543-544 2.33 2.03 Rigid 1.37 1.47 Flexible
544-545 2.89 2.57 Rigid 2.56 2.01 Flexible
545-546 2.05 1.87 Rigid 2.04 1.31 Flexible

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IRI Average (m/km) IRI Average (m/km)
Chainage LHS RHS
(km) Inner Outer Extra Type of Inner Outer Extra Type of
Lane Lane Lane Pavement Lane Lane Lane Pavement
546-547 2.49 2.74 Rigid 1.75 1.49 Flexible
547-548 3.15 2.96 Rigid 3.11 3.05 Rigid
548-549 2.18 2.12 Rigid 1.55 1.23 Flexible
549-550 2.54 2.43 Rigid 2.73 2.27 Rigid
550-551 2.64 2.34 Rigid 2.39 2.28 Rigid
551-552 3.24 3.25 Rigid 3.38 3.28 Rigid
552-553 2.83 2.51 Rigid 3.10 2.70 Rigid
553-554 2.61 2.53 Rigid 2.72 2.36 Rigid
554-555 2.36 2.21 Rigid 2.52 2.31 Rigid

Note: Since the above table shows the km wise average IRI values, where ever type of
pavement changes there the IRI values will overlap.

7.6 Structural Evaluation and Strengthening of Flexible Pavement using Falling

Weight Deflectometer (FWD)

The structural evaluation and analysis of remaining life of project was carried out in
conformity with IRC: 115-2014 “Guidelines for Structural Evaluation and
Strengthening of Flexible Road Pavements Using Falling Weight Deflectometer
(FWD) Technique”and subsequent analysis was carried out to ascertain the relative
performance of the pavement for entire Project Stretch, in the context of evaluating its
residual life, overlay and other maintenance requirements.

The cumulative difference approach advocated by the AASHTO-Guide (AASHTO-

1993, Appendix J) has been used for generating the homogeneous sub-sections based
of FWD measurements. This method compares the sequence of actual cumulative
sums in a measurement series with the sums that would have resulted from adding
averages.

According to AASHTO (1993), a section border is indicated whenever the trend in the
series of cumulative differences changes from positive to negative and vice versa.
However relatively volatile measurements series should be ignored to restrict the
number of identified sections.

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7.6.1 FWD Deflection Testing Points & Measurement

In line with ToR & based on existing pavement condition, the number of FWD test
points was finalized by client’s pavement engineer and testing team.

FWD deflection measurement has been carried out for each carriageway. FWD
deflection measurement has been carried out at a test point along outer wheel path of
each lane which is at an offset of 1m from the outer edge of outer lane as specified in
section 5.4.5 of IRC: 115-2014. At every measurement location, four drops were
made, such that the first drop was the ‘seating drop’ and with the remaining three
drops deflections were recorded. Some of the photographs of the fwd test are given
below in Figure 7.11

FWD on Main Carriageway Inner edge

FWD on Main Carriageway Outer edge

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FWD on Main Carriageway Rigid Pavement Inner and Outer edge

FWD on Service Road

Figure 7-11: Photographs showing FWD test under progress

Also, during survey, pavement temperature of bituminous layer has been recorded as
per the procedure specified in section 5.4.7 of IRC: 115-2014. The deflection data is
given in Appendix 7.6 Volume IA: Appendix to Main Report.

The following steps are carried out for measuring deflections at a test point:

i. Mark the test point on the pavement

ii. Centre the load plate over the test point
iii. Lower the loading plate onto the pavement ensuring there should be no
standing water on the pavement surface. The loading plate should be in proper
contact with pavement surface. The longitudinal and transverse slope of the
pavement should not exceed 10 percent at the test location.
iv. Lower the frame holding the geophones so that the transducers are in contact
with pavement surface.
v. Raise the mass to a pre-determined height required for producing a target load
of 40 kN (+10%).

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vi. Drop one seating load, load and deflection data for which need not be
recorded.
vii. Raise the mass and drop. Record the load and deflection data into the
computer through data acquisition system. While peak load and peak
deflections at different selected radial positions must be recorded. At least 2
drops should be made at one location for precision.
viii. If, during previous 2 steps, the deflections measured are giving variations or
the deflections/load pulses are not proper, repeat the drop.
ix. Raise the geophone frame and load plate and move to the next test location
x. Deflection measurements should not be made when the pavement temperature
is more than 45°C.

7.6.2 Analysis of Data

7.6.3 Processing of Load and Deflection data

The FWD test data collected from different drops at each test point primarily consists
of peak load and peak deflections at different radial locations. Unrealistic deflection
values and obviously erroneous data must be removed.

Average values of load and deflections are calculated from the two drop test data
collected. FWD tests were carried out using 40 kN impulse load. However, since the
FWD equipment does not impart exactly the same load at every test point,
normalization of all measured deflections was carried out to a common test load of 40
kN. Such ‘normalization’ of the data was carried out using the following formula:

Dn= 40 kN/Lm× Dm
Where, Dn = Normalized Deflection;
Lm = Imparted Load and
Dm = Measured Deflection

The “normalized deflection data” was then used for determining deflections,
deflection bowl and finally in framing of homogeneous sections and calculation of
overlay requirements.

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7.6.4 Back-calculation of Layer Moduli

Layer moduli have been back-calculated using KGPBACK program. The pavement
has been modeled as a three-layer system with bituminous layer, granular layer and
subgrade. The following inputs have been provided for back analysis.

(i). Single wheel load 40 kN and contact pressure 0.56 MPa

(ii). No. of deflection sensors: 9
(iii). Radial Distances of the Geophones i.e. 0,200, 300,450, 600, 900, 1200, 1500 and
1800mm
(iv). Measured Surface Deflections normalized to 40kN in mm
(v). Pavement Layer Thicknesses (as measured from Trial Pits)
(vi). Poisson’s ratio for different layers i.e. 0.5 for bituminous and 0.4 for granular
and subgrade
(vii). Range of Possible modulus value (Min.- Max.) of bituminous layer, granular
layer and subgrade

Ranges of different layer moduli have been given as input to KGPBACK for back-
calculation. These ranges have been selected judiciously by experienced pavement
engineering taking into considerations the approximate age of pavement, visual
assessment of the condition of bituminous layer, climatic conditions prevailing at the
time of deflection measurements and information available from test pits, and
laboratory tests conducted as detailed below:

Range of modulus value of existing sub grade:

The range of moduli of existing sub grade is based clause II.8.4 (i) of IRC 115-2014.
i.e. 5 times to 20 times of sub grade CBR value.

Range of modulus value of existing granular layers i.e. base and sub base:

The range of moduli of existing granular layers is based on clause II.8.4 of IRC 115-
2014.The range for combined (base and sub-base) is taken as 100-500 MPa.

Range of modulus value of existing thick bituminous layers:

The range of moduli of existing thick bituminous layer has been determined on the
basis of condition data. If the road condition is good the range is considered as
750MPa to 3000MPa, for sections with pavement condition is Fair- Poor, the range

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specified for thick bituminous layer 400 MPa to 1500 MPa as stipulated in section
III.8.4 of IRC: 115-2014 has been taken into consideration.

7.6.5 Correction for Temperature

Back-calculated moduli values of the bituminous layers evaluated by FWD survey are
influenced by the pavement temperature. The standard pavement temperature for
India is recommended as 35°C, hence the back-calculated moduli obtained at
temperatures other than the identified standard temperature will have to be corrected
using a suitable correction factor using equations 4 and 5 of IRC:115-2014 and the
same is extracted below for ready reference.

ET1 = λ ET2
Where,
λ, temperature correction factor, is given as
λ = (1-0.238 lnT1) / (1-0.238 lnT2)
Where,
ET1 = Back-calculated modulus (MPa) at temperature T1 (OC)
ET2 = Back-calculated modulus (MPa) at temperature T2 (OC)

However, in few sections, after applying the temperature correction the E value of
bituminous layers are coming more than 3000MPa. As the project road was
constructed with VG-30/ VG-40 grade bitumen, it is restricted to keep the maximum
E value of 3000MPa, wherever it is exceeding. In these locations, the temperature
correction factor was applied as 1.

7.6.6 Correction for Seasonal Variation

Moisture content affects the strength of sub grade and granular sub base/base layers.
Since the deflection measurements have been carried out in the month of September
during Monsoon, hence seasonal correction factor is not applicable. Therefore, the
back-calculated moduli of subgrade and granular layers have been taken directly from
field moduli without using seasonal corrections. Seasonal correction equations 6 to 9
of IRC: 115-2014 has been extracted below for ready reference.

Esub-mon = 0.8554*(ESub-Sum)-8.461 …….(7) as per IRC:115

Esub-mon = 3.351*(ESub-Win)0.7688-28.9 …..(6) as per IRC:115
where,

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E sub-mon = subgrade modulus in monsoon (MPa)
E sub-win = subgrade modulus in Summer (MPa)
E sub-win = subgrade modulus in Winter (MPa)
Egran-mon = -0.0003*(Egran-Sum)2+0.9584*(Egran-Sum)-32.989 ..…(8) as per
IRC:115
Egran-mon = 10.5523*(Egran-win)0.624 -113.857 ……(9) as per IRC:115
where,
E gran-mon = granular layer modulus in monsoon (MPa)
E gran-Sum = granular layer modulus in Summer (MPa)
E gran-Sum = granular layer modulus in Winter (MPa)

As the survey is conducted in Monsoon period, correction is not required as per IRC:
115-2014 for granular & subgrade.

7.7 Investigations on sub grade of existing pavement

7.7.1 Sub grade Strength Test Pits

The subgrade investigations were carried out to know the strength properties of the
existing soil. Visual inspection of the existing pavement condition was carried out
prior to commencement of sub-grade investigation work. The general testing scheme
of existing road will indicates testing at least three subgrade soil samples for each
homogeneous road segment or three samples for each soil type encountered,
whichever is more. It was ensured to dig subgrade strength test Main carriageway pits
at every 2.0 km and subgrade strength test Service Road pits at every 5.0 km on the
retaining alignment, even same soil strata encountered on lengthy homogeneous
sections, while collecting samples. The various in-situ tests conducted and laboratory
tests included in the testing program on soil samples along the alignment as per the
project requirements are summarized in Table 7.10. The pavement composition details
(pavement course, material type, and thickness) are also recorded for Main carriage
way at every test pit at an interval of 1.0 km and Service Road at an interval of 5.0
km.

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7.7.2 Field Tests and Results

Field tests were conducted as per the project requirement to determine the subgrade
characteristics and strength of Main Carriageway. The field testing for subgrade soil
includes:

 Field CBR using Dynamic Cone Penetration test at each location

 In-situ density and moisture content at each test pit

7.7.3 DCPT Values

Dynamic Cone Penetration tests were conducted at subgrade strength test pit locations
to assess in-situ CBR on existing alignment soil, which will be below sub-grade level.
The CBR value was calculated based on different soil layers encountered. The slope
change in the graph (Penetration Vs Number of Blows) indicates the interface of two
layers of different penetration resistance. From the graph, thickness of layer and slope
(penetration mm/blow) were calculated. The following equation given in IRC: 37-
2012 has been used to calculate the layer DCP-CBR value for each layer:

Once the DCP-CBR calculated for each layer, the overall CBR (Weighted average) of
all sub-layers will be converted in to single DCP-CBR values by using Japanese
formula as given below:

Dynamic Cone Penetration test results showing penetration of cone in cm and number
of blows at each pit are plotted. The filed investigation Photographs are show in
Figure 7.12

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Figure 7-12: Photographs showing Filed Investigations

The results obtained in site for DCP test for main carriageway and service road on
both sides are given in Appendix 7.7 Volume IA: Appendix to Main Report.

The graphical representation of filed dry density and DCP-CBR for main carriageway
is presented in Figure 7.13 and Figure 7.14 and for Service road is presented in Figure
7.15 and 7.16 respectively. Variation in DCP-CBR may occur frequently as the
penetration of DCP cone may widely affect with several factors like filed moisture,
layer underneath of subgrade and any obstacles (Boulder/ tree routes). The DCP-CBR
value may increase with decrease of in-situ moisture and vice versa. If any boulder/
stone is obstructed the penetration, the DCP-CBR value will be higher.

MDD Vs FDD along Project Road: Belgaum-Sankeshwar Bypass _MCW (NH-4)

2.20
2.10
2.00
Dry Density (gm/cc)

1.90
1.80
1.70
1.60
1.50
MDD (gm/cc) FDD (gm/cc)
1.40
515+000

527+000

543+400

545+400

546+950
517+000

519+000

521+000

523+000

525+550

537+250

539+050

549+100

553+200
533+000

535+000

541+000

551+000

555+000
529+000

531+000

Existing Chainage (km)

Figure 7-13: Summary of FDD & MDD along the project corridor (MCW)

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DCP-Equivalent CBR Along the Project Road:- Belgaum-Sankeshwar

Bypass MCW
DCP- Equivalent CBR (%) 30.0
25.0
20.0
15.0
10.0
5.0
0.0
515+000
517+000
519+000
521+000
523+000
525+600
527+000
529+000

533+000

537+250

541+000

545+400

549+100

553+200
531+000

535+000

539+050

543+400

546+950

551+000

555+000
Existing Chainage (Km)

Figure 7-14: Summary of DCP-Equivalent CBR along the project corridor (MCW)

Figure 7-15: Summary of FDD & MDD along the project corridor (SR)

DCP-Equivalent CBR Along the Project Road:-NH-4_Belgaum-Sankeshwar

Bypass Service Road
25.0
DCP- Equivalent CBR (%)

20.0

15.0

10.0

5.0

0.0
515+000

517+400

520+000

525+550

527+500

527+600

530+500

532+500

535+050

537+500

540+000

542+600

545+350

547+850

550+050

552+300

Existing Chainage (Km)

Figure 7-16: Summary of DCP-Equivalent CBR along the project corridor (SR)

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7.7.4 Field Density and Moisture Content Test

In-situ density (field density) and moisture content were determined as per the
standards given in Table 7.10. Field density is used to evaluate the degree of
compaction and existing subgrade CBR at field density state. The details of field dry
density and field moisture content test results are furnished in Appendix 7.8 Volume
IA: Appendix to Main Report for Main Carriageway and for Service Road.

The abstract of results obtained in site for main carriageway and service road on both
sides are given in Table 7.5.

Table 7-5 :Test Results. MDD, OMC & FDD

Max. dry density Field Dry Density

Value from Chainage OMC (%)
(gm/cc) (gm/cc)
515+000 to 555+000
LHS RHS LHS RHS LHS RHS
Main Carriageway
Maximum 2.11 2.14 16.8 15.1 1.98 2.03
Minimum 1.81 1.86 8.9 8.5 1.75 1.81
Average 1.99 1.99 12.4 11.5 1.89 1.91
Service Road
Maximum 2.12 2.10 14.2 14.9 2.03 1.99
Minimum 1.93 1.81 8.3 9.3 1.84 1.78
Average 2.02 1.97 10.8 12.4 1.93 1.91
7.7.5 Laboratory Tests and Results

The laboratory testing for subgrade includes:

- Characterization (Grain size, Atterberg limits and free Swell Index) at each of
the subgrade strength test pit

- Laboratory moisture-density characteristics

- Laboratory CBR; 4-day soaked

About 50 kg of soil sample was collected in damp proof bag(s) from each test pit from
each subgrade strength test pit for testing purposes. The details like location/
chainage& other identification marks were recorded for the sample bags and double
packed with care so that no damage would occur while transporting to the laboratory
for conducting the tests as indicated in Table 7.10.

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(i) Soil Classification and Distribution

The laboratory test results of subgrade strength test pits are furnished in Appendix 7.8
Volume IA: Appendix to Main report for Main carriageway and for Service Road.

The following Table 7.6 Table 7.7 provides a summary of the soil classification and
properties of the soil encountered in the field along the alignment for Main
Carriageway and service road. The illustrative summary of subgrade soil class and
properties like Clay and Silt content, Liquid Limit, Plasticity Index and Free Swelling
Index is furnished in Figure 7.17 to 7.28 respectively.
Table 7-6 : Summary of Subgrade Soil Properties of Main Carriageway

Project Sections (km)

Soil Class
Km 515+000 to Km 555+000
Range of LL (%) 20 – 52
Range of PI NP – 31
Free Swell Index (%) 0 – 44.4
MDD (gm/cc) 1.81 – 2.14
4-Days soaked CBR
4.7 – 18.6
(%)
Table 7-7 : Summary of Subgrade Soil Properties of Service Road

Project Sections (km)

Soil Class
Km 515+000 to Km 555+000
Range of LL (%) 22 – 48
Range of PI NP – 28
Free Swell Index (%) 0 – 50.0
MDD (gm/cc) 1.81 – 2.12
4-Days soaked CBR (%) 5.1 – 20.0

(ii) Laboratory California Baring Ratio (CBR)

Laboratory CBR tests were carried out on the collected samples as per IS: 2720 (Part-
16). All the collected samples were tested for determination of 4 days soaked CBR
and the details of CBR at every test location for main carriageway and Service roads
are furnished in Appendix 7.8 Volume IA: Appendix to Main Report.

The degree of compaction is determined as the ratio in percentage of field dry density
to laboratory maximum dry density. The illustrative summary of degree of
compaction and 4-days soaked CBR is presented for Main carriageway and service

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road are presented at Figure 7.29 to 7.30 respectively. The section wise summary of
degree of compaction and 4-days soaked CBR for Main carriageway and Sevice road
is included in Table 7.6 to Table 7.7.
[CATEGORY [CATEGORY
NAME] NAME]
[CATEGORY [VALUE], [VALUE],
NAME]
[VALUE]

SC [VALUE]
SM [VALUE]

Subgrade Soil Class Distribution_Belgaum-Sankeshwar

Bypass (NH-4)

Figure 7-17: Summary of Subgrade Soil Class Distribution in the Project

Corridor (MCW)

Figure 7-18: Summary of Subgrade Soil Class Distribution in the Project

Corridor (SR)

Summary of Clay & Silt Content (% of Passing Through 75µ Sieve)

70.0
% of Clay and Silt Content

60.0
50.0
40.0
30.0
20.0
10.0
0.0
515+000

517+000

519+000

537+250

539+050

543+400

545+400

546+950

549+100
521+000

523+000

525+550

527+000

553+200
535+000

541+000
529+000

531+000

533+000

551+000

555+000

Existing Chainage (km)

Figure 7-19: Summary of % of clay and silt content along the project corridor
(MCW)

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Summary of Clay & Silt Content (% of Passing Through 75µ Sieve)

% of Clay and Silt Content
40.0
35.0
30.0
25.0
20.0
15.0
10.0
5.0
0.0
515+000

520+000

530+500

550+050
527+600

535+050

545+350
540+000
Existing Chainage (km)

Figure 7-20: Summary of % of clay and silt content along the project corridor
(SR)

Summary of Liquid Limit

60
50
Liquid Limit (%)

40
30
20
10
0
515+000

521+000

527+000

539+050

546+950

553+200
517+000

519+000

523+000

525+550

537+250

543+400

545+400

549+100
529+000

533+000

535+000

541+000

555+000
531+000

551+000
Existing Chainage (km)

Figure 7-21: Summary of Liquid Limit along the project corridor (MCW)

Summary of Liquid Limit

40
35
Liquid Limit (%)

30
25
20
15
10
5
0
520+000

527+600

530+500

545+350

550+050
515+000

535+050

540+000

Existing Chainage (km)

Figure 7-22: Summary of Liquid Limit along the project corridor (SR)

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PI 17-25 [CATEG
[VALUE] ORY [CATEG
NAME] ORY
[VALUE] NAME]
, [VALUE]
,

[CATEG
ORY Plastic Index Distribution_Belgaum-
NAME] Sankeshwar Bypass (NH-4)
[VALUE]
,

Figure 7-23: Summary of Plasticity Index in the project corridor (MCW)

Figure 7-24: Summary of Plasticity Index in the project corridor (SR)

[CATEG
ORY
FSI>40
NAME],
[VALUE]
[VALUE],

[CATEG
ORY
NAME] FSI 10-
[VALUE] 25
[VALUE]

Free Swell Index Distribution_Belgaum-

Sankeshwar Bypass (NH-4)

Figure 7-25: Summary of Free Swell Index in the project corridor (MCW)

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Figure 7-26: Summary of Free Swell Index in the project corridor (SR)

Summary of Degree of Compaction (% )

98.0
97.0
Degree of Compaction (%)

96.0
95.0
94.0
93.0
92.0
91.0
90.0
89.0
517+000

521+000

523+000

525+550

527+000

539+050

543+400

546+950
515+000

519+000

537+250

545+400

549+100

553+200
529+000

531+000

535+000

551+000

555+000
533+000

541+000

Existing Chainage (km)

Figure 7-27: Summary of Degree of Compaction along the project corridor

(MCW)

Summary of Degree of Compaction (% )

98.0
Degree of Compaction (%)

97.0

96.0

95.0

94.0

93.0

92.0
515+000

520+000

530+500

545+350
527+600

535+050

550+050
540+000

Existing Chainage (km)

Figure 7-28: Summary of Degree of Compaction along the project corridor (SR)

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Summary of 4 day Soaked CBR (% )
20.0
18.0
16.0
4-day Soaked CBR (%)

14.0
12.0
10.0
8.0
6.0
4.0
2.0
0.0
515+000

519+000

525+550

539+050

543+400

549+100

553+200
517+000

521+000

523+000

527+000

537+250

545+400

546+950
531+000

533+000

541+000

551+000

555+000
529+000

535+000
Existing Chainage (km)

Figure 7-29: Summary of 4-Days soaked CBR along the project corridor (MCW)

Summary of 4 day Soaked CBR (% )

25.0

20.0
4-day Soaked CBR (%)

15.0

10.0

5.0

0.0
527+600

530+500

545+350
515+000

520+000

535+050

550+050
540+000

Existing Chainage (km)

Figure 7-30: Summary of 4-Days soaked CBR along the project corridor (SR)

7.7.5.1 Soil and Granular Material

The laboratory test conducted for the samples of material extracted from tests pits are
given in following table no.7.8.

Table 7-8 : Tests carried out on Sub-grade Soil/GSB/WMM

Method
S.No Test Parameters
Reference
1 Water Content IS:2720 (Part 2)
2 Grain Size Analysis IS:2720 (Part 4)
3 Atterberg’s Limits IS:2720 (Part 5)
MDD-OMC
4 IS:2720 (Part 8)
(Compaction)
5 CBR IS:2720 (Part 16)
6 Free Swell Index IS:2720 (Part 40)

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7.7.5.2 Sub Grade Soil

The laboratory tests carried out for the soil samples of subgrade revealed that soil
along the alignment is predominantly Clayey sand in nature. OMC value varies from
8.3% to 16.8% and those of MDD vary from 1.81 gm/cc to 2.14 gm/cc. CBR test was
conducted by three energy level method as prescribed & the values vary from 4.1% to
15.5% for soaked condition and 4.7% to 20.0% for un-soaked condition. The
summary of laboratory test results is given in Table 7.9. The detailed laboratory test
results are for main carriageway and service road are given in tabular form in
Appendix 7.8 Volume IA: Appendix to Main Report.

Table 7-9 : Test Results of Soil Layer

FSI
Liquid Plastic 4-Days 4-Days
Chainage Plasticity [IS Max. Dry
Limit Limit OMC Soaked Soaked
515+000 to Index :2720- density
(LL) (PL) (%) CBR @ CBR @
592+705 (PI) % Pt-40] (gm/cc)
% % FDD (%) MDD (%)
%
Main Carriageway
Maximum 52 31 22 44.4 2.14 16.8 14.8 18.6
Minimum 20 14 6 0 1.81 8.5 4.1 4.7
Average 32 22 12 20.8 1.99 12.0 8.7 10.8
Service Road
Maximum 48 28 23 50.0 2.12 14.9 15.5 20
Minimum 22 15 5 0 1.81 8.3 4.9 5.1
Average 31 22 11 20.7 2.00 11.6 10.3 12.1

7.7.6 Observations and Conclusions

(i) Soil Classification and Distribution

The percentile distribution of soil classification, Liquid Limit, Plastic Index and Free
Swell Index is presented in pie and bar charts as above. The presented values are self-
explanatory and the discussion will follows as below for Main carriageway.

For Main carriageway from the Figure 7.17, it is evident that subsoil is generally
consistent throughout the project corridor and is predominantly sandy soils. Presence
of sandy soils the Liquid Limit (LL) is ranging between 20%-52%, and these values
are within the limit as per MoRTH specifications (<50%). All the measured PI and
FSI values are within the acceptable limits and these values are meeting the MoRTH
guidelines, of 25% and 50% respectively. The degree of free swell index is 44.4%. All

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the measured FSI values are within the acceptable limits and these values are meeting
the MoRTH guidelines, of 50%.

For Service road from the Figure 7.18, it is evident that subsoil is generally consistent
throughout the project corridor and is predominantly sandy soils. The Liquid Limit
(LL) is ranging between 22%-48%, and these values are within the limit as per
MoRTH specifications (<50%).

The obtained maximum Plasticity Index is 23% .All the measured PI values are within
the acceptable limits and these values are meeting the MoRTH guidelines, of 25%.

The degree of free swell index is 50.0%. All the measured FSI values are within the
acceptable limits and these values are meeting the MoRTH guidelines, of 50%.

(ii) Strength Parameters

For Main carriageway from Figure 7.13 evident the variance between MDD and FDD,
where the same is converted in-terms of degree of compaction. The degree of
compaction (Figure 7.27) along the project corridor is ranging between 92.2% -
97.9% and from Figure 7.29 the 4-day soaked CBR is ranging from 4.7% to 18.6%
with an average of 10.8%.

For Service road from Figure 7.14 evident the variance between MDD and FDD,
where the same is converted in-terms of degree of compaction. The degree of
compaction (Figure 7.28) along the project corridor is ranging between 92.9% -
98.5%. From Figure 7.30 the 4-day soaked CBR is ranging from 5.1% to 20.0% with
an average of 12.1%.
7.8 Investigation for Bridges and Structures

7.8.1 Inventory of Structures

Detailed inventory of the bridges has been carried out as per the guidelines stipulated
in IRC SP: 35–1990 and the results of the inventory are explained in Chapter 3.

7.8.2 Field Works and Investigations

Field works included the collection of data to produce an inventory of all the
structures and the inspection to evaluate their condition.

Data and photos of all the cross drainage and grade separated structures, such as
culverts and minor/major bridges, were taken in order to complete the inventory.

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In addition to minor (< 60 m length) and major bridges (>60m length) other categories
of structures have been considered depending on their function, such as Vehicle
Underpass (VUP), Pedestrian/Cattle Underpass, ROB/RUB, Flyovers. In case of their
existence, Tunnels have also been considered.

All minor and major bridges were inspected by a bridge expert and the methodology
adopted for that inspection was as follows.

 Collection of data from authority regarding details of the structure and study of
previous inspection reports so that condition of the defects which were noticed
earlier could be checked.

 Visual inspection of foundations, abutments, wing-walls/returns, piers,

columns and bearings, soffits of the deck including beams, details under the
deck, condition of road surface, drainage, parapets, expansion joints, condition
of approaches, condition of protective works.

 Inspection of bridges by visually and taking photograph.

 Since the structures are in good condition, detailed investigation is not carried
out.

 Preparation of report and proposals for repair/rehabilitations/reconstruction of

the structure as per site conditions.

7.8.3 Collection of Inventory Data

Past records of this highway were collected from PIU Dharwad and we were provided
with Detailed Project Report, As Built Drawings and Inspection Reports.

After doing a scrutiny of the aforementioned provided data regarding locations,

structural details and condition of the structures, a team of Engineers visited the site
on 07/11/2020 to 10/11/2020 and an inventory of all the structures and visual
condition survey was carried out as per IRC:SP:35.

7.8.4 Inspections

Based on the visual condition survey all the distresses were noted for each element of
each and every structure.

A Bridge Expert inspected minor and major bridges, and when required, and
particularly for major bridges, the inspection was carried out by visually. Photographs
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of all major bridges were taken and present health condition of all the structures was
recorded for all the elements of the bridges or culverts except foundations which are
buried underground.

7.9 Condition

Condition of all structures was evaluated by visual inspection and is being reported
below. The detailed inventory and condition survey of all the cross drainage strictures
are given in Appendix 7.9 Volume IA: Appendix to Main Report.

7.10 Repair / Improvement Works

7.10.1 General

As per condition survey findings it is evident that the structures are in good condition.
Protection works and expansion joints, etc. are minimally distressed.

All Neoprene bearings in existing are to be replaced.

POT PTFE bearings shall be replaced at 25th year from installed year in bridges.

The bearings for all the new bridges and the bearings to be replaced in the above 2
cases shall be with spherical bearings made up of cast steel.

All expansion joints shall be cleaned for debris etc., the steel edge beam and
elastomeric strip seal shall be replaced wherever found damaged.

All vegetation at box & pipe culverts and other structures are to be cleared.

Silting inside box & pipe culverts and other structures are to be cleared.

The footpath and handrail at top of structures shall be repaired wherever required.

The concrete nearer to bearings shall be repaired for honeycomb and crushing of
concrete. All bearings shall be in perfect horizontal plane.

The wearing coat at top of structure shall be rectified if wear and tear and undulations
are observed.

The overall length and width of the structure proposed above are minimum
requirements. Any change on higher side owing to site conditions shall not be
considered as change of scope.

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BOQ has been prepared for routine maintenance viz. greasing of bearings, cleaning of
drainage ducts, repair of Parapet walls and crash barriers and repair of pitching and
accidental damages.

7.11 Hydrological and Hydraulic Investigations

The Hydrology calculations are carried out for the existing cross drainage structures
like Major Bridges, Minor Bridge, Box culvert & Pipe Culverts across the Existing
KM 515+000 to KM 555+000 section of Belgaum - Sankeshwar Bypass (upto End of
Bypass towards Kagal) of NH-48.

The Hydrology calculations for well defined streams/Nala contributing to Rivers,

Irrigation Canal crossing are carried out for structures & Site Inspection for condition
of each structure was assessed by visual observations and details are collected from
the local offices.

. Balancing Culvert
There are several discontinuous water bodies on both sides along NH-48. Balancing
structures in the form of RCC Hume pipe culverts, RCC Box culvert have been
provided to prevent the stagnation of water on the u/s side of the flow. These
structures are of different configuration and size. The inspection of the structures from
hydraulic considerations revealed that in case of RCC Hume Pipe culverts the flow
has been full during the peak season with a certain head generated on the u/s side,
which was also further confirmed from local inquiries. There are 50 No’s of
Balancing culvert out of 78 No cross drainage structure includes Major Bridge, Minor
Bridge, Box culvert and Pipe culverts.

Hydrological Design Methodology

In addition to the information obtained by personal inspection of an existing structure
the design data described in the paragraphs have been collected. For the existing
major, minor bridges, Box culvert & Pipe Culvert for defined Nala/Stream the
Topographic maps obtained from Survey of India are used for the Hydrological
Calculations.

Survey of India Topographic maps such as E43T14, E43T15, E43T16, E43U2,

E43U3, E43U4 & D43B13 covering the catchment areas of Major Bridge, Minor
Bridge crossing Major River such as Ghataprabha River, Hriyankeshi River and also
Main tributaries of the rivers are obtained from Survey of India (SOI), on 1:50,000
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scales, are used for the hydrological study for ascertaining the Peak discharges for
different return periods.

Point Value of Rainfall for different Return Period such as 25 Yr, 50 Yr & 100 Yr for
24 Hr duration are extracted from the Atlas of Statewise Generalised Isopluvial
(Return Period) Maps of Southern Peninsula (Part-I) published by Indian
Meteorological Department as per IRC:SP:42-2014.

Rainfall (Mm) Data As Per Isopluvial Map - IMD - Delhi For Belgaum –
Sankeshwar Bypass Project
Reach Rainfall (mm) – 24 Hr Duration
Sl No
From to 25 yr RP 50 yr RP 100 yr RP
1 515 519 190 200 230
2 519 522 180 190 220
3 522 527 170 180 210
4 527 555 160 180 200
Further, Conversion of point rainfall to shorter duration is done by applying
conversion factors as per Flood estimation Report based on projects located in
Subzone to obtain the intensity of rainfall for desired shorter durations. Belgaum -
Sankeshwar Bypass (upto End of Bypass towards Kagal) from Km 515.000 to Km
555.000 comes under the Krishna Basin Hence Flood Estimation Report for Krishna
and Pennar Sub Zone-3h shall be referred.

Based on porosity of the soil, area, shape and size of the catchment, vegetation cover,
surface storage viz. existence of lakes and marshes, and initial state of wetness of the
soil. Catchments vary so much with regard to these characteristics co-efficient is
choose from the Table 4.1 of IRC: SP: 13:2014

The longitudinal section is extending upstream and downstream of the Cross Drainage
location for the distances indicated in Table 3.1 of IRC: SP: 13:2014 is done and using
Equivalent slope method the slope of stream/Nala is ascertained.

For the calculation of discharge of the stream by the Area-Velocity method,

topographical survey including leveling surveys have been carried out across and
along the water courses to determine the cross-section and the slope. A number of
cross-sections have been taken at regular intervals on both upstream and downstream
side of the structure, including one at the proposed location of the structure in
accordance with IRC specifications.

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Peak discharge for different return period:
Based on Catchment area at the structure location calculation of peak discharge are as
follows:

If the Catchment area is less than 25 SqKm: Two Rational Methods are as follows

1) Rational Method : Q = 0.028 x P x f x A x Ic

As per IRC: SP: 13, clause 4.7.9

Where:
P = Co-efficient of run-off for the catchment characteristics (Table-4.1, IRC- SP-13-
2014)
f = Fig 4.2 – f-curve value
A = Catchment Area in Ha
Ic = Critical intensity of rainfall (cm/hr)
2) Improved Rational Method : Q = 0.278 x C x I x A – as per
(Bridges & Flood Wing Report No RBF-16 - RDSO)

C = Runoff Co-effeicient
I = Intensity of Rainfall in tc hours
A = Catchment Area in Sq.Km.
Runoff coefficient is based on soil type of catchment area, Time of concentration

Fixing Design Discharge is done based on IRC: SP: 13, clause 6.2, as per
recommended rule the estimated Flood discharges values obtained are compared. The
highest of these values is adopted as the design discharge Q, provided it does not
exceed the next highest discharge by more than 50 per cent. If it does, restrict it to that
limit.

If the Catchment area is Greater than 25 Sq Km, Peak Discharge shall be calculated
based on Flood Estimation Reports in respect of total 21 climatic sub-zones
(Appendix -1(a) as per IRC: 5:2015) in the country have been prepared based on the
hydro-metrological data collected for selected catchments of area carrying 25 to 1500
Sq km and are available with the Director, Hydrology(small Catchments), Central
Water Commission. To obtain design flood of required Return period the effective
rainfall for design storm duration is applied to Unit Hydrograph of the Catchment.

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Procedure for computing design flood peak and design flood hydrograph for T- Year
return period by SUG approach as given below

1) Derive the Synethic Unit Hydrograph – Considering the hydro-

meteorologically homogeneity of sub zone, the relations are established
between Physiographic and unit hydrograph parameters are applicable for
derivation of 1-hr synthetic unitgraph for an ungauged catchment in the
subzone
a) Physiographic parameter of the ungauged catchment viz A, L, Lc & S are
determined from the catchment area plan.
b) Obtain Tp, Qp, W50, W75, WR50, WR 75 & Tb by substituting appropriate
basin/unit hydrograph parameters given in Flood estimation report.
c) Plot the Parameters of 1-Hr unitgraph and adjust the unitgraph through these
points. Sum of Discharge ordinates of Tr- hr unitgraph is obtained and compared
with the theoretical value found by using Equation Qi=[2.78xA]/tr
2) Design Storm Duration: The duration of storm, which causes maximum flow
in the river at the specified location, is called “Design Storm Duration”. It has
been studied that the critical storm duration which causes severe flood in small
& medium catchment as used in this subzone is equal to 1.1xtp. The flood
peaks of 25 Yr, 50 Yr & 100 Yr RP. It is recommended to adopt the value of
Design storm duration (Td) as 1.1 x tp.
3) Design storm Rainfall-
a) Adopt suitable design storm duration i.e. 1.1 x tp
b) Obtain design storm rainfall and hourly areal rainfall units as section of 4.5 of
Flood Estimation Report
c) Adopt Design loss as recommended is average loss is 1mm/hr.
d) Obtain hourly effective rainfall increments by subtracting the design loss rate.
4) Design Flood Peak
a) Arrange 1 hr effective areal rainfall against 1 hr U.G ordinates such that the
maximum value of effective rainfalls against the max ordinate of U.G, the next
lower value of effective rainfall against the next lower U.G ordinate and so on up
to Td hour duration
b) Obtain the base flow for the catchment area under study is average baseflow is
0.05 cumecs/Sqkm .

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c) Obtain total surface runoff by summing the product of unit hydrograph ordinates
and effective rainfall consecutively.
d) Obtain the total flow by adding the base flow to the computed total surface runoff
in step (c) ABOVE. This will give the peak value of the flood.
5) Design Flood hydrograph.- For the computation of design flood hydrograph,
carry out steps from 1 to 3 and in addition, carry out the following steps
b) Reverse the sequence of effective rainfall units obtained in step (4) to get the
critical sequence of the effective rainfall units.
c) Multiply the first 1 hr effective rainfall with the ordinate of U.G to get the
corresponding direct runoff ordinates. Likewise, repeat the procedure with all the
hourly effective rainfall values giving a lag of 1-hr each time to successive direct
runoff ordinate.
d) Add the direct runoff ordinates at 1-Hr interval horizontally to get total direct
runoff hydrograph.
e) Add the base flow as step-4 to each direct runoff ordinates at 1-hr interval in above
step to get the Flood hydrograph of respective Return period.

7.12 Geotechnical Investigation

Geotechnical Investigations and Sub soil Explorations were carried out to determine
the nature and properties of existing strata in bed, banks and approaches with trial pits
and bore hole sections showing the levels, nature and properties of various strata to a
sufficient depth below the level suitable for foundations, safe intensity of pressure on
the foundation strata, proneness of site to artesian conditions, seismic disturbance and
other engineering properties of soil etc. Geotechnical investigation and Sub-soil
Exploration were carried out as per IRC 78. The detailed geotechnical investigations
for structures are submitted separately.

7.13 Soil and Material Investigation

7.13.1 Field Investigation – Sampling and Testing

Field tests were conducted and also samples of soil / construction materials were
collected from proposed bypass alignment, stone metal / sand quarries. Table 7.10
presents the sampling criteria, tests and testing procedures adopted for various field
and laboratory tests.

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Table 7-10 : Sampling and Testing Criteria

Testing Criteria
Sl. Type of Soil
Sampling Criteria Standard Code
No. Sample Description of Test
Applicable
Existing Subgrade and Pavement Materials
In-situ Density IS 2720 (Pat- 29)
In-situ Moisture
IS 2720 (Pat- 2)
Content
Minimum of one Dynamic Cone TRRL (U.K.) vide
subgrade soil samples Penetration Test Road Note No. 31
Subgrade strength were obtained for every Soil Classification IS 1498
i) Sieve Analysis IS 2720 (Pat – 4)
test pits 1.0km (or) less along the
project road. Atterberg Limits IS 2720 (Pat – 5)
Laboratory
IS 2720 (Pat – 8)
Compaction Test
4-day soaked CBR IS 2720(Pat – 16)
Free swell Index IS : 2720 (Pat-40)
Soil Classification IS 1498
Minimum of one toe Sieve Analysis IS 2720 (Pat – 4)
samples was tested for
Atterberg Limits IS 2720 (Pat – 5)
Toe samples in every 1.0km (or) less
ii) Laboratory
widening area along the project road in IS 2720 (Pat – 8)
widening area. Compaction Test
4-day soaked CBR IS 2720(Pat – 16)
Free swell Index IS : 2720 (Pat-40)
Materials Investigation
Soil Classification IS 1498
Representative samples Sieve Analysis IS 2720 (Pat – 4)
of borrow area soils were Atterberg Limits IS 2720 (Pat – 5)
ii) Borrow Area Soil
taken for construction of Laboratory
embankment/ subgrade IS 2720 (Pat – 8)
Compaction Test
4-day soaked CBR IS 2720(Pat – 16)
7.14 Material Investigation

7.14.1 General

The material investigation for road construction has been carried out to identify the
potential sources of construction materials and to assess their general availability,
mechanical properties and quantities. This is one of the most important factors for
stable, economic and successful implementation of the road program within the
stipulated time. For improvement work as well as for new carriageway / bypass the
list of materials includes the following:

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 Granular material for lower sub-base works

 Crushed stone aggregates for upper sub-base, base, surfacing and cement
concrete works
 Sand for filter material and cement, concrete works, sub-base and filling material
 Borrow material for embankment, sub-grade and filling
 Manufactured material like cement, steel, bitumen, geo-textiles etc. for other
related works.

7.14.2 Objectives and Information Sources

The information on material sources was carried out with the following basic
objectives.

 Source location, indicating places, chainage, availability and the status whether
in operation or new source.
 Access to source, indicating the direction and nature of the access road i.e. left /
right of project road, approximate lead distance from the gravity centre and
type of access road.
 Ownership of land / quarries, either government or private.
 Test results, indicating the quality of materials along with their classification in
details.
 Probable uses indicating the likely use of materials at various stages of
construction work i.e. fill materials, sub-grade, sub-base, base and wearing
course and cross drainage structures.
 During the process of investigation, due consideration has been given to the
locally available materials for reducing the cost of construction. The samples
from various identified sources have been collected for laboratory testing as per
IRC / MoRT&H / BIS standards.

7.14.3 Material for Embankment and Sub grade

Potential sources of earth for the construction of embankment and sub-grade (for
Reconstruction / New Carriageway) were identified on either side of project road. The
details of all the borrow areas investigated with their respective locations,
corresponding chainage, description of material and approximate quantities are for
barrow material and stone aggregates are given in Appendix 7.10 Volume IA:
Appendix to Main Report and the required laboratory testing was conducted as listed
in Table 7.10. The test results are presented in Table 7.11 below;

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Table 7-11 : Summary of Borrow Area Test Results

Gradation:
Percent by weight Modified Proctor
Soil Atterberg Limits
passing through Clay & Test (IS:2720-Pt- 4-Days Free
Side Classifi [IS :2720-Pt-V]
Borrow Lead the Sieve (IS:2720- silt VIII) Soaked Swell
S:No Location (LHS cation IV)
Area (Km) content CBR Index
/RHS) as per
% Liquid Plastic Max. dry (%) (%)
IS: 1498 19.0 4.75 Plasticity OMC
Limit Limit density
mm mm Index (PI) (%)
(LL) % (PL) % (gm/cc)
1 BA-1 517+600 LHS 0.500 SM 100.0 96.6 45.5 31 23 8 1.91 10.8 10.30 15.0

2 BA-2 517+600 LHS 2.700 CI 99.0 95.3 77.4 48 21 27 1.79 14.8 4.50 50.0

3 BA-3 519+000 RHS 0.100 SC 100.0 97.6 44.3 38 22 16 1.89 13.7 8.90 33.3

4 BA-4 519+600 LHS 4.200 SM-SC 92.5 63.7 28.4 31 24 7 1.98 9.8 12.70 11.1

5 BA-5 524+000 LHS 0.400 SM 88.5 76.7 14.9 22 NP NP 2.12 8.7 17.90 0.0

6 BA-6 527+400 LHS 9.300 SM 100.0 85.0 40.9 34 24 10 1.94 12.7 10.10 20.0

7 BA-7 527+400 LHS 1.000 SM 95.5 54.3 19.6 22 NP NP 2.09 8.9 17.30 0.0

8 BA-8 527+400 LHS 10.700 SM 81.7 51.8 20.3 21 NP NP 2.04 8.8 18.40 0.0

9 BA-9 535+000 LHS 4.000 SM 93.2 67.9 42.2 37 26 11 1.94 12.8 10.90 25.0

10 BA-10 538+000 LHS 12.000 CI 95.6 88.5 70.7 46 23 23 1.76 14.2 5.30 40.0

11 BA-11 538+000 LHS 12.000 SM 90.4 60.6 35.6 33 24 9 1.98 12.1 11.40 22.2

12 BA-12 547+340 RHS 4.500 CI 98.7 73.7 58.2 42 24 18 1.88 14.6 6.80 40.0

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Observations and Conclusions

All Borrow area soils are meeting all the requirements to use the soil for sub-grade construction and all the values are within the acceptable
limit as per MORTH Specifications.

However, all the borrow area soils are recommended for embankment construction and all will be used for subgrade construction. Hence, it
is recommended and considered to use 10% effective subgrade CBR in pavement design.

7.14.4 Coarse aggregates (stone)

The availability and quality of material as coarse and fine aggregate was explored and samples are taken from some of the quarries where
large quantities were available. The details are given in Appendix 7.10 Volume IA: Appendix to Main Report and the test results are given
in Table 7.12. The physical requirement of coarse aggregate in road construction is listed in Table 7.13 for all pavement layers as per
MORTH 5th revision.

Table 7-12: Test Results Summary of Coarse Aggregates (Stone)

Aggregate
Water
Type of Specific Impact L.A.V Stripping
S:No Source Lattitude Longitude Absorption
Material Gravity Value (%) Value
(%)
(%)
40 MM 2.731 0.55
Shiva Shakthi
20 MM 2.681 0.45
1 Stone Crusher 74°28'23.13"E 13.31 16.83 > 95
15°54'57.99"N 10 MM 2.693 0.42
(515+100 LHS)
6 MM 2.713 0.57
40 MM 2.731 0.56
Surya Stone
20 MM 2.690 0.65
2 Crusher 16°9'13.41"N 74°29'26.23"E 13.45 18.34 > 95
10 MM 2.682 0.60
(540+600 LHS)
6 MM 2.685 0.78

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Aggregate
Water
Type of Specific Impact L.A.V Stripping
S:No Source Lattitude Longitude Absorption
Material Gravity Value (%) Value
(%)
(%)
Mahalakshmi 20 MM 2.726 0.73
3 Stone Crusher 74°22'3.71"E 10 MM 2.701 0.88 13.60 18.75 > 95
16°10'23.63"N
(552+890 LHS) 6 MM 2.673 0.93
Table 7-13 : MORTH 5th Revision Specifications for Coarse Aggregate in road construction

Pavement Layer
S. No. Test
GSB WMM BM DBM BC
1 Water Absorption 2% (Max)* 2% (Max) 2% (Max) 2% (Max) 2% (Max)
Los Angeles Abrasion
2 - 40% (max) 40% (max) 35% (max) 30% (max)
Value
Aggregate Impact
3 40% (max) 30% (max) 30% (max) 27% (max) 24% (max)
Value
4 Striping/ Coating - - 95% (min.) 95% (min.) 95% (min.)
*If Water absorption value is more than 2, the aggregate is to be tested for soundness test

Observations and Conclusions:

Aggregate Impact Value (AIV), Los Angeles Abrasion Value (LAV) are within in the MoRTH Specifications to be used in granular layers
as well as Bituminous Layers.

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7.14.5 Fine Aggregate (Sand) Materials

The bed of the following river flowing in the vicinity of the project road is the only potential source for good quality coarse sand in
sufficient quantities. Two M sand sample was collected and the required laboratory tests were conducted on the collected sample. Summary
of the test results are presented in Table 7.14

Table 7-14: Test Results Summary of Fine Aggregates (Sand)

Sieve Analysis Material

Type
(% Passing by Weight) finer than Fineness Specific
S:No Source/Location of Zone
4.75 2.36 1.18 0.600 0.300 0.15 75 microns Modulus Gravity
sample
mm mm mm mm mm mm (%)
Mahalakshmi Stone
SQ-1 Crusher (552+890 M.Sand 100.0 92.2 62.7 46.3 27.3 8.9 4.6 2.63 Zone-II 2.46
LHS)
VPN Crusher Not
SQ-2 M.Sand 100.0 82.7 53.1 35.8 20.0 9.8 2.8 2.99 2.31
(589+000 LHS) Confirming
Specification Limit for Zone I 90-100 60-95 30-70 15-34 5-20 0-10 3 2-3.5 -
Specification Limit for Zone II 90-100 75-100 55-90 35-59 8-30 0-10 3 2-.35 -
75-
Specification Limit for Zone III 90-100 85-100 60-79 12-40 0-10 3 2-3.5 -
100

Observations and Conclusions:

The Mahalakshmi Stone Crusher sand is conforming to Zone II. Hence, it is used for any construction purposes.

The sand is from dust, lumps, soft or flaky material.

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7.14.6 Water

Along the project corridor 10 Borewell, 2 canal, 4 River samples were collected and the required Laboratory tests were conducted for the
Eight samples listed below in Table 7.15, to know the compatability of water used in site.

Table 7-15 : Test Results Summary of Water

MI of 0.02 N MI of 0.02N
Total
NaOH required to H2S04 required to Sulphat Chlorid
PH Organic Inorganic Suspende
S:N Chainage Lead neutralize 100ml neutralize 100ml es as es as
Side Source @25° Solids(mg Solids(mg d
o (Km) (km) water using of water using S03(mg/ CL(mg/
C /L) /L) Solids(mg
Phenolphthalein mixed L) L)
/L)
indicator(mL) indicator(mL)
1 524+000 RHS Bore Well 0.300 6.98 6.5 15 180 340 83.7 90 <1
Ghata Prabha
2 529+000 LHS 0.000 6.78 2.1 2.6 26 52 5.6 15 12.6
River
Hirenkesh
3 544+900 LHS 0.000 7.64 4.3 23.5 252 488 125 110 14.4
River
4 550+900 LHS Bore Well 0.000 7.6 5.3 29.5 233 461 42.3 105 4.6

2000 500
Limiting Values as per IS:456 5.0-6.0 <5 <25.0 max 200 max 3000 max 2000 max
max max

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7.14.7 Availability of Bitumen, Steel, Cement and other Materials

Bitumen is available at Mangalore Refinery and Petrochemicals Limited

Mangalore, Karnataka and which around 456 km and HPCL Mumbai Refinery
Mumbai which around 413 km from the project road.

The steel to be used as reinforcement for cross drainage structures shall be of

Deformed Steel Bars conforming to IS 1786.

The cement of various types like Ordinary Portland Cement - 43 Grade, 53 Grade and
Pozzolana Cement is required for the construction. The steel and Cement are available
at Major towns along the project road stretch.

The Fly ash is available at Kudgi Super Thermal Power Station, Karnataka. As per
guidelines, fly ash may be considered for embankments construction and other filling
if the thermal power plants are within 180 km from the site. In this case, as being an
uneconomical operation possibility of using fly ash is discarded.

7.14.8 Lead Chart

Following Figure shows the lead chart for the Borrow Area, Aggregate Quarry and
Sand Quarry of the Project Stretch. The source of material and lead chart for the
Borrow Area, Aggregate Quarry and Sand Quarry of the Project Stretch is given
below Figure 7.31 to Figure 7.34 and the Brief of lead of all materials is given in
Table 7.16.

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Figure 7-31: Lead of Aggregates & Crushed Sand

As the Crushers from sl. 6 to 11 are near to the project site, the same have been
considered for lead analysis.

Figure 7-32: Lead of Embankment Gravel

As the Borrow areas from sl. 1 to 9 are near to the project site, the same have been
considered for lead analysis

Figure 7-33: Lead of Bitumen

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For sourcing of Bitumen, the Mangalore refinery is at 456 Km and the Mumbai
Refinery is at 467Km. As the lead is less from Mangalore, the same is considered in
rate analysis.

Figure 7-34: Lead of fly ash lead

Thermal power plants in 300km range. As per the circular, the initial 100km lead cost
has to be borne by the thermal plant and the rest of the lead cost from 101 to 300 shall
be shared equally between plant and the user. Hence, the effective lead is 77/2 = 38.5
KM. The following are the leads considered for various items listed across this project
road of Belgaum to Sankeshwar Bypass Section.

Table 7-16 : Brief of lead of all materials

Avg. Lead
Sl. No. Description
(in Km)
1 Aggregates & Crushed Sand 25
2 Embankment Gravel 22
3 Bitumen 456
4 Flyash 38.5

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7.15 Road Safety Audit

Road Safety Audit (RSA) of the project stretch Belgaum to Sankeshwar Bypass from
Ch 515.000 to Ch 555.017 of total length 40.017 km was carried out along the project
stretch in order to assess the current situation and to suggest improvement measure.

This chapter covers the following issues:-

 Identifying issues related to Road Safety along the Project Stretch.

 Improvement Proposals for these identified issues/locations along the Project
Stretch.

The first task was to collect and review the available historical data for the accidents
that have occurred in the highway stretch since the commencement of its operation.
The analysis of accident data can help to identify patterns that could be linked to
safety deficiencies on the road. The accident data for the Project Stretch is given in the
next table 7.17 and the graphical representation is given in Figure 7.35

Table 7-17 : Accident Data along Project Stretch (Source: PIU, Dharwad,NHAI)

SI. Accidents (In No.) Fatal Accidents (In No.)

Month
No. 2018 2019 2020 2018 2019 2020
1 January 6 1 8 3 0 1
2 February 7 1 13 0 0 0
3 March 7 5 5 3 1 2
4 April 5 13 2 0 0 0
5 May 9 6 4 3 1 2
6 June 7 9 9 0 4 1
7 July 5 7 3 1 2 0
8 August 8 6 10 4 0 0
9 September 4 7 2 0 1 0
10 October 4 12 11 1 4 3
11 November 10 12 17 1 2 1
12 December 4 9 15 0 1 3
Total 76 88 99 16 16 13

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Figure 7-35: Monthly Accident Data along Project Stretch Belgaum-Kagal of

NH-48

The following are the observations from accident data analysis:-

 The accidents are high in year 2020 compared to previous years.
 Fatalities and injuries have shown a decreasing trend.
 November recorded the highest number of average accidents in the year.

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As a result of the Road Safety Audit the following safety concerns were identified:

 Safety Issues on Junctions along the Project Stretch

 Deficiencies In Safety Barriers
 Unauthorized U-Turn – Median opening
 Unauthorized Ramp access to the main carriageway
 Improper Pedestrian Crossing along the Project Stretch
 Improper Signage & Entry Boards by the local vendors
 Provision of Service Roads
 Provision of ATMS along the Project Stretch
The kilometric chainages that are showed in the following section correspond to those
estimated and showed in the drawings/strip charts prepared after a LiDAR survey of
the stretch. For a reference between these kilometric chainages and the existing
kilometric stones on site

7.16 Major Safety Issues and Improvement Strategies

7.16.1 Safety Issues on Minor, Major Junctions and Along Project Stretch

There are a total 16 Minor junctions (ODR/VR and Other roads in built up areas) and
19 major junctions (including 7 SH/NH) on this highway project (Belgaum - Kagal
road) which needs to be improved, these can be classified as T- junctions, Y-
junctions and Cross junctions.

Majority of minor junctions along the Project Stretch are connecting abruptly with the
main carriageway. In addition there are mud and asphalt roads with road width less
than 5.5. The major issues observed at junctions and all along the road are as below:

 Minor junctions meeting main carriageway at steep gradient leaving no leveled

space for vehicles waiting at junction, resulting in improper visibility at
junction.

 Improper acceleration and deceleration lanes for traffic merging from minor
road and traffic diverging to minor road respectively.

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 Improper visibility of approaching minor junction for main carriageway traffic
and vice a versa. As per the junction visibility requirement, visibility triangle at
the junctions should be kept free from any obstructions blocking visibility.

 Road studs are absent making difficult to follow the path at night.

 Rumble strips on side road are not provided before the junction so as to slow
down the speed of vehicles approaching the junction.

 Inadequate space and radius at the junctions for traffic movements.

 Inadequate lighting condition at crossings which makes the visibility at night

very difficult.

 Channelizing islands are absent to separate different traffic directions.

 Due to commercial development along the project road such as fuel stations and
Dhabas it is observed that there are an unauthorized direct entry from the
commercial places. Hence all unauthorized entries have to be avoided by
providing service roads along the road based on the requirement as per site.

 In addition to the above points it is also observed that pedestrian movements

also observed at many locations along the project road.

Some of the photographs of Safety issues on Major and Minor junctions along ethe
project road are given below.

Chaianage – 515.070 (LHS) Chaianage – 516.470 (LHS)

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Chainage – 530.600 Chainage – 531.950 (RHS)

7.16.2 Existing and Improvement Strategies

The following are the points noted for the project stretch in the point of safety along
the project road which requires improvement for safe movement of traffic. The
Existing and Improvement Strategies are given in Table 7.18

Table 7-18 : Existing and Improvement Strategies

Chainage
S.No Side Existing site situation Improvement Strategies
(km)
Un authorized direct entry to Main Carriage
Need to be closed, and access through
1 515.070 LHS Way (MCW) on LHS cross road leads to
service roads only
Devagiri village.
Un authorizes access to Dhaba from Service Need to be closed, and access through
2 516.470 LHS
Road (SR) to MCW service roads only
Need to be closed, and access through
3 516.730 LHS Direct entry from Truck Parking to MCW
service roads only
Need to be closed, and access through
4 517.200 RHS Direct access from Fuel station to MCW
Service road only
Short connectivity to MCW from SR to Need to be closed, and access through
5 618.640 LHS
avoid travel distance. Service road only
Direct Entry from Bootharamana hatti to Junction needs to be developed as a minor
6 219.400 LHS
MCW junction with all safety measures considered
Un authorizes access from Godihalli village Junction needs to be developed as a minor
7 520.960 LHS
to MCW. junction with all safety measures considered.
Un authorizes access/opening from Un authorized access needs to be closed.
8 522.500 RHS
Hallbhavi village to MCW. Entry to the MCW through service road only
Need to be closed, and access through
9 522.570 LHS Direct access from Fuel station to MCW
service roads only
Direct access from IOCL Fuel station to Need to be closed, and access through
10 522.930 RHS
MCW service roads only
There is no service road in present condition.
11 524.100 Both Direct Entry from Vantamuri to MCW
Proper Junction development is required.
Direct Entry from Vantamuri agricultural Access from the adjacent agricultural land to
12 524.380 RHS
area by field kart track be validated.
Junction shall be developed as a minor
13 530.600 LHS Direct entry from Benakoli village to MCW junction with proposed service road. Direct
entry to the MCW has to be terminated.
Access needs to be closed and access
14 531.950 Both Short cut connectivity from SR to MCW
through Service road.
Un authorizes access to Dhaba from Service Need to be closed, and access through
15 533.300 LHS
Road (SR) to MCW service roads only

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16 535.000 Staggered Lack of signage maintenance and Proper Sign boards needs to be installed.
Lack of Signages and informatory sign
Proper Sign boards needs to be installed, and
17 535.900 Cross boards and no reserve lane for U-Turn
storage lanes to be made.
traffic for both direction traffic
Need to be closed, and access through
18 536.280 LHS Direct entry from Hattargi village to MCW
service roads only
Direct entry from adjacent Need to be closed, and access through
19 537.900 LHS
commercial/industrial area to MCW service roads only
Lack of Signages and informatory sign
20 538.280 RHS Proper Sign boards needs to be installed.
boards
Direct entry from commercial Weighing Need to be closed, and access through
21 538.640 LHS
Bridge to MCW service roads only
Need to be closed, and access through
22 539.000 LHS Direct access from Fuel station to MCW
service roads only
Access needs to be closed and access
23 540.000 LHS Short cut connectivity from SR to MCW
through Service road.
Direct entry from adjacent Need to be closed, and access through
24 541.740 LHS
commercial/industrial area to MCW service roads only
Access needs to be closed and access
25 542.700 RHS Short cut connectivity from SR to MCW
through Service road.
Need to be closed, and access through
26 543.040 LHS Direct entry from Storage yard to MCW
service roads only
27 544.170 Staggered Lack of signage maintenance and Proper Sign boards needs to be installed.
Lack of Signages and informatory sign
Proper Sign boards needs to be installed, and
28 545.850 Cross boards and no reserve lane for U-Turn
storage lanes to be made.
traffic for both direction traffic

From the above photographs it is clear that:

 There are no Informatory sign boards of access roads meeting the Project
Stretch.
 No provision for acceleration and deceleration lanes for merging and diverging
traffic from minor road.
 Poor/ Improper visibility at junction due to steep gradient.
It is suggested that apart from desired geometric improvements, following provisions
shall be provided at minor junctions for safety of road users:

 Stop and Give Way signs, as per IRC 67: 2012 as per Figure 6.2.
 Cautionary sign boards for identification of access roads, as per IRC 67: 2012 as
per Figure 6.3.
 Speed Breakers on cross roads as per IRC84: 2014 as per Figure 6. 4.
 Proper Road Markings for turning Traffic, as per IRC 35: 1997 as per Figure 6
.5.
 Provision of acceleration and deceleration lane.
 Availability of visibility tunnel as per Figure 6. 6.
In addition to above design standards, relevant marking and sign board shall be
provided for the speed breakers, as per IRC: 35 and IRC: 67 respectively.

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7.16.3 Deficiencies in Safety Barriers

Safety barrier are available at many places in good condition. During the visit it was
observed that at some location due to accidents and unauthorized access to main
highway the existing w-Meteal beam crash barrier are removed. The following are
the various type of deficiencies found along the project stretch.

 Safety Barriers along sharp curves: Safety barriers along sharp curves have
been found missing.
 Safety Barriers along high embankment sections: As per the site visit, high
embankments on stretch are present with no protection work done. So it is
recommended that safety barrier as per IRC: 119-2015 shall be provided at
these locations.
 Safety Barriers along built-up areas sections: As per the site visit, it observed
that built-up areas on stretch are present with no protection work done. So it is
recommended that safety barrier as per IRC: 87-2019 to be provided at these
locations.

Some of the Photographs related to deficiencies in safety barriers as observed

presently are as follows:

a. Missing of Safety Barrier at Sharp curves

b. Safety Barrier at High Embankments

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c. Safety Barrier at Built-up Sections

7.16.4 Curves Delineation

It was also observed that along the length of curve portion delineators/Sign board/ and
Chevron marking have not been properly provided. It is recommended that proper
sign marking shall be provided in accordance with IRC: 79-1981.

Some of the photographs related to visibility (as mentioned above) along curves as
observed are as follows:

CH - 548.200 CH - 553.100
The No Curve Delineators are observed at two places i.e. At Ch 548.200 and Ch.
553.100.

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7.16.5 U-Turn and Median Opening

Median Opening should generally be limited to intersections with public streets or

major generators of traffic and should not be accepted for individual business needs.
Their number should be kept to the minimum. During road safety audit improper u-
turn and median opening have been observed. Some of the Photographs showing
Improper Median Cuts and U-Turn provision made along the Project Stretch are
shown below.

Chainage – 535.900 Chainage - 538.300

The U-Turn provision without storage lane are observed at Ch.535.900, Ch.538.300
and Ch.545.100.

These type of Improper Median Cuts along the Project Stretch should be reconstructed
as per IRC:84 by reconstructing the median to ensure the safety of road users. If
necessary then proper median cuts should be provided as per IRC 84: 2014.

7.16.6 Unauthorized Ramps and Accesses

Number of unauthorized ramps was observed along the project stretch at places where
the majority of farmers access to their fields and un-paved road have been developed.
Most of the unauthorized ramps are leading towards agricultural fields, local
residences, roadside restaurants, etc.

Some of the Photographs showing Unauthorized Ramps are shown below.

STUP Consultants Pvt. Ltd., 210 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka
on Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

Chainage 520.960 Chainage 537.920

Chainage - 547.730

Chainage
Side Existing site situation
(km)
Un authorized direct entry to Main Carriage Way
515.070 LHS
(MCW) on LHS cross road leads to Devagiri village.
Un authorizes access to Dhaba from Service Road
516.470 LHS
(SR) to MCW
520.960 LHS Un authorizes access from Godihalli village to MCW.
Un authorizes access/opening from Hallbhavi village
522.500 RHS
to MCW.
Un authorizes access to Dhaba from Service Road
533.300 LHS
(SR) to MCW

7.16.7 Improper Pedestrian Crossings

It is observed that required pedestrian crossing facilities have not been provided and
in the absence of these, the local population devise their own unauthorized ways to
facilitate crossing the highways affecting the safety of road users and their own safety.

STUP Consultants Pvt. Ltd., 211 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka
on Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
Some of the Photographs showing lack of Pedestrian Crossing along the Project
Stretch are shown below:

Chainage – 536.000 Chainage – 546.050

7.17 Provision of Service Roads/Slip Lanes

Service road is necessary in built up area to segregate slow moving &fast moving
vehicle. It is also required to achieve the access to the highway. A service road with
properly designed entry and exit ramp from service road and from highway avoid
direct conflict of merging of traffic.

 Slow /local moving traffic creating hindrance to the free movement of vehicles.
 Substantial wrong side movement which can be dangerous on a highway stretch
with the vehicles coming at high speed.
 Substantial pedestrian movements.
 Unavailability of street lights creating these portions highly dangerous at night.
 Absence of Acceleration and deceleration.

STUP Consultants Pvt. Ltd., 212 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka
on Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
Chainage – 524.100 Chainage – 516.000

Chainage – 545.100 Chainage – 552.300

STUP Consultants Pvt. Ltd., 213 NHAI

 Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under Bharatmala Pariyojana (Package-I) Final Feasibility Report

7.18 Proposals of Grade separators

A detailed study and review of Black spots as per MoRT&H data list, Stakeholder Requirements and Road Connectivity have been
carried out for the long term and permanent solutions for the black spots and provision of suitable grade separators in the Project Road.
The details of black spots as per MoRT&H data list and its compliance are presented in the table below.

Table 7-19 : Details Of Black Spots As Per Mort&H Data List And Its Compliance
Chainage of

Whether 2/4/6 Lane Road ?

Blackspot on NH Network

Mode of Implement-ation

Implement-ation Stage of
GPS Coordinate taken at
As per MoRTH list NH No. Blackspot (500

under NHAI (Yes/No)

GPS Coordinates of
m)

of Project Road
this location

the Project
Blackspot
Compliance with
Project
Sl. Location proposal (being
Name of Name of PIU Road
No. Type planned) to eliminate

From
Sl. Jurisdictio the Name (Old NH

To
District the black spots
no. nal Police location No.)
Station /place

1 2a 2b 2c 2d 3 4 5 6 7 8 9 10 11 12 13 15
Belgaum -
4/6 Lane 15.96260
Maharashtr
Belgavi Dharw Straigth NH-48 carriagewa 9 BOT O&M Traffic calming
4 106 Kakati Honaga a Border 1.5 2 516.500 Yes
City ad road (Old NH-4) y 74.51355 (Annuity) Stage measures to be proposed
Road
(Divided) 0
Project

Belgaum - VUP is proposed at

4/6 Lane 15.98818
Junction Maharashtr 519.604 Rani
Belgavi Muktima Dharw NH-48 carriagewa 3 BOT O&M
16 540 Kakati with type a Border 6.5 7 517.650 Yes Chennamma Junction in
City th ad (Old NH-4) y 74.50695 (Annuity) Stage
(T) Road the 6 laning of project as
(Divided) 8
Project part of DPR

Belgaum - VUP Proposed in the 6

4/6 Lane 15.99765
Maharashtr laning of project as part
Belgavi Bhutram Dharw NH-48 carriagewa 3 BOT O&M
3 105 Kakati Horizont a Border 7.5 8 519.600 Yes of DPR at
City anahatti ad (Old NH-4) y 74.50952 (Annuity) Stage
al Curve Road Ranichennamma
(Divided) 1
Project University junction

STUP Consultants Pvt. Ltd., 214 NHAI

 Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under Bharatmala Pariyojana (Package-I) Final Feasibility Report
Chainage of

Whether 2/4/6 Lane Road ?

Blackspot on NH Network

Mode of Implement-ation

Implement-ation Stage of
GPS Coordinate taken at
As per MoRTH list NH No. Blackspot (500

under NHAI (Yes/No)

GPS Coordinates of
m)

of Project Road
this location

the Project
Blackspot
Compliance with
Project
Sl. Location proposal (being
Name of Name of PIU Road
No. Type planned) to eliminate

From
Sl. Jurisdictio the Name (Old NH

To
District the black spots
no. nal Police location No.)
Station /place

1 2a 2b 2c 2d 3 4 5 6 7 8 9 10 11 12 13 15

Existing bus stop located

Belgaum -
4/6 Lane 16.02023 @ 522+400, but existing
Maharashtr
Belgavi Dharw Straight NH-48 carriagewa 9 BOT O&M PUP available @
18 713 Kakati UKKAD a Border 10.5 11 522.500 Yes
City ad road (Old NH-4) y 74.52050 (Annuity) Stage 522+102. Bus Bay
Road
(Divided) 8 proposed at Ch: 522+210
Project
near PUP for crossing.
Belgaum -
Steep 4/6 Lane 16.02879
New Maharashtr Flattenning of gradient
Belgavi Dharw Gradient NH-48 carriagewa 3 BOT O&M
2 40 Kakati Vantamu a Border 21.5 22 524.000 Yes proposed in the 6 laning
City ad more (Old NH-4) y 74.53002 (Annuity) Stage
ri Road of project as part of DPR
than 4% (Divided) 9
Project
Belgaum - VUP Proposed at
4/6 Lane 16.05103
Katabali Maharashtr Sutagatti Cross road @
Dharw NH-48 carriagewa 527- 527- 5 BOT O&M
9 184 Belagavi YMD PS Cheak Horizont a Border 527.350 Yes Ch.527+485 (SH-141) in
ad (Old NH-4) y 600 800 74.51365 (Annuity) Stage
Post al Curve Road the 6 laning of project as
(Divided) 7
Project part of DPR
Belgaum -
4/6 Lane 16.08647
Maharashtr LVUP proposed at Ch:
Benkoli Dharw Straight NH-48 carriagewa 530- 530- 3 BOT O&M
5 143 Belagavi YMD PS a Border 530.200 Yes 531.878 in place of
Village ad road (Old NH-4) y 200 500 74.51794 (Annuity) Stage
Road existing PUP
(Divided) 4
Project
Belgaum -
4/6 Lane 16.10972
Maharashtr Proposed VOP at Ch:
Mangutti Dharw Straight NH-48 carriagewa 533- 533- 0 BOT O&M
12 243 Belagavi YMD PS a Border 533.550 Yes 534.401 can be used for
Cross ad road (Old NH-4) y 200 400 74.51831 (Annuity) Stage
Road crossing the road.
(Divided) 1
Project

STUP Consultants Pvt. Ltd., 215 NHAI

 Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under Bharatmala Pariyojana (Package-I) Final Feasibility Report
Chainage of

Whether 2/4/6 Lane Road ?

Blackspot on NH Network

Mode of Implement-ation

Implement-ation Stage of
GPS Coordinate taken at
As per MoRTH list NH No. Blackspot (500

under NHAI (Yes/No)

GPS Coordinates of
m)

of Project Road
this location

the Project
Blackspot
Compliance with
Project
Sl. Location proposal (being
Name of Name of PIU Road
No. Type planned) to eliminate

From
Sl. Jurisdictio the Name (Old NH

To
District the black spots
no. nal Police location No.)
Station /place

1 2a 2b 2c 2d 3 4 5 6 7 8 9 10 11 12 13 15

VOP Proposed at
Yamakanmarradi Road
Junction (at 535.891) in
Belgaum -
4/6 Lane 16.12611 the 6 laning of project as
Maharashtr
Dadaban Dharw Median NH-48 carriagewa 535- 535- 8 BOT O&M part of DPR and gradient
6 144 Belagavi YMD PS a Border 535.850 Yes
nti Cross ad Opening (Old NH-4) y 600 800 74.51707 (Annuity) Stage will reduce along main
Road
(Divided) 5 c/w and VOP also
Project
extended to cover Ch:
534.984 SH junction
also

VOP Proposed at
Yamakanmarradi Road
Junction (at 535.891) in
Belgaum -
4/6 Lane 16.12923 the 6 laning of project as
Hattarag Maharashtr
Dharw Up NH-48 carriagewa 536- 536- 2 BOT O&M part of DPR and gradient
1 37 Belagavi YMD PS i Bus a Border 536.750 Yes
ad Gradient (Old NH-4) y 550 750 74.51647 (Annuity) Stage will reduce along main
stop Road
(Divided) 9 c/w and VOP also
Project
extended to cover Ch:
534.984 SH junction
also.

Belgaum -
4/6 Lane 16.19899
Maharashtr LVUP Proposed at
Hebbal Dharw Median NH-48 carriagewa 4 BOT O&M
11 242 Belagavi Sankeshwar a Border 545m 850m 545.850 Yes 545.848 in the 6 laning
Cross ad Opening (Old NH-4) y 74.51757 (Annuity) Stage
Road of project as part of DPR
(Divided) 8
Project

STUP Consultants Pvt. Ltd., 216 NHAI

 Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under Bharatmala Pariyojana (Package-I) Final Feasibility Report
Chainage of

Whether 2/4/6 Lane Road ?

Blackspot on NH Network

Mode of Implement-ation

Implement-ation Stage of
GPS Coordinate taken at
As per MoRTH list NH No. Blackspot (500

under NHAI (Yes/No)

GPS Coordinates of
m)

of Project Road
this location

the Project
Blackspot
Compliance with
Project
Sl. Location proposal (being
Name of Name of PIU Road
No. Type planned) to eliminate

From
Sl. Jurisdictio the Name (Old NH

To
District the black spots
no. nal Police location No.)
Station /place

1 2a 2b 2c 2d 3 4 5 6 7 8 9 10 11 12 13 15

Belgaum - Chikkalgud Junction

4/6 Lane 16.19899
Maharashtr (Existing Median
Chikkalg Dharw Straight NH-48 carriagewa 548- 548- 4 BOT O&M
7 145 Belagavi YMD PS a Border 544.170 Yes Opening) - Proposed
ud Cross ad road (Old NH-4) y 200 400 74.51757 (Annuity) Stage
Road VUP @ 544+210
(Divided) 8
Project (Coordinates wrong)

Additional Black Spot Locations Identified From The Analysis Of Accident Data From 2018 To 2020
Chainage of

Whether 2/4/6 Lane Road?

Name of the location /place

No.
NH

Blackspot on NH Network

Compliance with proposal

Mode of Implement-ation

Implement-ation Stage of
Blackspot (500

eliminate the black spots

Name of Jurisdictional

under NHAI (Yes/No)

GPS Coordinates of
Project Road Name
m)

(being planned) to
of Project Road
Location Type
Police Station

the Project
Blackspot
GPS Coordinate
(Old NH No.)
Sl.

taken at this
PIU

District

location
No.

From

To
Existing Bridge on RHS
has only 2 lane without PS
and immediate bridge
Under Under approaches also in curve. 3
Belgaum - NH- 500 m 500 m
Finalization Finalization lane Elevated Road on
Maharashtra 48 4/6 Lane stretch is stretch is
by NHAI ( by NHAI ( RHS proposed apart from
19 Belagavi YMD PS Benkoli Village Dharwad Horizontal Border (Old carriageway 529.35 529.85 considered considered Yes
BOT or BOT or improved geometry of
Curve Road NH- (Divided) for for
InvIT InvIT existing road as per IRC
Project 4) analysis analysis
model) model) such as supereelvation,
transitions etc., in the 6
laning of project as part of
DPR. Existing 2 lane RHS

STUP Consultants Pvt. Ltd., 217 NHAI

 Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under Bharatmala Pariyojana (Package-I) Final Feasibility Report
Chainage of

Whether 2/4/6 Lane Road?

Name of the location /place

No.
NH

Blackspot on NH Network

Compliance with proposal

Mode of Implement-ation

Implement-ation Stage of
Blackspot (500

eliminate the black spots

Name of Jurisdictional

under NHAI (Yes/No)

GPS Coordinates of
Project Road Name
m)

(being planned) to
of Project Road
Location Type
Police Station

the Project
Blackspot
GPS Coordinate
(Old NH No.)
Sl.

taken at this
PIU
District

location
No.

From

To
bridge will act as a SR for
local traffic. Proper traffic
signage and pavement
markings will be proposed
to warn the traffic about
the bridge and curve by
providing delineators apart
from lighting.
Trumpet Interchange is
proposed at Ch. 538+287
(SH-78 crossing) in the 6
laning of project as part of
Belgaum - NH-
Toll DPR which will separate
Maharashtra 48 4/6 Lane
Hattargi Toll Plaza, the cross road traffic from
20 Belagavi YMD PS Dharwad Border (Old carriageway 537.75 538.25 Yes
plaza Median the main highway traffic
Road NH- (Divided)
Opening and median opening will
Project 4)
be closed. Proper traffic
signage and pavement
markings will be proposed
apart from lighting.
VUP Proposed @ 544+210
in Chikkalgud built up area
and approaches of VUP is
Belgaum - NH-
Major extending upto bridge
Maharashtra 48 4/6 Lane
Bridge, approaches of the Major
21 Belagavi YMD PS Chikkalgud Cross Dharwad Border (Old carriageway 544.5 545 Yes
Horizontal Bridge in the 6 laning of
Road NH- (Divided)
Curve project as part of DPR
Project 4)
which will segregate the
through traffic and local
traffic.

STUP Consultants Pvt. Ltd., 218 NHAI

 Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under Bharatmala Pariyojana (Package-I) Final Feasibility Report
Chainage of

Whether 2/4/6 Lane Road?

Name of the location /place

No.
NH

Blackspot on NH Network

Compliance with proposal

Mode of Implement-ation

Implement-ation Stage of
Blackspot (500

eliminate the black spots

Name of Jurisdictional

under NHAI (Yes/No)

GPS Coordinates of
Project Road Name
m)

(being planned) to
of Project Road
Location Type
Police Station

the Project
Blackspot
GPS Coordinate
(Old NH No.)
Sl.

taken at this
PIU
District

location
No.

From

To
There is a GS at the start of
Sankeshwar Bypass i.e
Belgaum - NH- 549+809. Service roads are
Maharashtra 48 4/6 Lane proposed to segregate the
Straight
22 Belagavi SANKESHWAR Gotur/Sankeshwar Dharwad Border (Old carriageway 548.8 549.3 Yes Local through traffic.
road
Road NH- (Divided) Entry and exit ramps are
Project 4) proposed for GS with
deceleration and
acceleration lanes

The details of review of stakeholder’s requirements and its compliance are presented in the table 7.20

Table 7-20 : Details Of review of stakeholder’s requirements and its compliance

Name of
Name of Compliance with proposal ( being planned) to
Sl. the Nearest Chainage
District Jurisdictional Reasons as per Stakeholders eliminate the black spots and Traffic Calming
No. location along NH-48
Police Station Measures
/place
As per Black Spot data and Local requirement
Belgavi Belagavi Bhutarama Existing VUP at Ch:515.575 or proposed VUP at Ch:
1 VUP in place of CWCT to be provided 517.730
City Commissioner nahatti 519+604 can be used for crossing.
Existing bus stop located @ 522+400, but existing
Belgavi Belagavi
2 Hallbhavi FOB/ additional underpass 522.400 PUP available @ 522+102. Bus Bay proposed at Ch:
City Commissioner
522+210 near PUP for crossing.
Project Highway being proposed as partial controlled
Belagavi New A subway/PUP at 524+000 to prevent access facility, no crossing will be permitted across 6
3 Belgavi 524.000
Commissioner Vantamuri villagers crossing NH to board / alight buses. lane highway. Nearest VUP at 523+702 shall be used
for crossing highway.

STUP Consultants Pvt. Ltd., 219 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under Bharatmala Pariyojana (Package-I) Final Feasibility Report
Name of
Name of Compliance with proposal ( being planned) to
Sl. the Nearest Chainage
District Jurisdictional Reasons as per Stakeholders eliminate the black spots and Traffic Calming
No. location along NH-48
Police Station Measures
/place
As per Black Spot data and Local requirement
Sutagatti Due to the curve 6 no's of fatal accident
4 Belgavi Yamakanmarradi 524.100 Traffic calming measures to be proposed
Cross occurred and informed to correct the curves

Accidents are occurring due to crossing of

Managutti Proposed VOP at Ch: 534+401 can be used for
5 Belgavi Yamakanmarradi Mangutti villagers directly on the highway 533.550
cross crossing the road.
and vehicles coming from Belagavi.
VOP Proposed at Yamakanmarradi Road Junction (at
Dadabanah 535+891) in the 6 laning of project as part of DPR and
6 Belgavi Yamakanmarradi atti Proposed for permanent underpass. 535.870 gradient will reduce along main c/w and VOP also
junction extended to cover Ch: 534+984 SH junction & Ch:
534+401 SEZ crossing also.
At this location there exists Bus Stand at one
side and Hattargi village on both the sides of
the highway, Public is standing on the MCW
Hattargi without going to the bus stand, which is
7 Belgavi Yamakanmarradi 536.805 Traffic calming measures to be proposed
Bus stand causing the accidents. In this regard, request
to the KSRTC depot manager to direct the
bus drivers for stopping the buses to the bus
stand
The accidents are occurring due to presence
Hidkal
of median opening at the Hidkal Dam cross Proposed Trumpet Interchange @ CH:538+287 near
8 Belgavi Yamakanmarradi Dam 538.280
and movement of Hidkal Dam vehicles on Hattargi Toll Plaza
Junction
the curve.
Accidents are occurring at this location due
U. to the Village abutting National Highway, Proposed as VUP in place of Existing CUP @
9 Belgavi Yamakanmarradi 540.662
Khanapur movement of passengers on the highway for 540+670
getting buses and trucks

STUP Consultants Pvt. Ltd., 220 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under Bharatmala Pariyojana (Package-I) Final Feasibility Report
Name of
Name of Compliance with proposal ( being planned) to
Sl. the Nearest Chainage
District Jurisdictional Reasons as per Stakeholders eliminate the black spots and Traffic Calming
No. location along NH-48
Police Station Measures
/place
As per Black Spot data and Local requirement

A big village (Hebbal) abutting highway and

median junction exists at this location. Due
to pedestrian movement on the highway
accidents are occurring. Requires permanent
Hebbal underpass at this location. Temporary safety
10 Belgavi Sankeshwar 545.835 LVUP is proposed at 548+848
Junction measures such as fencing, rumble strips, cat
eyes, blinkers & cautionary sign boards are
to be provided. Also speed breakers on both
sides of service road and connecting MCW
are to be provided.

Accidents are occurring at the point where

service road meets MCW due to non-
Heera
availability of lights. It is requested to
11 Belgavi Sankeshwar Sugar 549.790 Traffic calming measures to be proposed
provide lights, cautionary sign boards,
Cross
rumble strips, cat eyes, blinkers & humps on
service road connecting MCW

STUP Consultants Pvt. Ltd., 221 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka
on Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
As a part of 6 laning proposals, the following are considered while formulating the
proposals so as to improve the traffic safety apart from level of service:

1) Provision of grade separators to eliminate the black spots, accessibility and from
road connectivity considerations
2) Realignment at geometric deficient sections
3) Improving the geometry as per standards including super elevation, transition
curves etc.,
4) All the existing median opening shall be closed
5) Continuity 2 lane service road on either side of the Project Road or ensuring at
least one side service road in few major bridge locations except in Ghat sections
so as to segregate the local traffic from through traffic
6) 9 m/ 10m wide service roads in rural and built up areas respectively
7) Entry and exit ramps with properly designed acceleration and deceleration lanes
connecting highway with service roads
8) Provision of properly designed busbays, truck laybyes
9) Provision of Road furniture, lighting etc.,

The proposed grade separators is given in Chapter 10 and the Typical details of
proposed entry exit ramp busbay, truck laybye are given drawing volume separately:

7.19 Provision of ATMS

The following Specifications and Standards shall be applied in addition to ‘Manual on

Specifications and Standards for Highways’ published as IRC: SP: 99-2013 with all
amendments and additions till date. Provision of ATMS shall be comply policy
circular of NHAI 214/2016 on dated 15/09/2016.

The ATMS implementation shall cover design, supply, installation, commissioning

and operation and maintenance of Advanced Traffic Management Systems.

The system would include out-door equipment including emergency call boxes,
variable message sign systems, vehicle actuated speed system, meteorological data
system, close circuit TV camera (CCTV) system, traffic counting and classification
system, mobile radio communication system and transmission system. The indoor
equipment would comprise a large display board, central computer (with Network
Management System – NMS), CCTV monitor system, call centre system or

STUP Consultants Pvt. Ltd., 222 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka
on Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
management of emergency call boxes housed in a control centre with uninterrupted
power supply. The systems shall meet following objectives:

 Smooth and uninterrupted traffic flow

 Enhance road safety
 Real time information and guidance to users
 Emergency assistance round the clock
 Alerts for abnormal road and weather conditions
 Reduced journey time and inconvenience
The system configuration shall have the following sub-system:
 Mobile Communication system
 Variable Message Sign system
 Metrological Data system
 Automatic Traffic Counter cum Classifier system
 Video Surveillance system
 Video Incident Detection System (VIDS)
 Weigh-in-Motion system
 Network /Communication Infrastructure
 ATMS Control Centre
ATMS shall provide the following facilities to Highway users:

 Make emergency calls to Control Centre in case of accidents, breakdown, fire and
ambulance.

 Pre-warn the Highway users about unusual condition on the road.

ATMS shall provide the following information/data to traffic managers for efficient
and effective handling of traffic:

 Information regarding location of any incident, incoming calls, help required and
messages to be passed to third parties.

 Information regarding traffic congestion, speed and weather conditions. ATMS

shall provide the following controls to traffic managers:

 Change the variable message signs from the Control Centre.

STUP Consultants Pvt. Ltd., 223 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka
on Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
 Mobilize the movement of ambulances, cranes & patrolling vehicles.

ATMS shall provide online recording and reviewing of the voice & visual information
for record and analysis.

Value Added Systems in information dissemination to users of the Project may be

taken up in future. These shall include the following:

 Value Added Systems in the form of real time information on traffic conditions,
unusual events, congestion levels, weather conditions etc.; to facilitate project
users as also the operator.

 Through relevant websites including that for the Project SPV/Concessionaire.

 Subscription based alert systems.

 Dedicated TV channels pertaining to traffic movement.

 Tie ups with FM radio channels or creation of dedicated AM radio channel.

 Dedicated Toll Free Telephone Systems.

7.20 Variable Message Signs (VMS)

7.20.1 Purpose and General Information

Variable Massage Signs (VMSs) are to be installed for conveying the traffic
conditions ahead to the drivers on real time basis as well as to display messages to
support national road safety campaigns. It may also include the variable traffic speed
limit depending upon the requirements.

Variable message signs (VMSs) shall provide traveller information for warning,
regulating, routing, and managing the traffic in order to improve the overall traffic
flow. The philosophy is to inform the driver of impending conditions with up-to-date
information. The overall goal of VMS application is to provide permanently located
signs that can be programmed remotely to communicate with the drivers the necessary
information such that the driver can choose or be directed to the most appropriate
route. The VMSs shall be controlled from the main CCR. Based on requirement, the
VMS may be fixed or portable in nature. The VMS system isgiven in figure 7.36

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Figure 7-36: VMS System

7.20.2 Location

VMS shall be provided as per locations determined later. A general policy adopted for
locating VMSs is to provide VMS at an average interval of 10 km in each direction
(not necessarily on the same gantry) to guide and forewarn the users about the traffic
and weather conditions on the Highway.

The most critical locations for installing permanent VMSs are in advance of
interchanges or Highways where drivers can have the opportunity to take some action
in response to messages displayed on VMSs. A VMS should not compete with
existing roadway signs. Drivers generally do not anticipate using a different route
until they see and read a VMS message. Drivers who are traveling in the inside lanes
need ample time to read the message and change lanes to exit.

In general, a VMS should be permanently installed at the following locations:

 Upstream from major decision points (e.g., exit ramps, freeway-to-freeway

interchanges, or intersection of major routes that will allow drivers to take an
alternate route).

 Upstream of bottlenecks, if any

 Where regional information concerning weather conditions such as fog, wind, or

dust is essential.

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The portable VMS can be mounted at the back of the truck or similar vehicle. The
VMS sign mounted on truck could be powered by solar energy or battery.

The exact location shall be adjusted for the maximum utility to the users based on the
site conditions, however, only with the consent of the NHAI.

7.20.3 Automatic Traffic Counter-Cum Classifier (ATCC)

7.20.3.1 Purpose and General Information

This system shall be used for identifying and recording all types of vehicles on the
Highway for effective monitoring and data collection at Control Centre. The system
shall be capable of detecting and recording all types of vehicles plying on the
Highway.

Besides the above vehicle classes, the system shall be capable of classifying any other
vehicle category as per need. Vehicle classification should be user selectable based on
vehicle parameters. The system shall have interface with the ATMS software for
central monitoring.

7.20.3.2 Location

ATCC is proposed to be installed at suitable location. The final location may be

adjusted as per the site condition, only with the consent of the NHAI/Traffic and
Transportation expert.

The ATCC cabinet shall be installed in median or on the side of the highway at a
distance of 2 to 3 meters from the soft shoulder. The ATCC system is given below in
Figure 7.37

Figure 7-37: ATCC System

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7.20.4 Video Surveillance System (CCTV)

7.20.4.1 Purpose and General Information

The purpose of the Video surveillance system is to monitor specific areas of the
Highway remotely from the CCR by use of cameras installed at such critical
junctions. This shall help in managing incidents. The system shall also record and
store video for analysis and future reference.

The functional and technical requirement of the Closed Circuit Television (CCTV)
System to be used as a sub- system of ATMS Implementation shall include fixed
cameras and PTZ cameras.

7.20.4.2 Location

The system monitors vehicular and other road related activity along the highway
stretch. CCTV system is required to ensure effective surveillance of the target road
section and related surrounding areas and generate a tamperproof record for post event
analysis. The software supplied and installed at the ATMS Control Centre to operate
the CCTV systems shall be able to integrate with/Export data to and import data from
the ATMS unified database located in ATMS Control Centre.

7.20.5 Mobile Radio Communication System

7.20.5.1 Purpose and General Information

This Specification lays down the General, Functional and Technical requirements of
Mobile Radio Communication System (MRCS) to be used as a sub-system of the
Advanced Traffic Management System. All communication shall be to and from the
CCR. The frequency band of operation is envisaged to be in the VHF band.

Mobile sets shall be installed in patrol vehicles, cranes and ambulances and shall
communicate with CCR and also among them. The system shall use a pair of
frequencies to be allotted to the concessionaire with the approval of relevant
government bodies. Mobile Radio Communication system should be capable of
providing wireless communication between ATMS Control Centre and Vehicle
Mounted Units & Handheld units for Emergency response as well as routine
Operations & Maintenance activities for the Highway.

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7.20.5.2 Location

Mobile sets shall be installed in patrol vehicles, cranes and ambulances and shall
communicate with CCR and also among them.

7.20.6 Meteorological Data System (MET)

7.20.6.1 Purpose and General Information

The Meteorological Data System shall be capable of providing data regarding weather
including Air Pollution parameters, atmospheric temperature, humidity, visibility,
wind speed & direction. The information based on these data shall be made available
to the road users through VMS so that they are forewarned of the weather conditions
on the Highway. The Meteorological Data System shall consist of wind sensors for
monitoring wind speed and direction, visibility sensors for detection of visibility
changes resulting from fog or dust storm, atmospheric sensors to measure air
temperature and humidity and road condition sensor to read road surface temperature.

Air Quality Index (AQI): An Air Quality Index (AQI) has been developed by Central
Pollution Control Board based on the dose-response relationship of various pollutants.
This is called Indian AQI or IND-AQI (for India).

A minimum number of three pollutant parameters (Suspended Particulate Matter

(SPM), Sulphur Dioxide (SO2) and Nitrogen Dioxide (NO2) are essential to calculate
the AQI. Any additional information on other pollutants such as Repairable
Particulate Matter (RSPM or PM 10), Carbon Monoxide (CO) and Ozone (O3) are
included to calculate conclusive and complete value of AQI.

The developed index is classified in five categories: Good (0-100), Moderate (101-
200), Poor (201-300), Very poor (301-400) and severe (401-500).

The SPM, SO2 and NO2 shall be used and IND-AQI calculated.

The MET system is required to measure and acquire weather parameters likely to
affect safe travel on the highway and communicate it on-line to the ATMS Control
Centre for use in Traffic Management.

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7.20.6.2 Location

The Meteorological Data System shall be located at an interval of average 100km.

However, required adjustment in the locations can be made only with the consent of
the NHAI. The software supplied and installed at the ATMS Control Centre to operate
the MET system shall be able to integrate with/Export data to the ATMS unified
database located in ATMS Control Centre.

7.20.7 Video Incident Detection System (VIDS)

7.20.7.1 Purpose and General Information

The purpose of the VIDS is to sense, detect and record the incident. The system shall
be an intelligent image detection using camera. The VIDS shall have inbuilt
intelligence to ascertain when the image has meaningfully deviated from the standard
image originally recorded. A pilot run for VIDS is suggested before implementation.

The specification, functional and technical requirement of the CCTV based VIDS to
be used as a sub-system of ATMS implementation, for automatic detection of
incidents and generation of local visual alerts. It also includes the associated visual
alerts in the form of flashing lights which are connected to and activated by the VIDS.
The system offered shall have the capability to also operate inlow light conditions
normally experienced during night. In very poor visibility conditions such as during
winter fog/smog, the system shall detect the condition of poor visibility and generate
visual alerts. Further it shall raise an alarm if signal/image quality is too poor to
reliably process.

7.20.7.2 Location

VIDS is established at strategic locations. The software supplied and installed at the
ATMS Control Centre to operate the CCTV-based VIDS shall be able to integrate
with/Export data to and import data from the ATMS unified database located in
ATMS Control Centre.

7.20.8 OFC Backbone

7.20.8.1 Purpose and General Information

The purpose of the OFC backbone is to transport voice, data, LAN and video services
between the field equipment and CCR.

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As the transmission system would be used as a backbone network, the system shall
have following characteristics:

 High Availability
 High Reliability
 Dual ring configuration
 Easy to install and operate
 Scalability
 High degree of flexibility with respect to the types of interfaces
7.20.8.2 Location

OFC shall be laid all through the Highway. It may be laid on RHS or LHS of the main
carriageway or in the median. Lateral elements shall be connected on OFC or copper.

7.20.9 Network Management System (NMS)

7.20.9.1 Purpose and General Information

This system provides connectivity between ATMS Control Centre and outdoor
equipment such as Emergency Roadside Phones, Variable Message Signs, Mobile and
fixed CCTV cameras, Speed Displays, ATCC, Mobile Weigh in motion Stations, etc.

It also provides the external data connectivity required between the ATMS control
centre and the NHAI ATMS Cloud as well as between the ATMS control centre and
the NHAI ATMS Master & relevant Regional Control Centres.

The Fibre Optic Transmission System shall be equipped with a user friendly,
Microsoft, Windows-based Network Management System (NMS). The NMS shall
allow the operator to manage and monitor multiple sub-networks in an efficient way.

The NMS shall have the following functionality: network configuration, configuration
of services, monitoring, diagnostics, activation-deactivation of interface modules,
bandwidth allocation, alarms and event logging and graphical network representation.

The network management hardware shall consist of a Personal Computer, which at

the time of installation is the current industry standard. The NMS architecture shall be
based on Employer-server technology. It shall be possible to connect multiple active

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Employers to the NMS server allowing network management from multiple and/or
remote locations or by multiple users.

7.20.9.2 Location

Software at CCR.

7.20.10Weigh In Motion

7.20.10.1 Purpose and General Information

This specification lays down the general, functional and technical requirement of the
portable Weigh in Motion (WIM) System to be used as a sub-system of ATMS
implementation. The Weigh in Motion systems shall include the standard mounting
fixtures and the anchoring mechanism.

The system shall use portable weigh-pads to log, monitor and enforce vehicle load
criteria to prevent damage to road and bridge assets. There shall be a suitable camera
to capture the image of offending vehicle and its registration number so as to transfer
this image information along with the weight information to the enforcement agency.

7.20.10.2 Location

It shall be located near any Toll Plaza. Location shall be chosen to ensure trolleys and
other packing accessories of the WIM have a place to park and do not block or
obstruct any of the highway lanes.

Weigh pads shall be located on firm rigid surface to extend the life of the pads and to
ensure maximum measurement accuracy.

7.20.11Central Control Room (CCR)

7.20.11.1 Purpose and General Information

The purpose of the CCR is to monitor the Highway and to provide information to the
road user. The CCR also houses the central servers and data processing equipment.

The CCR shall provide the real-time information and assistance to the Highway users,
collect data for the use of Highway authorities and to monitor and control the Traffic
on the Highway as per the requirements.

The CCR shall be designed for round the clock operations of monitoring, on-line
information acquisition and processing the same for decision making. The CCR shall

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be the repository of all the data acquired from the field and their processing, storing,
and archiving. All the information for real time monitoring oh Highway shall be
generated at the CCR and the relevant information shall be disseminated to the users
through VMS, and to O&M teams through mobile radio.

ATMS Control Centre would be the facility from where all the activities of the ATMS
would be controlled. ATMS Control Centre would primarily comprise of the in-door
portion of CCTV, VMS, and other support systems. All the aforementioned
subsystems shall preferably reside in a dedicated permanent structure with adequate
floor area to house the required man power and equipment. Where ever such a
permanent floor/building/structure cannot be made available, the ATMS Control
Centre shall be housed in temporary portable cabins.

7.20.11.2 Location

There shall be one CCR located in any toll plaza. The CCR system ig given below in
figure no.7.38

Figure 7-38: CCR System Schema

7.21 Conclusions and Recommendations

ATMS system should be provided as per its requirement is shown below in the
following table 7.21 :

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Table 7-21 : ATM requirements

Item
S.No Unit Req.Qty Requirement
Description
Requirement:-ATCC shall be installed (i) before
Automatic the traffic diversion points where the traffic
Traffic Counter diverting from Project Stretch to other linked road
1 Nos. 2
and Classifier and (ii) 1 km ahead of the toll plaza Location:- at
(ATCC) toll plaza on the approach side (before or after
interval of 1 kms)
Requirement:-To monitor traffic conditions (Day
& Night) on the highway including junctions with
Video
considerable traffic, populated village town
2 Surveillance Nos. 28
sections / road junctions and vulnerable sections of
system
the highway. Range of 1 km on the highway (i.e. 1
km on either side).
Location:-Closed Circuit Television (CCTV)
System to be used as a sub-system of ATMS
Location of CCTV Cameras shall be within the
stretch as verified by NHAI. 1. Built up sections 2.
Major Junction 3. Toll Plaza 4.Major Bridges PTZ
camera of 33Xoptical zoom capacity Total 15.3 km
of Built up section, 1 camera for every two kms
Emergency call interval (8 nos. consider in built up areas and 12 for
3 Nos. 78
Boxes (ECB) major junction, 2 at Toll Plazas and 6 nos. at
approaches of Major bridge total 28 nos.
considered)
Requirement:-Zones experiencing telecom
blackspots along the Project Stretch shall be
provided with Emergency Road Side Telephone
(ERT). ERT shall be provided at every 2 km along
the Project Stretch.
Requirement:-Tower & base station shall be
installed for communication on whole Project
Stretch. Portable handheld wireless sets shall be
provided to relevant members of O&M team for
communication. Vehicle mounted communication
units shall be fitted on ambulances, RPV and other
Radio Mobile relevant O&M vehicles. Provision shall be there for
System (RMS) / all handheld and vehicle mounted units to
4 Mobile Nos. 2 communicate with base station at ATMS Control
Communication Centre as well as amongst them.
System
Location:-
1. Base station 1 nos.
2. Repeater station 1 nos.
3. VMR (Vehicle mounted Radio) 4 nos.
4. Handheld devices 12 nos.
Requirement:-VMS shall be provided at (i) major
Variable entries to Project Stretch, (ii) before major
5 Message Sign Nos. 12 junctions on the main carriageway that can lead to
(VMS) alternate routes to the highway, (iii) before each
large village or town on Project Stretch with

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Item
S.No Unit Req.Qty Requirement
Description
potential for traffic congestion. Minimum visible
distance of VMS shall be 250 m. Message
languages: Hindi, English and Local language
Location:-At Entry point and Exit point of
Highway.
Metrological
(Location can be finalized in consultation with IE
6 Data system Nos. 1
and NHAI at the time of execution)
(MET)
Requirement:-A single MET system shall be
installed at the ATMS Control Centre for Project
Stretch where the entire highway is located on a
similar terrain and with similar weather conditions.
More systems to be installed depending on the
Video Incident changing terrain and varying weather conditions.
7 Detection Nos. 10 Location:- (1 nos. at toll plaza location)
System (VIDS) Requirement:-Detection range from Camera
location: 200 m (Day and night) Provision of
warning with flashing lights: a) 100 m before the
area of detection b) 200 m before the area of
detection to warn arriving vehicles To be located
such that detection range is 200 m or less
Location:- Blind corner of highways, highway
locations such as vulnerable merger points of
Portable-Weigh-
Service road with the main carriageway and
8 in-Motion Nos. 4
Junctions.
system
(Location can be finalized in consultation with IE
and NHAI at the time of execution).
Requirement:-Typically to be located at entries to
the highway and at chosen locations close to where
heavy loads are likely to be carried (i.e. near
manufacturing industries) to implement periodic /
Network surprise checks.
9 /Communication Nos. 2 Requirement:-Communications System utilizing
Infrastructure Optic fiber, point-to-point wireless links,
GSM/GPRS and Wi-Fi Communications linked to
ATMS Control Centre shall be provided depending
on equipment communication criteria. Location:-
At plaza location
Requirement:-One ATMS Control Centre
including the equipment (hardware, software, and
ATMS Control local networking) shall be developed on Project
10 Nos. 2
Centre Stretch
Location:- At plaza location
Travel Time Requirement:-RFID Transceivers located 500 m
11 Estimation Nos. 4 before and after the toll plaza, in either direction.
System Location:-At entry and exit of toll plaza

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Item
S.No Unit Req.Qty Requirement
Description
Requirement:-Detection range from Camera
location: 200 m (Day and night) Provision of
warning with flashing lights: a) 100 m before the
area of detection b) 200 m before the area of
Vehicle
detection to warn arriving vehicles To be located
12 Actuated Speed Nos. 12
such that detection range is 200 m or less
Display
Location:-At entry and exit of highway (with
VMS)
(Location can be finalized in consultation with IE
and NHAI at the time of execution).
Requirement:-Working on Mains power supported
with back-up (largely on renewable energy) to
facilitate 24 X 7 operation and
Power supplies for the ATMS Control Centre working on Mains
13 for field Nos. 2 power supported by UPS and Diesel generator set
equipment of adequate capacities, to facilitate 24 x 7
operation.
Location:-Toll plaza and Stretch portion

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 CHAPTER - 8
INDICATIVE DESIGN
STANDARDS
METHODOLOGIES AND
SPECIFICATIONS
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
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8. INDICATIVE DESIGN STANDARDS METHODOLOGIES AND

SPECIFICATIONS

8.1 General

This Chapter intends to give brief description of Design Standards adopted in the
Design. The Consultants have evolved Design Standards and Material Specifications
for the Project Road primarily based on IRC Publications, MORTH Circulars and
relevant recommendations of the International Standards (American, Australian,
British) covering all aspects of Design including Geometric elements, Pavement
Design, Bridges and Structures, Traffic Safety and Materials.

Design Standards given in ‘Manual of Specifications and Standards for Six Laning of
Highways’ IRC:SP:87-2019 shall be used as main guidelines along with other
relevant IRC codes, guidelines and special publications, and MORTH circulars as
applicable to National Highways. Where the said standards are silent on any topic,
following standards shall reference and the one considered the best and most relevant
will adopted:

 American Association of State Highway and Transport Officials (AASHTO)

standards;
 British Standards;
 Any other National or International Standard as considered suitable.
8.2 Highway Geometric Design Standards

8.2.1 Terrain Classification

Terrain is classified by the general slope of the country across the highway alignment,
for which the criteria given in Table 6.1 are followed. The Geometric Design of a
highway is influenced significantly by Terrain conditions.

The % Cross Slope of the Project Road for most of its length is in the range of 0-10%
and thereby the Terrain is classified as Plain Terrain.

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8.2.2 Design Speed

Design Speed is the basic parameter which determines all other Geometric Design
features. Choice of the Design Speed depends on the Function of the road as also
Terrain conditions.

Design Speeds for National Highways passing through various Terrain Classifications
are given in Table 8.1.

Table 8-1: Design Speed (from IRC: SP: 87:2019)

Design Speed
Nature of Terrain Cross Slope of the Ground (km/h)
Ruling Minimum
Plain and Rolling Up to 25 percent 100 80
Mountainous and Steep More than 25 percent 60 40
The Design speed adopted for the design of highway is 100kmph and a minimum
Design Speed of 40kmph shall be adopted for Service Roads.

In general, the Ruling Design Speed shall be adopted for various Geometric Design
features of the road. Minimum Design Speed shall be adopted where site conditions
are restrictive and adequate land width is not available.

As the Project Road is National Highway and is passing through Plain/Rolling

Terrain, corresponding Design Speed (as per above Table 8.1) values have been
adopted.

8.2.3 Sight Distance

For the safety of travel on roads, Sight Distance is an important parameter required to
be considered in the Geometric Design of Highways. It is the visible distance required
to be available in different situations, to permit drivers enough time and distance to
control their vehicles so as to avoid unforeseen accidents.

Three types of Sight Distance are relevant for the design of Summit Vertical Curves
and design of Horizontal Curves:

Stopping Sight Distance (SSD) is the clear distance ahead needed by a driver to stop
his vehicle before meeting a stationary object in his path on the road. It is the

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minimum sight distance for which all roads must always be designed, regardless of
any other consideration.

Overtaking Sight Distance (OSD) is the minimum sight distance that should be
available to a driver on a 2-way road (un-divided) to enable him to overtake another
vehicle safely.

Intermediate Sight Distance (ISD) is twice the safe stopping distance and affords
reasonable opportunities to drivers to overtake with caution.

The safe stopping sight distance and minimum sight distance for divided carriageway
for various design speeds are given in Table 8.2. The desirable values of sight distance
shall be adopted unless there are site constraints. As a minimum, safe stopping sight
distance shall be available throughout.

Table 8-2: Sight Distance for Various Speeds

Safe Stopping Desirable

Design Speed
Sight Minimum Sight
(km/h)
Distance (m) Distance (m)
100 180 360
80 130 260
60 90 180
40 45 90
The Project road in general will be designed for Desirable Minimum Sight Distance
(ISD) and wherever it is not practicable to provide the same due to site constraint if
any, Safe Stopping Sight Distance (SSD) will be provided as mentioned in Table 8.2.

8.2.4 Horizontal Alignment

The road alignment shall be designed so as to ensure that Standards of Curvature,

Visibility, Super elevation etc. are provided for a Design Speed. Geometric Design -
Horizontal Alignment Design shall confirm to general principles outlined in IRC: 73-
1980, Para 9. In general, all horizontal curves consist of circular portion flanked by
spiral transitions at both ends. The various elements of combined circular and
transition curve are shown in Fig. 8.1.

Design Speed, Super elevation and coefficient of side friction affect the design of
circular curves. Length of transition curve is determined on the basis of rate of change

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of centrifugal acceleration or the rate of change of super elevation. Recommended
Values of Curve Elements are given in Table 8.3 (Minimum Radii of Horizontal
curves for different terrain classification) and Table 6.7 [Minimum Transition Curve
Lengths (from IRC: 38-1988, Table 9) for different Speed and Curve Radius].

Table 8-3: Minimum Radii of Horizontal Curves

Desirable Absolute
Nature of Terrain Minimum Minimum
Radius (m) Radius (m)
Plain and Rolling 400 250

Mountainous and Steep 150 75

Figure 8-1: Elements of a Combined Circular and Transition Curve

Super elevation
Super elevation is tilting the roadway to help offset centripetal forces developed as the
vehicle goes around a curve along with friction that keep a vehicle from going off the
road. The super elevation for horizontal curve is arrived as per the following equation:

V2
e
225R
Where, V - vehicle speed in km/hr.
e - Super elevation ratio in meter per meter
R - Radius in meters.

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The super elevation is calculated keeping in view the horizontal radii and gradient at
curves at different locations.

As per IRC: SP: 87-2019 Clause 2.9.3, Superelevation shall be limited to 7 percent, if
radius of curve is less than desirable minimum radius. It shall be limited to 5 percent,
if radius is more than desirable minimum and also at section where Project Road
passes through an urban section or falls on a major junction.

Radius on Horizontal Curves

The minimum Radius of Horizontal Curves is calculated from the following formula:

R = V2 / 127 (e + f)

Where,

V = vehicle speed in kmph

e = Super elevation in metre per metre

f = coefficient of friction between vehicle tyre and pavement (taken as 0.15)

R = Radius in metres

Based on this equation and the maximum permissible value of super-elevation of 7%,
Radii for Horizontal curves corresponding to ruling and minimum design speeds are
given in Table 8.4.

Table 8-4: Minimum Radii of Horizontal Curves corresponding to Design Speed

Mountainous and
Plan and Rolling
Steep
Nature of Terrain
Absolute Absolute
Ruling Ruling
minimum minimum
Design Speed
100 80 60 40
(kmph)
Minimum Radius
400 250 150 75
(m)
Curves without Super elevation

When the value of super elevation obtained from the parameters stated above is less
than the road camber, the normal cambered sections are continued on the curve
portion, without providing any super elevation. Since the project area is under low

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rainfall area, normal camber (2.5%) has been provided. Radius requiring no super-
elevation has been recommended considering camber 2.5%.

Table 8.5 given below indicates the radius of horizontal curves for different rates of
camber beyond which super elevation will not be required.

Table 8-5: Radii beyond which Super elevation not required

Design Speed (kmph) Radius (m)

100 1800
80 1100
65 750
50 450
40 280
Transition Curves

Transition curves are necessary for vehicle to progress smoothly from a straight
section into a circular curve or between curves of different radius. The transition curve
also facilitates a gradual application of the super elevation and any widening of the
carriageway that may be required for the horizontal curves.

The minimum length of the transition curve is determined from the following two
considerations and is provided in Table 8.7.

(a) As per Comfort criteria,

Ls = 0.0215 V3 /CR

Where,

Ls = length of transition in metres

V = Speed in kmph

R = radius of circular curve in metres

C = 80 / (75 + V) (subject to maximum of 0.8 and minimum of 0.5)

(b) As per rate of change of Super-elevation,

The rate of change of super elevation will not be steeper than 1 in 150. The formula
for minimum length of transitions depending on the terrain (plain/Rolling) is:

Ls = 2.7 V2/ R

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Curve Widening

At sharp horizontal curves, it is necessary to widen the carriageway to provide for safe
passage of vehicles. Extra widening required for single and two-lane roads is given in
IRC: 73-1980, Table 18. For multi-lane roads, the pavement widening may be
calculated by adding half the widening for two-lane roads to each lane. The Extra
width of Pavement and Roadway in each carriageway of Road (shall be as per IRC:
SP: 87-2019 Table 2.5) is provided in Table 8.6.

Table 8-6: Extra Width of Pavement and Roadway in Each Carriageway

Radius of Extra Width (m) of

Curve (m) Pavement
75 to 100 0.9
101 to 300 0.6
Table 8-7: Minimum Transition Lengths for different Speed and Curve Radius

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8.2.5 Vertical Alignment

The Vertical Alignment should provide for a smooth longitudinal profile. Grade
changes should not be too frequent as to cause kinks and visual discontinuities in the
profile. Recommended Gradients (from IRC: SP: 87-2019 Table 2.8) are given in
Table 8.8.

Table 8-8: Recommended Gradients (from IRC: SP: 87-2019 Table 2.8)

Nature of Terrain Ruling Gradient Limiting Gradient

Plain and Rolling 2.5% 3.3%
Mountainous 5.0% 6.0%
Steep 6.0% 7.0%

As far as possible, for the project road passing through Plain terrain, Gradients up to
the value corresponding to Ruling Gradient have been adopted. A minimum
longitudinal gradient of 0.3% is adopted to secure satisfactory drainage.

In general, Vertical Curves shall be provided at all changes in gradient. The Curvature
shall be large enough to provide for comfort and, where appropriate, Sight Distance
for safe stopping at Design Speed. Curvature shall be derived from the appropriate ‘K’
value (is length of the curve divided by algebraic change of gradient expressed as a
percentage) in Table 6.9. The minimum vertical curve lengths can be determined by
multiplying the ‘K’ values shown by the algebraic change of gradient expressed as a
percentage (as shown in IRC: SP: 23-1983 Table 6). For satisfactory appearance the
minimum length of vertical curve should be as shown in IRC: SP: 23- 1983 Table 7.

Vertical Curves

As Square Parabolas. Vertical curves are provided at all grade changes exceeding
those indicated in IRC: SP: 23-1983 Table 7. The Design of Summit / Crest Curves is
based on Visibility; whereas design of Valley / Sag Curves is based on Comfort
criteria and Head light sight distance.

A. Summit Curves

Summit curves are designed for safe stopping sight distance.

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For safe stopping sight distance the length of summit curve shall be calculated from
the following formula:

When the length of curve (L) exceeds the required sight distance (S)

I.e. L > S

L = NS2 / 4.4

Where N = Deviation angle

L = Length of parabolic vertical curve

S = Sight distance in metres.

When the length of curve (L) is less than the required sight distance (S)

i.e. L < S

L = 2S – 4.4 / N

B. Valley Curves

Valley curves are designed for head light sight distance. The length of valley curves
shall be calculated by the following two criteria:

When the length of curve (L) exceeds the required sight distance (S)

i.e. L > S

L = NS2 / (1.50 +0.035S)

When the length of curve (L) is less than the required sight distance (S)

i.e. L < S

When the length of curve (L) is greater than the required

sight distance (S)

C. K Value

Table 8.9 shows adopted ‘K’ Values for Vertical Curves.

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Table 8-9: Adopted ‘K’ Values for Vertical Curves (from IRC: SP: 23-1983 Table 6)

Design K' Values for Vertical Curves

Speed Summit Curves Valley
(kmph) for SSD for ISD for OSD Curve
100 73.60 135.00 426.70 41.50
80 32.60 60.00 230.10 25.30
65 18.40 33.80 120.40 17.40
50 8.20 15.00 57.50 10.00
40 4.60 8.40 28.40 6.60
8.2.6 Lateral and Vertical Clearances at Underpasses

In case of VUP/LVUP/SVUP, the proposed structure base shall be kept 15 cm above

the ground level to ensure that these VUPs don't become water accumulation points.

Guard rails/crash barriers shall be provided for protection of vehicles from colliding
with the abutments and piers and the deck of the structures.

Vertical and horizontal clearances at underpasses shall not be less than the values
given in Table 8.10.

Table 8-10: Vertical and horizontal clearances at underpasses

Vertical Horizontal
Type of Underpass
Clearance (m) Clearance (m)
Vehicular Underpass (VUP) 5.5 20.0
Light Vehicular Underpass
4.0 12.0
(LVUP)
Smaller Vehicular Underpass
4.0 7.0
(SVUP)

Wherever existing slab/box culverts and bridges allow a vertical clearance of more
than 2 m, these can be used in dry season for pedestrian and cattle crossing by
providing necessary flooring. However, these will not be a substitute for normal
requirements of LVUP/SVUP.

8.2.7 Lateral and Vertical Clearances at Overpasses

Wherever any structure is provided over the Project Road; the minimum clearances at
overpasses shall be as follows:
Lateral clearance

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Full roadway width including service roads shall be carried through the overpass
structure. The abutments and piers shall be provided with suitable protection against
collision of vehicles. Crash barriers shall be provided on abutment side and on sides
of piers for this purpose. The ends of crash barriers shall be turned away from the line
of approaching traffic.
Vertical clearance
A minimum 5.5 m vertical clearance shall be provided at all points of the carriageway
and the service roads of the Project Road.

8.2.8 Cross Sectional Elements

Right-of-Way (ROW) is the total land width required for the Project Road, to
accommodate the Roadway (Carriageway and Shoulders), Side Drains and Utilities
etc. In general, minimum ROW for non-urban and urban areas should be as per IRC:
73-1980 and IRC: 86-1983 respectively. As per IRC: SP: 87-2019 Clause 2.3”A
minimum ROW of 60m should be available for development of the 6 lane highway..

Roadway Width depends upon width of Carriageway, Shoulders etc. The standard
Lane Width of Project Road is 3.5m.

Median Width

The median shall be either raised or depressed. The width of median is the distance
between inside edges of carriageway. The type of median shall depend upon the
availability of Right of Way. The minimum width of median, subject to availability of
Right of Way, for various locations shall be as in Table 8.11.

Table 8-11: Width of Median

Minimum Width of Median (m)

Mountainous and
Type of Section Plain and Rolling Terrain
Steep terrain
Raised* Depressed median Raised*
Open county with
isolated built-up 5.0 7.0 2.5
area
Built up area 2.5 Not Applicable 2.5
Approach to grade
5.0 Not Applicable 2.5
separated structures

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* including kerb shyness of 0.5m on either side. But in case of existing 4-lane with
raised median to 6-laning project also, the minimum kerb shyness of 0.5m shall be
maintained (i.e. 500m from the vertical face of existing kerb), by suitably augmenting
the carriageways towards the shoulder side.

Shoulders
A roadside shoulder is a reserved area by the verge of a road or motorway. Generally
it is kept clear of all traffic. In the event of an emergency or breakdown, a motorist
can pull into the hard/paved shoulder to get out of the flow of traffic and obtain an
element of safety. Shoulders are a critical element of the roadway cross section.
Shoulders can also provide an opportunity to improve sight distance through large cut
sections. This will provide better and safer traffic operational conditions and a facility
of directly using these as part of carriageway when the road will be widened.
The shoulder width on the outer side (left side of carriageway) shall be as given in
table 8.12 & table 8.13.

Table 8-12: Width of Shoulders in Plain and Rolling Terrain

Width of Shoulder (m)

Type of Section
Paved Earthen Total
Open Country with
2.5 1.5 4.0
isolated built up area
Built up area 2.5 - 2.5
Approaches to grade
2.5 - 2.5
separated structures
Approaches to
2.5 1.5 4.0
bridges

Table 8-13: Width of Shoulders in Mountainous and Steep Terrain (Hilly Area)

Width of Shoulder (m)

Type of Section
Paved Earthen Total
Open Country with Hill Side 1.5 - 1.5
isolated built up area Valley Side 1.5 1.0 2.5
Built up area and 0.25 + 1.5
Hill Side - 1.75
approaches to grade (Raised)
separated structures / 0.25 + 1.5
Valley Side - 1.75
bridges (Raised)

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Camber / Cross fall (as per IRC: SP: 87-2019 Clause 2.8) on Straight Sections of
Road Carriageway, Paved Shoulders and paved portions of median shall be 2.5% for
Bituminous surface and 2% for Cement Concrete surface. The cross fall shall be
unidirectional for either side carriageway sloping the shoulder in straight reaches and
towards the lower edge on horizontal curves. The camber on existing road shall be
modified to unidirectional cross fall. The cross falls for earthen shoulders on straight
portions shall be at least 0.5 percent steeper than the slope of the pavement and paved
shoulder subject to a minimum of 3.0 percent. On super elevated sections, the earthen
portion of the shoulder on the outer side of the curve would be provided with reverse
cross fall of 0.5 percent so that the earth does not drain on the carriageway and the
storm water drains out with minimum travel path.

8.3 Design Standards

The formulation of the design standards is required in order to avoid any

inconsistency in design from one section to the other and provide desired level of
service and safety. For this project it is proposed to follow Design Standards as given
in manual of “Specifications and Standards for Six Laning of National Highways”,
IRC codes, guidelines and special publications, and MOSRTH circulars as applicable
to National Highways.
The design standards adopted for this Study presented in Table 8.14. As the alignment
of existing project road traverses through plain and hilly terrain, the design standards
have been modified accordingly.

Table 8-14: Design Standards for Project Road

Plain & Mountainous

Sl. No. Description Unit
Terrain
1. Design Speed Km/h  100 at Open country
 60 at Hilly terrain
2. ROW Width m  60m at Open and
Built up sections.
 35m at Hilly terrain
3. Lane width m 3 X 3. 5
4. Shyness Distance (Inner Edge m 0.5
Strip)
5. Cross Slope (Camber) % 2.5
6. a) Median Width m 1.5 to 4.5
b) Median Cross Slope % 2.5
7. Cross Fall

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Plain & Mountainous
Sl. No. Description Unit
Terrain
Carriageway and Edge Strip % 2.5
Paved Shoulder % 2.5
Earth Shoulder % 3.0
Horizontal Curve
Maximum Super elevation % 5
9. Minimum radius m 560
Radius beyond which super m 1800
elevation
is not required
10. Maximum Length of Straight m 2315
Section
11. Sight Distance
Desirable m 360
Absolute Minimum m 180
12. Vertical Alignment
Ruling Gradient % 2.0
Maximum Gradient % 3.3
Minimum Gradient % 0.3%
13. Vertical Clearance to: m 5.5 m
Expressway over NH/SH
Vehicular Underpass m 5.5 m
Pedestrian and Cattle Underpass m 4.0 m
14 Horizontal Clearance to: m
Expressway over NH/SH
Vehicular Underpass m 20.0 m
Pedestrian and Cattle Underpass m 12.0 m and 7.0m

8.4 Access to Project Road

Access
Access to the Project Road shall be on the principle of left-in/left out arrangement and
interconnected through underpasses, overpasses or grade separators.
Service road
The carriageway width of service road shall be minimum 10 m. In built-up areas
where separator, between main carriageway and service road; and RCC/Cement
Concrete lined drain-cum-footpath on ROW side are provided, no earthen shoulder
shall be provided for service road. The minimum width of paved portion of the
service road shall be 10 m. wherever required provision for Parking Bays of length 20
m and width 3.0 m may be made along the service road.

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For the stretches where total length of a bridge is less than 60 m and the service road
is required to be provided on both sides of the stream, then the service road shall
continue across the stream and suitably designed 2-lane bridge structure shall be
provided. In cases involving bridges of 60 m length or more, separate bridge
structures may not be provided and service road shall be merged with the Project
Road at 50 m distance before the bridge structure.
Wherever service roads are provided, provision shall be made for proper entry and
exit ramps between the main highway and the service roads through properly
designed acceleration and deceleration lane.
A minimum design speed of 40 km/h shall be adopted for service roads.
Acceleration and deceleration lanes:
The following requirements shall apply:
i) Length: Designed for a speed differential of 60 km/h
ii) Width: 5.5 m (minimum)
iii) Taper at merge: 1 in 15 beyond design length
The acceleration and deceleration lanes and transition length shall be considered as
incidental to the project and shall not be counted towards service road length.

8.5 Grade Separated Structures

Depending on the traffic volume and speed and other factors, the type of various
grade separated structures (VUP, LVUP, SVUP, and VOP) shall be decided.
Vehicular underpass/overpass
The vehicular under/overpass structures shall be provided at the intersection of the
Project Road with all the National Highways and State Highways. Such under/over
passes shall also be provided across other categories of roads as per site requirements
for crossing of traffic. The structure may be either an underpass or an overpass
depending upon the nature of terrain, vertical profile of road and availability of
adequate right of way, drainage, land acquisition, provision of ramps for the grade
separated facility, height of embankment and project economy etc.
SVUP and foot over bridge
i) A SVUP/Foot Over Bridge may not be necessary within a distance of 2 km
from Vehicular underpasses/overpasses and Light Vehicular Underpasses.

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ii) The pedestrian crossings (SVUP/FOB) shall have provision for movement of
physically challenged persons.
iii) Underpasses shall be preferred to Foot Over Bridges.
iv) SVUP/Foot over Bridge shall also be provided within a distance of 200 m
from a school or hospital or factory/industrial area.
v) The Bus Bays along with the Bus Shelters shall be provided at the pedestrian
underpass/foot over bridge locations where buses normally stop to drop and
pick up commuters.

8.6 Median Openings

Median openings shall not be spaced closer than 2 km in open country. Additional
controlled openings shall also be provided for inspection and diversion of traffic
during repair and rehabilitation. In built up area, median opening shall be provided as
per site requirement and the spacing between two medians opening in built up area
shall not be less than 500 m.
Median opening shall not be provided in front of the service road entry. The distance
between the service road entry and the median opening shall be at least equal to the
sum of length of acceleration lane, weaving length, and deceleration length. This
distance shall however be not less than 150 m. Location of opening shall be so
decided as to minimize contraflow.
All median openings shall be provided with additional 3.0 m wide shelter lane by the
side of median in both directions for waiting of vehicles to take U-turn. Wherever
required, horizontal geometries of the road shall be suitably adjusted.
Length of median opening shall be 18 to 20 m only. Length of median openings can
be more than 20 m in case of median opening without storage lane, to serve as neutral
place for small vehicles to wait. All plantations and objects in the median for at least
120 m from median tip shall be removed to ensure the visibility between approaching
vehicle and that waiting/turning at median openings.

8.7 Separator, Footpath and Drain in Built-up Areas

A separator between main carriageway and service road of the following type shall be
provided to prevent the pedestrians, local vehicles and animals entering the highway.
Raised Footpath of minimum 1.5 m width with kerb on either side (200 mm above

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road surface), drain pipes across at minimum 10 m intervals and finished with CC
paving blocks along with Metal Beam Barrier (Thrie Beam - one side) or pedestrian
guard rail at the edge of footpath (towards carriageway side) shall be provided
between service road and carriageway.
RCC/Cement Concrete lined drain-cum-footpath shall be provided at the edge of the
service road (ROW side).
The raised footpath shall be depressed at suitable intervals to provide for convenient
use of physically challenged persons.

8.8 Pavement Design Criteria / Standards

Flexible Pavement:

Designs for new pavement have been dealt in accordance with Indian and
international practice. The Preliminary Designs will be carried out on the basis of sub-
grade 4 day soaked CBR at 97% MDD. Flexible pavement for new carriageways will
be designed in accordance with the guidelines of IRC: 37-2018. The structural
coefficients of various layers shall suitably modified to suit the Indian conditions. The
resulting pavement compositions from both the methods along with suggested future
overlays have compared based on their performance as reflected in life cycle cost
analysis.
The new flexible pavement structure will comprise of Bituminous Concrete wearing
course on bituminous base course of Dense Bituminous Macadam (DBM) and
Bituminous Course. Below the bituminous layers, a Granular base with well-graded
aggregates in the form of Wet Mix Macadam (WMM) base will be laid on top of GSB
layer. All these layers shall be constructed to the requirements of MORTH
specifications. The drainage layer, which is a part of the Granular Sub Base (GSB)
layer, shall be provided extending over the full width of formation to the embankment
slope, which will also act as drainage layer both for surface and capillary water that
Would affect the structural performance of the pavement. Flexible Pavement shall be
designed for a minimum design period of 15 years or operation period, whichever is
more. Stage construction will be permissible subject to condition that the thickness of
sub-base and base is designed for a minimum design period of 15 years and the
bituminous surfacing for a minimum design period of 10 years.

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Rigid Pavement:
New rigid pavement will be plain-jointed type and shall be designed in accordance
with the method prescribed in IRC: 58 -2015, “Guidelines for the Design of Plain
Jointed Rigid Pavements for Highways Rigid pavement shall be designed for a
minimum design period of 30 years. Stage construction shall not be permitted.
The Pavement Quality Concrete (PQC) shall rest over Dry Lean concrete (DLC) and
Granular sub-base of 150mm thickness.
Roadside Drainage
An effective drainage system shall be planned for the drainage of roadway as per
stipulations of IRC SP: 42-2014 and IRC SP: 50-2013 for maintaining structural
soundness and functionality of the project road. The following types of drains shall be
provided for surface drainage of roadway and ROW:
 Longitudinal unlined / lined drains with outfalls at cross-drainage structure in
rural sections. The drain size shape and material shall be adequate to take design
run off and prevent soil erosion and stagnation of water.

 Covered RCC drains in built-up areas.

 Combination of longitudinal drains and chute drains in high embankments of 3m

and above.

 Providing catch pits (wherever required) with provision of outflow at suitable

location through buried Hume pipes.

Part of drain water needs to be allowed to percolate or be lost by evaporation. Thus

alongside drains, natural depressions and waterways and artificial ponds are
recommended to drain out the water in rural stretches.
In super elevated sections, proper arrangement for drainage of raised carriageway and
median shall be made without allowing water to drain on the other carriageway.

8.9 Embankment

Side Slopes:
For earthen embankments the side slopes recommended from consideration of safety
of traffic as per IRC: 36-2010.

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Slope shall be designed for embankment height greater than 6.0m using software for
High Embankment design and as per IRC: 75-2015. However, where costs of
construction and land forbid the use of such liberal slopes, the slope will be generally
kept as IV: 2H and pitched wall will be proposed after toe of such embankment. This
slope is considered adequate from stability point of view. The reaches having
embankment height more than 3m shall have W Beam Metal Crash Barriers on the
outer edge of the highway to meet the safety standards.
Slope Protection:
Slopes on embankment height less than 3m shall be turfed and those above this height
shall be protected with stone pitching.

8.10 Capacity Standards

Capacity analysis is a fundamental aspect of planning, design and operation of roads,

and provides, among other things, the basis for determining the carriageway width to
provide with respect to the volume and composition of traffic. Capacity and design
service volumes for various lane configurations specified by IRC-64-1990 ”Capacity
of Roads in Rural areas ” has been adopted for determining the Level of Service
offered by the road sections during design period. Level of service ‘B’ proposed to
design the capacity of the project road. For the purpose of augmentation of the
facilities and upgradation of the Project Road, the Design Service Volume (as per
IRC: SP: 84-2014 Clause 2.18) for different Terrain conditions and Level of Service
shall be as given in Table 8.15.

Table 8-15: Design Service Volume for 6-lane Highways

Design Service Volume for 6 lane

Nature of Terrain Highways
Level of Service 'B' Level of Service 'C'
Plain and Rolling 60,000 NA
Mountainous &
30,000 NA
Steep

8.11 Standards for Intersections and Grade Separators

There shall be no direct access to the main highway and all access shall be from
service roads which shall be provided on both sides of the main highway and
interconnected through underpasses, overpasses or grade separators. The existing

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direct access to the highway shall be closed and alternative access through service
roads only shall be planned.
At-Grade Intersections
There shall be no at-grade intersection of any road with the main carriageway, but
only with the service road. The intersection of the Project Road with another National
Highway (NH) or State Highway (SH) shall be grade separated. The existing direct
intersections shall be closed and remodeled accordingly.
The intersecting roads other than those mentioned above, shall be designed to
facilitate all movements through underpass/overpass for crossing the Project Road and
then right turn through a ramp to merge with the Project Road or service road or by
merging with service road and crossing through the next available vehicular
underpass.
There shall be interconnection between the service roads of both sides through
underpasses which will facilitate cross movement of local traffic from one side to the
other side and to facilitate change of direction of through traffic. Accordingly, the
intersections on the service road including those at underpasses shall be designed for
safe movements for all turnings.
The design of different elements of intersection shall be done as per IRC:SP:41
"Guidelines on Design of At-grade Intersections in Rural and Urban Areas" including
other criteria given below.
i) The design shall aim at simplicity and uniformity in design standards. Complex
designs which may involve complicated decision making by drivers shall be
avoided.
ii) The intersection control shall be of 'Stop Control' unless specified otherwise. This
will mean that traffic on the cross road must stop prior to entering the service
road.
iii) The traffic control by "STOP" or by ''GIVEWAY" signs and pavement markings
shall he decided based on the guidance given in IRC:67 and IRC:35. The visibility
funnel given in IRC:35 shall be encumbrance free to ensure the mutual visibility
between traffic plying in the service road/through road and that approach from
side road.

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iv) At the intersection, the alignment of Project Road shall be as straight and the
gradient as flat as practicable. Gradients in excess of 2 per cent will not be
allowed at intersections.
v) The alignment and grade of intersecting roads shall be corrected to improve traffic
conditions and safety. The intersecting roads shall be regraded, if required so that
at least 30 m length of the intersecting road beyond junction is at the same level as
that of main carriageway at the junction. The side road gradient even for the
insignificant minor road that joins the service road at least for the length that falls
within the visibility funnel shall be near to flat gradient.
vi) The sight distance to be adopted shall be at least twice the safe stopping sight
distance.
vii) At multi leg intersections, the points of conflict should be studied carefully and
possibilities of realigning one or more of the intersecting legs and combining
some movements to reduce the conflicting movements shall be examined.
The objective shall be to simplify the design and appropriate control devices added to
ensure more efficient and safe operation. The channelizing islands shall start from the
edge of the paved shoulder.
Design standards shall be as per IRC: SP:41. Salient features are given below:
i) Design Speed: The approach speed shall be taken as the design speed adopted for
the section of Project Road on which the intersection is located. The design speed
for various elements of the intersection shall be taken as 60% of the approach
speed.
ii) Design Traffic Volume: The traffic volume for the design of intersection and its
distribution at peak hours shall be assessed, up to the operation period, taking into
consideration the past trend, likely new development of land, socio-economic
changes, etc.
iii) Design Vehicle: Semi-trailer combination (refer IRC:3) shall be used in the design
of intersections.
iv) The number of lanes to be provided at the intersection shall be governed by peak
hour traffic volume in each direction of travel and shall be determined based on
the projected traffic for the year in which further capacity augmentation is
considered. The minimum width of carriageway and slip road in junction area
shall be as indicated in the junction layouts. Widening of carriageway shall be

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achieved depending upon the approach speed of traffic and based on taper rate
stipulated below. Generally desirable minimum taper shall be followed. In
unavoidable situations, absolute minimum values given in the Table 8.16 can be
adopted.

Table 8-16: Taper Rate

Speed (kmph) Desirable Minimum Taper Absolute Minimum Taper

< 50 kmph 1:35 1:20

50 to 65 kmph 1:40 1:25
66 to 80 kmph 1:45 1:30
> 80 kmph 1:50 1:40

v) Type and radius of curve of intersection: The type and radii of curves would
depend upon the types of vehicles turning at the intersection and shall be decided
based on the traffic data.
Visibility at intersection: A minimum twice safe stopping sight distance, appropriate
for the approach speeds, shall be available for the traffic on the Project Road.

8.12 Traffic Control Devices / Road Safety Devices / Road Furniture

For safety and operational reasons, it will be necessary to provide suitable safety
features, road furniture, and other facilities along the project road. These features will
include safety barriers, road signs, road markings, road lighting, route markers,
kilometer and hectometer stones, road delineators, ROW pillars, parking areas & rest
areas, bus stops/bays, and landscaping. Where possible these features will provided in
accordance with relevant IRC or other standard, as detailed below. If no IRC, Codes
or the MORTH Specifications are available, international standards such as BIS
/AASHTO / ASTM /British Standards should use in detail design.
Road Signs - The color, configuration, size and location of road signs shall be in
accordance with IRC: 67-2012.
Road Markings – Road markings shall be as per IRC: 35-2015. These markings shall
applied to road center lines, edge line, continuity line, stop lines, give-way lines,
diagonal/chevron markings, zebra crossing and at parking areas by means of an
approved self-propelled machine which has a satisfactory cut-off value capable of
applying broken lines automatically. The approach noses of the traffic islands will be

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marked for additional guidance of traffic by means of diagonal markings and
chevrons.
Route Markers - The design and location of route marker signs shall be as per IRC:
2-1968.
Overhead Signs - Standards prescribed by MORTH and IRC: 67-2012 Clause 7.4
shall followed for overhead signs.
Road Delineators - The design and location for road delineators shall be as per IRC:
79-1981.
Safety Barriers - The Safety Barrier shall conform to NHAI/MORTH Circulars.
Safety barriers shall be located at sharp horizontal curves, high embankments and at
bridge approaches.
Roadside and Median Safety Barriers shall be as per guidelines given in IRC: SP:87-
2013 Clause 9.7.
Pedestrian Guard Rail - The design shall be as per IRC: 103-2012.
Kilometer/Hectometer Stones/Posts - The design and placement of Highway
kilometer stones, their dimensions, size, color, and arrangement of letters shall be as
per IRC: 8-1980. For the 200-metre stones, IRC: 26-1967 shall applied. These stones
are to be made of precast M-15 grade reinforced cement concrete and lettering /
numbering as per the respective IRC codes.
ROW Pillars / Boundary Stones - Should any land be acquired for the project then
new ROW pillars at 200 m interval on each side to be established in accordance with
IRC: 25-1967.
Fencing – Chain Link fencing confirming to ASTM F 1553-06 shall fixed on GI pipe
/ RCC posts.

8.13 Project Facilities

Bus-Bays & Shelter -The layout, design and location of the bus stops in rural areas
shall be as per IRC: 80-1981. In urban/semi-urban areas the recommendations given
in IRC: 70-1977 will considered, taking into account land availability. Typical
Layouts given in IRC: SP: 87- 2013 will also be consider while developing the
Layout. The bus stop layout shall provide safe entry and exit of buses from the service
road and safe movement of passengers.

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Truck Parking Areas - The proposed layout of truck lay bye is generally based on
the recommendations of “Planning Norms and Guidelines on Wayside and Terminal
Facilities” (MORTH sponsored study). Also, as per guidelines given in IRC: SP: 87-
2013.
Toll Plaza – shall be design based on the guidelines given in IRC: SP: 87-2013 and as
per circulars of MORTH.
Highway Landscaping - IRC: SP: 21-2009 "Manual on Landscaping” shall guide the
plantation of rows of trees with staggered pitch on either side of the road. The choice
of the trees shall also made as per the same code. Local, indigenous species that grow
in the project area microclimate shall planted. Indicative arrangements for plantation
of trees shall be in accordance with the MORTH Technical Circular No. NHI-41
(34)/69 dated. A spacing of 10-15m c/c recommended for spacing of trees parallel to
the roads. Setback distance of trees needed in different situations shall be as per the
IRC: SP: 21-2009 and the IRC: 66-1976.
Street Lighting – shall design based on the guidelines given in IRC: SP: 87-2013.

8.14 Design Methodology and Design Standards for Structures

All structures shall be designed in accordance with the relevant Codes, Standards and
Specifications, Special Publications and Guidelines of the IRC.

8.14.1 Bridges

8.14.1.1 Superstructure

The girder type superstructure is proposed with diaphragm continuity (Continuous

span).
The superstructure girders and diaphragms will be designed for bending, shear and
torsion based on the results obtained from Grillage analysis. The deck slab will be
analyzed as a continuous slab supported on girders. The entire design will be as per
IRC: 112 for appropriate limit states with corresponding partial safety load factors.

8.14.1.2 Bearings

All the bearings are proposed with spherical type bearing made up of cast steel.
The design vertical forces on Spherical bearings will be arrived from STAAD analysis
used for analysis of superstructure. The lateral forces due to braking, wind and
seismic will be arrived manually. The bearing movement will be considered with

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appropriate strain due to shrinkage, creep of concrete and Global temperature
variations.

8.14.1.3 Foundation

Type of foundation proposed for piers & abutment shall be decided as per the detailed
geotechnical investigations.
If open foundations are proposed. While checking the stresses at the base of
foundations, it shall be ensured that under worst combination of forces there are no
uplift pressures except when founded on hard rock.
If pile foundations are proposed with cast in situ piles. The diameter of pile shall be
1000/1200mm for abutments and piers. Pile cap with minimum thickness of 1.5 times
the dia of pile shall be provided over the piles. The bottom of pile cap shall be above
the low water level. The design forces in piles will be considered from Pile – pile cap
space frame analysis. The pile cap will be designed based on the reactions from piles
for bending and shear. The adequacy of thickness of pile cap will be verified for
punching shear also. The entire design will be as per IRC: 112 for appropriate limit
states with corresponding partial safety load factors.

8.14.1.4 Substructure

a) Pier and Pier Cap

The piers are with RCC solid piers.

The pier cap will be RCC/Precast PSC and cantilevered from vertical pier.
Necessary RCC pedestals at top of pier cap will be provided.
Scope for accessibility for inspection of bearings and arrangement for lifting
of the superstructure for future replacement of bearings shall be provided for
in the design of substructure and superstructure. The positions of flat jacks
shall be distinctly marked on the drawing.
The entire design will be as per IRC: 112 for appropriate limit states with
corresponding partial safety load factors.

b) Abutment & Approach Retaining Wall

The abutments are with RCC solid wall supported on open foundation/Pile
foundation.

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The lateral active earth pressure and live load surcharge will be considered on
sides of the vertical walls

Abutment cap will be in RCC and supporting pedestals and dirt wall.

Scope for accessibility for inspection of bearings and arrangement for lifting
of the superstructure for future replacement of bearings shall be provided for
in the design of substructure and superstructure. The positions of flat jacks
shall be distinctly marked on the drawing.
100mm dia weep holes with filter media will be provided entire length and
height of abutment as per IRC: 78 & MORT&H Specifications.
The approach slab shall be resting on brackets at top of dirt wall as per
MORT&H standard details.
Abutment is checked for stability as per clause 706.3.2 of IRC 78.
The entire design will be as per IRC: 112 for appropriate limit states with
corresponding partial safety load factors.

8.14.1.5 Expansion joints

Modular type expansion joint in conformation to IRC SP-69 and MORT&H

specifications.

8.14.2 Box type structures

The structure is analyzed as a Closed Box resting on spring supports to idealize the
soil below. Weep holes are provided on side walls to relieve hydrostatic forces. The
lateral earth pressure due to rest condition and live load surcharge will be considered
on sides of the vertical walls. The skew crossing bridges will be analysed considering
the span in skew direction. The IRC live loads will considered as a moving load with
movement increments. The dispersion width of live load at every position from the
support will be arrived as per Annexure B-3 of IRC 112. The soil below the base slab
will be considered as an elastic mat with stiffness based on SBC and modulus of sub
grade reactions of soil. The entire design will be as per IRC: 112 for appropriate limit
states with corresponding partial safety load factors.
The design of various structural components in the project shall conform to the
criteria laid down in the latest revisions and editions of the following codes of
Practice.

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MORT&H specifications for Road and Bridge Works (Fifth Revision) published by
Indian Roads Congress, New Delhi published in 2013 along with subsequent
amendments on behalf of Govt. of India, Ministry of Surface Transport.
IRC standard specifications and code of practice for Road Bridges - with amendments
issued. The various codes of practice in general to be followed are listed below

IRC-5 - General features of design

IRC-6 - Loads and stresses

IRC-22 - Composite construction

IRC-24 - Steel Road Bridges

IRC-78 - Foundation & Substructure

IRC-83- Part IV - Standard specifications and code of practice for

road bridges - Spherical Bearings

IRC-112 - Code of practice Concrete Road Bridges

IS: 2911 - (All parts) pile foundations.

IS:13920 - Ductile Detailing of Reinforced Concrete

Structures subjected to seismic forces

The latest revision of the above codes shall be followed.

8.15 Retaining Walls

The retaining walls will be analyzed as a vertical cantilever fixed at top of foundation.
The lateral active earth pressure and live load surcharge will be considered on sides of
the vertical walls. Weep holes are provided to relive lateral hydrostatic pressure. The
Toe slab is analyzed as cantilever slab which is fixed at stem. The net bearing pressure
is acting on toe slab from bottom. This will tend to bend the slab upwards. The Heel
slab is analyzed as a cantilever slab which is fixed at stem. The earth pressure acting
downwards on the slab. This will tend to bend the slab downwards. Retaining walls
are checked for stability as per clause 706.3.2 of IRC 78.The entire design will be as
per IRC: 112 for appropriate limit states with corresponding partial safety load
factors.

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8.16 Loads and Load Combinations

8.16.1 Loads

8.16.1.1 Dead Loads & Super Imposed Dead Loads

Dead load includes self-weight of structure and super imposed dead is due to weight
of wearing coat, crash barriers, footpath etc. The weight of wearing coat as 200
kg/sqm, the construction Live Load as 360 kg/sqm and crash barrier as 1T/m will be
considered in design.

Density of RCC/PSC – 2.5 t m^3

Density of PCC - 2.2 t/m^3

8.16.1.2 Live Load

Design live loads will be considered as per Table 6 of IRC: 6, based on 3 lanes. Each
carriageway of the bridges will be designed for 1/2/3 lanes of Class A , one lane of
70R , one lane of 70R + one lane of Class A whichever produces the critical design
forces.

Centrifugal forces shall be considered in spans curved in plan.

8.16.1.3 Wind force

Wind forces will be considered as per Clause 209 of IRC: 6.

8.16.1.4 Seismic Force

Bridges will be designed for appropriate seismic forces as per Clause 219 of IRC: 6.

8.16.1.5 Earth Pressure

The soil properties for earth pressure behind abutments will be in accordance with
MORT&H specification. The properties of embankment soil like Dry density of soil
as 1.85 T/cum and saturated density as 2.0 T/cum, ø= 30 degree & C=0 will be
considered. The earth pressure in seismic / Non seismic condition and live load
surcharge will be considered as per Cl 214 of IRC 6.

8.16.1.6 Temperature

value of “t” will be calculated based on IRC 6: 2017.

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 = Coefficient of expansion or contraction

L = Length of the member

(δL) = Expansion / contraction due to temperature variation in appropriate

unit. The superstructure will also be designed for effects of distribution of temperature
across the depth as per clause 215.3 of IRC 6.

8.16.1.7 Buoyancy

The effect of buoyancy will be considered as per Cl 213 of IRC: 6

8.16.1.8 Longitudinal forces

The longitudinal forces from superstructure due to braking effect of live load and
induced forces due to temperature variation, shrinkage and creep will be considered as
per cl 211 of IRC: 6.

8.16.1.9 Horizontal forces due to water current

The horizontal water current forces will be considered as per Cl 210 of IRC: 6

1.17.1 Load Combination

a. Combination of loads for verification of Serviceability limit state is as per Table
B.3 of IRC 6 .
b. Combination of loads for verification of Ultimate limit state is as per Table B.2 of
IRC 6.

For Checking the Base Pressure under Foundation the Partial safety factors as per
Table B.4 of IRC 6.

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 CHAPTER - 9
TRAFFIC SURVEY AND
ANALYSIS
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
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9. TRAFFIC SURVEY AND ANALYSIS

9.1 General

Traffic surveys, analysis and demand forecast are an important element of any
feasibility /detailed project report preparation. An accurate estimate of the traffic that
is likely to use the project road is very important as it forms the basic input in
planning, design, operation and financing. A thorough knowledge of the travel
characteristics of the traffic likely to use the project road as well as other major roads
in the influence area of the study corridor is essential for future traffic estimation.
Traffic analysis and demand forecasting are directly related to several important
aspect of project road planning and design i.e. capacity augmentation proposals,
geometric design features, planning and design of toll plaza, pavement design,
economic and financial analysis etc. Thus, accurate assessment of the existing traffic
and forecasting attains utmost importance in the project planning phase. Hence,
detailed traffic surveys were carried out to assess the baseline traffic characteristics on
the project road. This chapter deals with the traffic studies undertaken and the analysis
conducted thereafter.

9.2 Traffic Homogeneous Section

The traffic homogeneous sections have been identified based on the major traffic
generators and diversion locations along the project corridor. The passenger traffic has
been observed to vary with respect to the influence of village/towns falling along the
project corridor.

Traffic surveys locations were selected so as to capture representative traffic volume

on the homogeneous sections with a view to capture section wise traffic flow
characteristics, the total stretch has been segmented in to one homogeneous section,
based upon the major intersections that act as main collectors or distributors
(diversion) of traffic along the project road as per details given in Table 9.1 & Figure
9.1.

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Table 9-1: Traffic Homogenous Section

Starting Ending Length of

Section
Existing Existing Homogeneous
No Location Location
km km Section (km)
End of Sankeshwar
I 515+000 Honaga 555+000 40.00
Bypass

Figure 9-1: Project Road with Homogeneous Sections

9.3 Survey Methodology

9.3.1 Primary surveys and considerations

To capture traffic flow characteristics, commodity movement and in order to assess

the traffic behaviour travel pattern, speed characteristics along the Project Highway
and other characteristics related to miscellaneous requirements on the project road,
following primary traffic surveys were conducted.
 Classified traffic volume count (CTVC) using ATCC method
 Intersection Volume Count survey

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 Origin – Destination survey (OD)
 Axle load survey
 Pedestrian / animal cross traffic survey
 Speed and delay study
Traffic survey locations were selected after detailed reconnaissance survey and in line
with the TOR. All the traffic surveys were carried out as per the IRC guidelines given
in IRC: SP: 19-2001, IRC 37:2018, IRC: 108-2015, IRC SP: 41-1994, IRC: 102-1988,
IRC: 103- 2012 and IRC: 09-1972 etc.

Traffic survey stations for carrying out CTVC, OD surveys were selected considering
the following parameters.
 The station should represent homogeneous traffic section
 The station should be free from urban and local traffic influence
 The station should be located in a reasonably level terrain with good visibility

CTVC surveys were conducted using Pneumatic Tube ATCC system & Video based
counter and Classification (VTCC) and all the other surveys were carried out
manually by employing sufficient number of trained enumerators recording
information in the pre-designed formats. The enumerators were selected from locally
available educated people familiar with traffic characteristics and condition of the
project road. They were properly briefed and trained about the survey work before
putting them on actual survey work in field. An experienced supervisor was kept in-
charge for all the locations.
The locations for the various surveys were so selected that all vehicles can be viewed
and interpreted easily without endangering the safety of enumerators and drivers. The
most important part of all traffic survey was to exercise adequate quality control.
The quality assurance was achieved through:
 Proper briefing and demonstration to enumerators before the start of work;
 Continuous independent checking by Traffic engineers / supervisor in the field
during the survey work;
 Checking of filled in survey formats by Traffic engineer; and
 Validation of computer data entry with raw surveyed data

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The survey data were recorded in the pre-designated approved formats for each type
of survey. All the above traffic surveys were carried out as per the schedule finalised
after considering requirements of TOR and project requirements as presented below in
Table 9.2 and illustrated in figure 9.2 below.
Table 9.2: Traffic Survey Schedule
Survey
Type of Survey Chainage Start Date End Date Location
Duration
ATCC Survey ATCC-1 537+770 12.10.2020 18.10.2020 Hattargi Toll Plaza 7 Days
OD Survey OD-1 537+770 12.10.2020 Hattargi Toll Plaza 1 Day
Axle load
ALS-1 537+770 12.10.2020 13.10.2020 Hattargi Toll Plaza 2 Day
Survey
Rani Channamma
TMC-1 519+600 15.10.2020 1 Day
University Jn.
TMC-2 527+390 13.10.2020 Sutgatti (SH-34) 1 Day
TMC-3 535+870 14.10.2020 Yamkanmardi 1 Day
Hidkal Dam Jn.(SH-
TMC-4 538+261 13.10.2020 1 Day
134/SH-78)
Intersection Kaladgi-Kurni road &
TMC-5 544+200 16.10.2020 1 Day
Volume Count Chikkalgud
TMC-6 545+835 15.10.2020 Hebbal & Aralgundi 1 Day
TMC-7 547+390 19.10.2020 Gotur 1 Day
TMC-8 549+790 19.10.2020 Sankeshwar Bypass 1 Day
TMC-9 552+890 19.10.2020 Sankeshwar Bypass 1 Day
TMC-10 554+650 19.10.2020 Sankeshwar Bypass 1 Day
PED-1 519+600 Near Bhutramanahatti
PED-2 524+000 Near Vantamuri
PED-3 527+300 Sutgatti cross
Pedestrian 8.00 Am
Cross Traffic PED-4 535+870 21.10.2020 Yamkanmardi to 8.00
Count Survey Pm
PED-5 538+261 Hidkal Dam Cross
PED-6 544+200 Chikkalgud
PED-7 545+835 Hebbal
Speed and 515+000 to
23.10.2020 Total Stretch
Delay Survey 555+000

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Figure 9-2: Project road and traffic survey locations are shown in key plan

9.4 Traffic Surveys Methodology

9.4.1 Classified Volume Count Survey

The objective of classified traffic volume count survey is to estimate traffic intensity
on the project road. The CTVC surveys at 1 strategic location along Project Highway
was conducted continuously for 7 consecutive days and for 24 hours, through
Automatic Traffic Counter and Classifier (ATCC) method.
The counts location is representing mid block count station for each homogeneous
section of existing roads. The surveys were as per guidelines illustrated in IRC: SP: 19
– 2001, ‘Manual for Survey, Investigation and Preparation of Road Projects’. For
carrying out the counts, the vehicles were grouped under the following categories
(Table 9-4).
Automatic Traffic Counter and Classifier (ATCC) is capable of counting vehicles
according to their class with help of different non intrusive technologies such as
infrared sensors, Pneumatic tubes etc. Pneumatic Tube Technology and Video based

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counter & Classification (VTCC) are used for the present traffic study. Videography
is made 7 days continuously for each direction of the traffic flow and the same is
utilised for verification and improving the accuracy of the classification of vehicles.

Pneumatic Tubes Technology

The Pneumatic Tube Roadside Unit is a dual air-sensor data logging unit. The
Roadside Unit is used in several Count Sensor Layouts, to obtain short term count
information. Alternatively, the sensors can be used in a split mode.
Count Sensor Layouts provide you with basic volume information, as well as traffic
characterisation, such as gap analysis. Each pneumatic tube should be secured using
the method described for a Classifier Sensor Layout (keeping the two tubes parallel to
each other by using the nails drilled onto the pavement surface, so that the tubes are
intact). The following table shows the layout of Classifier Sensor Layout.
Table 9.3: Pneumatic Count Sensor Layout

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Figure 9-3: Photographs showing the Pneumatic Count Tubes in Operation

Figure 9-4: Photographs showing the Videography of the traffic in Operation

Videography Based Counter and Classifier (VTCC)
VTCC (Video based Traffic Counter & Classifier) is a technology that helps in
collecting useful traffic data from videos. VTCC provides accurate traffic data. It is a

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good solution for all traffic survey and data collection needs. This application saves
time and effort. It provides fast and processing of Videos. We can do Traffic Video
recording, processing and data generation.

Digital Video Recorder (DVR) Infrared based Camera

12 V Heavy Duty Batteries Complete Setup

Figure 9-5: Video Based Traffic Counter and Classifier – Setup

Figure 9-6: Schematic Layout of Installation for a 4 Lane or 6 Lane Divided

Carriageway

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Installation of VTCC at the Site:

The procedure given below is followed to setup the Video based Traffic Counter and
Classifier (VTCC).
1) Select a mid-block section having free flow conditions/ having no influence on
flow characteristics and having a straight reach of minimum 100 m on
highway. Fix the setup shown in Fig 9.6 on each side of the carriageway i.e.
on earthen shoulder of LHS & RHS on the earthen shoulder. Install one
camera on each side of the road to capture one direction of traffic. If the setup
is installed near a toll plaza, it is to be noted not to capture the flow on toll
plaza multi-lanes.
2) Connect the cables to DVR, Cameras, LAN cable is to be connected to DVR
and laptop to take back up and connect battery clips to the battery, make sure it
has to be fully charged.
3) Tie the cameras to the pole fixing at certain angle that axles of the vehicles
should be clearly visible.
4) Backup is taken for every 24 Hours and video duration should be 1 Hour
format like (HH:MM:SS 00:59:59 or 01:00:00). These backup files are
directly taken into Laptop; the backup files will be in DAV or ASF format.
These should be converted into AVI.
Processing of Raw Video Footage (VTCC Application):
1) The backup videos are converted into MP4 format by using any video
Converter for video counting. These video counts are done in VTCC software
by uploading, MP4 format videos.
2) Hourly videos are fed to the application for processing and the software counts
and categorises 28 classes of vehicles.
3) Sample data output as per time chronology is shown in Fig.9.7 and hourly
summary of volume data for different classes of vehicles is shown in Fig. 9.8.
4) Day wise summary will also prepare and reported. The deliverable of the
VTCC includes volume count, subtitle files, raw video footage in external hard
disk.
5) The subtitle file is used to verify the accuracy of the survey by counting
manually for a small time window for validation purposes.

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Figure 9-7: Snapshot of Sample Data Output – Chronological & ungrouped

Figure 9-8: Snapshot of Sample Hourly Summary of Data Output – Chronological &
grouped into vehicle classes

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Table 9.4: Vehicle classification system Motorised traffic
Motorised Traffic Non-Motorised Traffic
2-Wheelers Bicycle
3-Wheelers Cycle Rickshaw
Animal Drawn Vehicle
Passenger Car
(ADV)
Utility Vehicle (Jeep, Van etc) Hand Cart
Other Non-Motorized Vehicle
Mini Bus
Bus
Standard Bus
LCV - Passenger
LCV
LCV - Freight
Agriculture With Trailor
Tractor Without Trailor
MCV : 2 Axle Rigid Chassis
Truck
HCV : 3 Axle Rigid Chassis
4 to 6 Axle Rigid Chassis
MAV 7 or more Axle Rigid
Chassis

The count data was recorded for 60 minute intervals for each vehicle group for each
direction of travel separately. This traffic data is used for working out traffic
characteristics analysis and forecast, capacity augmentation and toll analysis.

9.4.2 Turning Movement Surveys

The Intersection Turning Movement count was carried out with primary objective for
identifying the type of control measures required for the junction improvement.
Manual turning volume counts of classified vehicles are made separately for
direction-wise movements including left turning and right turning traffic at all the
major intersections.

In order to assess the current traffic flows at the Major and Minor junctions along the
project corridors, various Traffic surveys have been carried out at identified NH / SH /
MDR / ODR / VDR crossings per field reconnaissance surveys and in consultation
with NHAI. Intersection Volume count Survey has been carried out at 10 major /
minor intersections for a continuous period of 24 hours along the project road. Each
turning movement at the intersection was recorded by Videography or by manual
count deploying sufficient trained enumerators on each arm traffic intensity.

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The observed travel pattern will be analysed to design the at-grade intersections and
identify requirements for suitable remedial measures, including the need for grade
separators.

9.4.3 Origin-Destination and Commodity Movement Survey

The origin-destination survey was carried out with the primary objective of studying
the travel pattern of goods and passenger traffic along the Project Highway. In a
transportation study, it is necessary to estimate the number of trips with respect to
origin and destination. These calculations help in studying travel trends of passenger
and commercial vehicles. The trend pattern determines the basis for adopting
techniques for estimating traffic growth projections.
Roadside interview method was adopted for the survey, in accordance with guidelines
given by IRC: SP 19-2001. A sample proportion of vehicles were interviewed from
the total traffic. The road users were interviewed by trained enumerators to obtain the
required data under the guidance of traffic engineer and supervisor. Variable sampling
flow requires a classified hourly count of all vehicles that pass in the direction being
studied while interview is in progress. A volume count survey was carried out
simultaneously to get the number of vehicles passing in both the directions. The O-D
survey was limited to cars (private and taxi cars) and buses in passenger vehicles.
Similarly, LMVs, LCVs, 2-axle trucks, 3- axle trucks, 4 to 6-axle trucks and more
than 6-axle trucks were considered as goods vehicles. The information collected
contained trip origin and trip destination. In addition, type of commodity for goods
vehicles and purpose and occupancy for passenger vehicles were also collected.
Further, trip length, trip frequency are also elicited during O-D surveys.
The survey was conducted at one location for a day (24 hours).

9.4.4 Axle Load Survey

Axle Load survey has been carried out in order to estimate the intensity of traffic
loading and vehicle damage factor (VDF) for using in design of overlay on existing
pavement and new pavement design for additional lanes. The axle load surveys are
carried out to determine the load pattern and the trend of overloading, at selected
locations on the project roads. This survey is carried out in both directions for two
days (24 hours) on a random sample basis normally for trucks only.

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The survey was carried out at one location for a duration of two days (24 hours), using
portable weigh pads. Axle loads of LCVs, and two, three and multi axle trucks are
recorded on random sampling basis. The vehicles were stopped and the drivers were
directed to stop their vehicles in such a way that wheel of each axle can be weighed
using the weighing pad. The readings were recorded by trained enumerators for each
axle separately. From the survey the Vehicle Damage Factor (VDF), Gross Vehicle
Weight (GVW) and Single Axle Load distribution for each vehicle type will be
calculated.

9.4.5 Pedestrian Surveys

Pedestrian survey is intended to collect the data on pedestrian movement at specific
locations where significant pedestrian activity is exists, with a view to identify and
providing the type and extent of pedestrian facility needed at the locations. As per
TOR, Surveys for provision of pedestrian crossings shall minimum be conducted at all
junctions being replaced by grade separators.
Pedestrian cross traffic surveys have been carried at 7 locations for a duration of 12
hours (covering morning and evening peak hours) as per the standard format. The
survey is carried out by direction of each pedestrian crossing the roadway/using the
side walk.

9.4.6 Speed and Delay Survey

Speed is one of the most important characteristics of traffic and its measurements are
a frequent necessity in traffic engineering studies. Journey time studies are to be
conducted to evaluate congestion, its location and delays.

The Moving Car Observer method is most commonly used for measuring running
speed and journey speed of the road. The test vehicle was run at the perceptible
average speed of the traffic stream along the road. The observers inside the test
vehicles recorded travel time and stopping delay timings along with the causes of
delays. The test vehicle was made to travel on both directions of travel covering
different peak and off peak traffic flow conditions. The delays and corresponding
contributory factors at intersections / major activity centres, etc. are collected to
identify major bottlenecks on the road. The survey was conducted for the total length
of the project corridor.

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9.5 Analysis of Traffic Surveys - Base Year Traffic Estimation

9.5.1 General
The base year traffic pattern is the primary input for checking existing level of service
and determination of future traffic demand of project influence area. The consultant
has conducted Classified Volume Count Surveys, Intersection Volume Count, O-D
and commodity, Axle load and speed & delay surveys to examine the base year traffic
intensity, travel characteristics, loading patterns and travel speed on project road. For
the purpose of traffic estimation and projection the year 2020-2021 has been taken as
base year.
The following section provides detailed traffic analysis and important observations
about traffic pattern along the project corridor. The data collected during traffic
surveys was entered in to the computer for further analysis and to obtain information
about traffic characteristics and travel pattern along the project road. The results of
the analysis can be further used for designing the pavement crust, road cross-section,
planning and designing the toll plaza & way side amenities, and for economic and
financial analysis. The traffic analysis was carried out as per the guidelines given in
IRC: SP 19-2001, IRC: 108-2015, IRC: 64-1990, IRC SP: 41-1994.

9.5.2 Classification of Vehicles and PCU Values

Since the data collected from the site for the various vehicle types having different
sizes and characteristics are to be converted into a standard equivalent unit called
Passenger Car Unit (PCU). The PCU values as suggested in the IRC: 64 – 1990
“Guideline for Capacity of Roads on Highway” has been adopted and are shown in
table 9.5.
Table 9.5: PCU Factors adopted for the study
S.No. Vehicle Type PCU Value
Fast Moving Vehicles
Cars/Utility Vehicles/Jeeps/Vans /Mini
1 1
LCV
2 2 Wheelers 0.5
3 LCV Goods/Mini Bus 1.5
4 Standard Bus 3
5 Two and 3 Axle Truck 3
Multi Axle Truck/Heavy Construction
6 4.5
Machinery/Trailer
7 Agricultural Tractor (with Trailer) 4.5

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S.No. Vehicle Type PCU Value
8 Agricultural Tractor (without Trailer) 1.5
Slow Moving Vehicles
1 Bicycle 0.5
2 Cycle Rickshaw 2
3 Animal Drawn Vehicle (Bullock cart) 8
4 Animal Drawn Vehicle (Horse drive) 4
5 Hand cart 3
9.6 Analysis of Classified Volume Count Survey

The classified traffic volume survey data for count locations is analysed in order to
obtain the following traffic characteristics:
 Daily variation of traffic volume
 Average hourly variation of traffic volume
 Average Composition of traffic
 Average Daily Traffic (ADT) volume
 Annual Average Daily Traffic (AADT) volume
 The analysis of data brings out the hourly, daily, and weekly variations in traffic.

9.6.1 Estimation of Seasonal Correction Factor

The traffic plying on any road generally varies over different periods of the year
depending on the cycle of different socio-economic activities in the regions through
which it generates or terminates. Therefore, in order to have a more realistic picture of
the traffic on the project road, it is required to assess its seasonal variation to estimate
the annual average daily traffic (AADT). The ADT observed during the survey
duration has been multiplied by a seasonal correction factor (SCF) to arrive at AADT.
Due to the COVID – 19 a certain uncertainty is perceived in the travel behaviour
pattern of road users in the year. To assess the realistic AADT, the seasonal correction
factors have been derived for the month of October from past monthly toll plaza
traffic as we had available the classified monthly number of vehicles from Aug 2018
to July 2019 collected from PIU, NHAI. The following tables show the number of
vehicles for the above period at Hattargi toll plaza:

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Table 9.6: Monthly Traffic at Hattargi Toll Plaza for Aug 2018 to July 2019
Vehicle
Aug' Sep' Oct' Nov' Dec' Jan' Feb' Mar' Apr' May June July
Type
Car 200477 200932 204906 247398 260835 221042 206703 207494 230385 287715 240015 204533
LCV 73125 68837 74937 69260 76241 74674 74512 78664 69944 78069 65172 63271
Bus 11369 13771 14651 15218 15617 15547 13366 14106 15566 17139 15867 13421
Truck 50951 48501 51354 62279 80652 76462 59712 61110 54553 54472 44137 43792
3 Axle 29225 28070 28034 24287 27070 25995 22805 24795 22837 24157 21377 19595
MAV 39053 37643 39343 32926 34784 33629 29616 33119 30415 33008 28817 28452
Over
297 356 415 419 434 461 418 366 355 245 277 306
Sized

As discussed above seasonal correction factor is calculated based on toll collection

data. As survey is conducted in month of October, following table give the SCF of
various vehicles:
Table 9.7: Estimated Seasonal Factors for the Month of October
Over
Location Car LCV Bus Truck 3 Axle MAV
Sized
Hattargi 1.1 0.96 1 1.12 0.89 0.85 0.87

A SCF of 1.0 is adopted for all other vehicle categories.

9.6.2 Daily variation of traffic

Since the survey has been carried out for seven days and 24 hours continuously, the
traffic flow on all the days in a week differs. Daily variation of traffic during different
days of week at each survey location in terms of number of vehicle and PCUs are
graphically shown in Figure 9.9.
Day wise CTVC summary of category wise traffic is presented in Appendix 9.1 in
Volume IA: Appendix to Main Report.

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Figure 9-9: Daily Variation of Traffic

The Salient Features for the traffic are:

 Freight vehicles are around 25%. This is expected as the highway is National
Corridor bordering Karnataka and Maharashtra.
 LCVs & MAVs have more share among the commercial traffic.
 Passenger vehicles is around 70% on project corridor.
 Two wheelers are high in numbers due to the presence of villages and towns
on the corridor.
 Buses and non motorized traffic is negligible.

9.6.3 Directional Distribution of Traffic

The average directional distribution of vehicles at count locations is shown in table

9.8. This is a useful input for capacity analysis and pavement design.
Table 9.8: Directional Distribution
Belgaum to Kagal to
Location
Kagal (%) Belgaum (%)
Hattargi Toll Plaza 48.2% 51.2%

As seen, the directional split for up and down traffic is almost equal along the Project
Highway.

9.6.4 Hourly Variation in Traffic

The traffic volumes at each of the locations are expected to vary over the day. The
hour variation graphs for the traffic shall give an understanding of the peak hour

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traffic and trends in traffic. Average hourly variation of traffic at count locations is
shown in Figure 9-10.

Figure 9-10: Hourly Variation of Traffic

Above figures suggest peak traffic at midday time at Hattargi toll plaza.

9.6.5 Traffic Composition

The percentage share of different category of vehicles in the total traffic stream in
terms of number of vehicles at the survey location has been analysed. Predominantly
car and two-wheeler traffic has been observed on the project road. It is observed that
two wheelers are having highest share of composition i.e. 33.20% and next by cars i.e.
26.35%. In terms of freight traffic LMVs & LCVs share are more. MAVs share is
more followed by 2-Axle trucks and 3-Axle trucks. The traffic composition observed
in these survey locations are plotted graphically and presented in Figure 9-11.

Figure 9-11: Traffic Composition

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9.6.6 Peak Hour Factor
The peak hour factor in percentage (%) is presented in Table 9.9.
Table 9.9: Peak hour traffic
Peak Peak Hour Vehicles Peak Hour Factor
Location
Hour Total Tollable Total Tollable
Km 537+770, Hattargi 13:00 -
1,914 1,096 7.01% 6.28%
Toll plaza 14:00

The peak hour is 7.01% at Hattargi toll plaza location.

9.6.7 Average Daily Traffic and Annual Average Daily Traffic

Based on the traffic surveys conducted and the seasonal factors, the Average Daily
Traffic (ADT) and Annual Average Daily Traffic (AADT) Volumes are worked out.
The summary of average daily traffic (ADT) and Annual Average Daily traffic at
survey location is given in the Table 9.10.
Table 9.10: Annual Average Daily Traffic (AADT)
Hattargi Toll Plaza @ Km 537+770
Vehicle Type ADT AADT AADT
(Veh/day) (Veh/day) (PCU/day)
Two Wheeler 7774 7773 3887
Auto Rickshaw / Three wheeler 106 106 106
Car / Jeep / Van - Yellow
1542 1697 1697
Board
Car / Jeep / Van - White Board 6168 6785 6785
Bus-2A 699 699 2097
Bus-3A 24 24 72
Mini Buses 44 45 68
Mini LCV Goods (Tata Ace,
1002 962 962
similar size)
2 Axle Trucks 1266 1418 4254
3 Axle Trucks 1025 913 2739
4 to 6 Axle Trucks 1663 1414 6363
7 or more Axle Trucks 4 4 18
LCV 4 Tyre 174 167 251
LCV 6 Tyre 1843 1769 2654
Tractor 11 11 17
Tractor +Trailer 35 35 158
Class -A 20 22 22
Class -B 7 7 21
Class -C 23 24 24
Cycle 30 30 15
Cycle Rickshaw 1 1 2
Animal Drawn 0 0 0

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Hattargi Toll Plaza @ Km 537+770
Vehicle Type ADT AADT AADT
(Veh/day) (Veh/day) (PCU/day)
Hand Drawn 0 0 0
others 0 0 0
Total Fast Moving Vehicles 23433 23875 32192
Total Slow Moving Vehicles 31 31 17
Total Vehicles 23464 23906 32209

9.7 Analysis of Intersection Volume Count Survey

In order to understand the existing travel pattern, turning movement survey data
collected at various major and minor intersections have been analysed to study the
directional flows.
The data generated on turning movements are in respect of stream composition,
direction wise and category wise vehicle volumes. The survey data have been
analysed to obtain the morning and evening peak hours with flow of vehicles in each
direction. The analysis of the data will suggest the improvement proposal i.e. at-grade
controlled/uncontrolled improvement or construction of grade separator, and shall
help in suggesting any modifications required in the at-grade junction that would
make the traffic flow smooth.

9.7.1 PCU factors for Turning Movement surveys analysis

The PCU values as suggested in the IRC-SP: 41 – 1994 “Guideline for the Design of
At-Grade Intersections in Rural and Urban areas” has been adopted and are shown in
Table 9.11.
Table 9.11: PCU Factors adopted for Turning movement analysis

Vehicle Type PCU Vehicle Type PCU

Car/Jeep/Taxi 1.0 Agricultural Tractor 1.5
Mini Bus/ LCV 1.5 Agricultural Tractor & Trailer 4.5
Standard Bus 3.0 Animal Drawn Vehicle 8.0
2/3 Axle Truck 3.0 Cycle 0.5
MAV 4.5 Cycle Rickshaw 1.5
Two Wheeler 0.5 Hand Cart 3.0
Auto Rickshaw 1.0 Horse Drawn 4.0

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9.7.2 Analysis of Traffic volume at Intersections

The summary of turning movement data analysis for each of the locations on NH-48
is presented in Appendix 9.2 in Volume IA: Appendix to Main Report.
The Peak hour junction flows charts are presented in the figures below and peak hour
traffic at junctions is presented in table 9.12.

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Figure 9-12: Peak Hour junction flow charts

Table 9.12:Peak Hour Traffic at Intersections

Peak Hour Peak Hour
Type of
S.No. Name of Junction Chainage Peak Hour Volume Volume
Junction
(Veh/Hr) (PCU/Hr)
1 Ranichannamma Jn. 519+600 T 15:00-16:00 1676 2452
2 Sutagatti Jn. 527+390 T 17:00-18:00 1838 2219
3 Yamakanmardi Jn. 535+860 T 15:00-16:00 1681 2134
4 Hidakal Dam Jn. 538+261 T 17:00-18:00 2007 2360
5 Chikalgud Jn. 544+200 + 17:00-18:00 1705 2107
6 Hebbal Jn. 545+835 + 17:00-18:00 1828 2265
7 Gotur Jn. 547+390 T 16:00-17:00 1758 2428
8 Sankeshwar Jn. 549+790 Y 15:00-16:00 1593 2063
Sankeshwar Gadhinglaj
9 552+890 + 17:00-18:00 1764 2215
Jn.
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Peak Hour Peak Hour
Type of
S.No. Name of Junction Chainage Peak Hour Volume Volume
Junction
(Veh/Hr) (PCU/Hr)
10 Sankeshwar Jn. 554+650 Y 13:00-14:00 1471 2039

9.8 Analysis of Origin-Destination (O-D) & Commodity Movement Survey

9.8.1 General

Origin-Destination surveys (24 hrs continuous) have been conducted at one location
on the project corridor to establish the travel desire pattern and area of influence that
would have an impact on the traffic growth on the corridor.
The collected data were entered into the computer and for inconsistencies. The
checked and corrected data were used for final analysis. Table 9.13 presents the
percentage sample size collected.
Table 9.13: Sample Size
Sample % at
S.No. Type of Vehicle
Hattargi Toll plaza
1 Car/Jeep/Taxi 12.35%
2 Mini Bus 27.91%
3 Buses 11.14%
4 LCV 13.74%
5 2-Axle Truck 29.41%
6 3-Axle Truck 27.39%
7 MAV 13.21%

The data collected has been analysed to obtain the travel characteristics of the road
users of different categories. The desire pattern of the road users has been established
on the basis of the O-D survey data and the traffic zones formulated for the same.

9.8.2 Zoning System

The location of Origin and Destination zones has determined in relation to each
individual traffic survey station and the possibility of traffic diversion to the project
road from/to other routes. The analysis of O-D data starts with coding of zones, i.e.
categorizing the traffic with respect to its origin and destination. These origin and
destinations, depending on their distance from the project road, are assigned to a
region in terms of local/taluk, district, and state. These regions are designated with a
unique code. These codes are termed as O-D Traffic analysis Zones (TAZ), called as

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mentioned earlier this zoning is done at three levels i.e. local/taluk, district and state
level. All taluks in the PIA and traffic generating points on the project corridor were
assigned local zones, immediate influence areas of the project road and districts were
designated with district level zones. Finally, states beyond the project influence area
were assigned broadly into state level zones. In total, 65 zones were identified for the
O-D survey analysis of the project road. The list of traffic analysis zones and
respective codes are indicated in Table 9.14:
Table 9.14: Adopted Zoning System for the Study
Zone No. Place Name Remarks
1 Belagavi
2 Hukkeri
3 Nippani
4 Chikkodi
5 Khanapur
6 Kittur
Taluks of Belgaum
7 Gokak
District in
8 Athani
Karnataka State
9 Bailhongal
10 Raibag
11 Ramdurg
12 Soudatti
13 Kagawad
14 Mudalagi
15 Karveer (Kolhapur)
16 Kagal
17 Gadhinglaj Taluks of
18 Shirol Kolhapur District
19 Ajara in Maharashtra
20 Chandgad State
21 Hatkanangale, Shahuwadi, Panhala
22 Gaganbavada, Radhanagari, Bhudargad
Terdal (Rabakavi Banahatti), Badami, Bilagi, Taluks of Bagalkot
23
Jamkhandi District in
24 Bagalkote, Hungund, Mudhol, Guledagudda, Iikal Karnataka State
25 Ballari
26 Bengaluru Rural, Bengaluru Urban
27 Mysuru
28 Dharwad
Other District of
29 Dakshin Kannad, Kodagu
Karnataka State
30 Davangere, Haveri
31 Kolar, Chikballapur
32 Koppal, Raichur
33 Gadag

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Zone No. Place Name Remarks
34 Hassan
35 Mandya
36 Tumakuru, Chitradurga
37 Uttar Kannad
38 Chikkamagaluru, Udupi
39 Shivamogga
40 Ramanagara, Chamarajanagar
41 Vijayapura, Bidar, Kalaburagi, Yadgir
42 Mumbai
43 Pune
44 Nagpur
45 Nashik
46 Ratnagiri, Raigad
47 Sangli
48 Satara
49 Solapur
50 Thane, Palghar Other Districts of
51 Akola Maharashtra State
52 Amravati
53 Sindhudurg
Ahmednagar, Aurangabad, Parbhani, Beed,
54 Hingoli, Jalna, Latur, Osmanabad, Nanded,
Washim, Yavatmal, Buldhana
Bhandara, Chandrapur,Wardha, Gadchiroli,
55
Gondia
56 Dhule, Jalgaon, Nandurbar
57 Kerala
58 Tamil Nadu
59 Goa
60 Gujarat, Dadra and Nagar Haveli, Daman and Diu
Himachal Pradesh, Jammu and Kashmir,
61
Uttarakhand, Delhi, Haryana, Chandigarh, Punjab Other States of
62 Rajasthan, Madhya Pradesh, Uttar Pradesh India
63 Telangana, Andhra Pradesh, Puducherry
Chhattisgarh, Odisha, Jharkhand, West Bengal,
64
Bihar
Arunachal Pradesh, Assam, Manipur, Meghalaya,
65
Mizoram, Nagaland, Sikkim, Tripura

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Figure 9-13: Map indicating Zoning

9.8.3 Development of Origin-Destination Matrices and travel Characteristics

It is important to analyse the trip characteristics with respect to the project road and its
surroundings by development of vehicle category wise trip matrices and desire lines.
After coding of Origin and Destination from the raw data, expansion factors were
calculated by comparing sample size of each vehicle type with the traffic classified
volume count data of the same day at the same location of O-D Survey. These
expansion factors were applied to O-D Data and vehicle wise O-D matrices were
developed.
O-D matrices for passenger and goods vehicles at each survey station on the project
road are presented in Appendix 9.3 in Volume IA: Appendix to Main Report.

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9.8.4 Zone influence

The influence of various states among the samples collected from OD survey has been
analysed and the influence of different states is presented in table 9.15.
Table 9.15: Zone influence in %
Hattargi Toll Plaza
S.No. State Name
Passenger Goods
1 Karnataka 63.83% 43.83%
2 Maharashtra 27.13% 32.25%
3 Goa 2.73% 1.25%
4 Tamilnadu 1.58% 6.47%
5 Kerala 1.24% 6.22%
6 Gujarat 1.00% 5.27%
7 Rest of India 2.49% 4.71%

Passenger trips at Hattargi toll plaza is having predominant trips 63.83% within
Karnataka followed by 27.13% in Maharashtra state.
Goods trips at Hattargi toll plaza is having predominant influence of Karnataka
43.83% followed by 32.25% in Maharashtra state. In goods, other states of
Tamilnadu, Kerala, Gujarat, Goa also have notable influence as the project corridor is
a National corridor catering to long travel trips.

9.8.5 Commodity Analysis

Different commodities recorded during the O-D survey were classified into different
categories and due consideration has been given to include all possible commodities
moving along the project road. After coding of Origin – Destination data, commodity
movements found on corridor has been analyzed commodity wise vehicle category
wise. The analysis results are presented in Table 9.16 shown below. Composition of
commodity movement on the corridor has been presented in Figure 9-14.

Table 9.16: Vehicle wise Commodity Distribution (%) at Hattargi Toll Plaza
2-Axle 3-Axle
S.No. Goods Carried LCV MAV Total
Truck Truck
1 Empty 18.9% 13.9% 7.4% 4.5% 11.7%
2 Agricultural products 11.6% 7.4% 4.8% 5.1% 7.3%
3 Perishable products 6.9% 7.1% 4.4% 5.1% 6.0%
4 Goods 10.3% 3.3% 7.0% 9.6% 7.0%
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2-Axle 3-Axle
S.No. Goods Carried LCV MAV Total
Truck Truck
5 Building materials 3.4% 7.4% 10.0% 13.6% 8.3%
Manufacturing
6 7.3% 10.7% 12.2% 21.2% 12.3%
products
7 Petroleum products 2.1% 11.9% 6.6% 18.7% 9.7%
8 Consumer Items 18.9% 12.8% 21.8% 5.6% 14.8%
9 Milk 3.4% 3.0% 1.3% 1.0% 2.3%
10 Paper & Parcel 10.3% 16.3% 14.4% 7.6% 12.7%
11 Plastic 5.6% 3.6% 8.3% 4.5% 5.3%
12 Chemicals 0.9% 2.1% 0.9% 3.5% 1.8%
13 Miscellaneous 0.4% 0.6% 0.9% 0.0% 0.5%

Figure 9-14: Commodity Distribution

9.8.6 Trip Frequency

The trip frequencies of passenger and goods vehicles as observed during the time of
survey from the collected sample are shown in tables below.
Table 9.17: Trip Frequency distribution (Passenger) in %
Location / Trip Hattargi Toll
Frequency Plaza
Daily 33.27%
Weekly 27.42%
Monthly 36.05%
Occasional 3.26%

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Table 9.18: Trip Frequency distribution (Goods) in %

Location / Trip Hattargi Toll
Frequency Plaza
Daily 10.80%
Weekly 29.87%
Monthly 49.45%
Occasional 9.89%

Figure 9-15: Trip Frequency in Graph

It was observed that daily trips in passenger vehicles account for around 33%.

9.8.7 Trip Purpose

Trip purpose for Passengers Vehicles (Cars, Jeeps, Vans, Mini Bus and Bus) have
been collected during O-D survey and tabulated in Table 9.19.
Table 9.19: Trip Purpose for Passengers Vehicles in Percentage
Distribution at
S.No. Trip Purpose
Hattargi Toll plaza
1 Work 62.0%
2 Business 23.4%
3 Education 2.9%
4 Social 4.5%
5 Shopping 1.0%
6 Religious/ Tourism 1.6%
7 Others 4.6%

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Figure 9-16: Trip Purpose in Graph

It was observed that the maximum number of trips contributed to work trips and
business trips by passenger vehicles.

9.8.8 Trip Length

The survey data was analyzed to assess the lead distribution for commercial vehicles.
Trip length frequency distribution for goods vehicles is shown in table below.
Table 9.20: Trip Length Frequency Distribution at Hattargi Toll Plaza (%)

Trip Length (km) LCV 2A 3A MAV

0 – 50 2.2% 0.0% 2.2% 1.1%
50 – 100 17.8% 14.8% 2.7% 6.3%
100 – 250 15.6% 9.1% 6.7% 4.7%
250 – 500 8.9% 11.8% 15.1% 11.6%
500 – 1000 28.4% 34.1% 30.2% 30.0%
1000 – 1500 18.7% 19.3% 24.4% 24.2%
1500 – 2000 4.9% 6.6% 12.0% 8.4%
> 2000 3.6% 4.2% 6.7% 13.7%
Total 100% 100% 100% 100%

Figure 9-17: Trip Length Frequency Distribution (km)

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9.9 Axle Load Surveys

9.9.1 General

The intensity of traffic loading and the corresponding damaging power of different
categories of vehicles is an important parameter for the design of pavements. The
main objective of the axle load survey is to determine a Vehicle Damaging Factor
(VDF) of each category of commercial vehicle and their axle load spectrum/
distribution and expected damage on pavement.

9.9.2 Location

Axle load survey was conducted for the duration of 24-hours at 1 location in the
project area, to assess the axle load spectrum and in turn to determine the vehicle
damage factor for commercial vehicles. The survey was done using portable weigh
pad. Axle load survey was conducted to cover both directional traffic for both empty
and loaded commercial vehicles i.e. LCV, 2-axle trucks, 3-axle tracks, multi-axle
trucks and buses.

9.9.3 Vehicle Damaging Factor

The vehicle damaging factor is an important indexing factor for characterizing the
traffic loading on the road. The VDF can be computed from the axle load data by the
following formula.
VDF = Total EAL/Number of vehicles weighed
The vehicle damage factor is a multiplier to convert the number of commercial
vehicles of different axle loads and axle configuration to the number of standard axle
load repetitions. It is defined as equivalent number of standard axle per commercial

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vehicle. The VDF varies with the vehicle axle configuration, axle loading, terrain,
type of road and from region to region.

9.9.4 Load Equivalence Factors

For design purpose, the variation in axle loads is usually handled through reducing the
actual axle load to “Equivalent Axle Load (EAL)”. An equivalency is simply
convenient means for indexing the wide spectrum of actual loads to one selected
value. One of the most important and useful products of AASHTO Road Test was the
development of a relationship characterizing the relative damaging effect of varying
axle load on pavements in terms of equivalent 80 kN single axle load. This
relationship sometimes referred the “Fourth Power” rule has subsequently been
verified by studies reported by several agencies in different countries.
Single axle with single wheel on either side = (Axle load in kN / 65)^4
Single axle with dual wheels on either side = (Axle load in kN / 80)^4
Tandem axle with dual wheels on either side = (Axle load in kN / 148)^4
Tridem axle with dual wheels on either side = (Axle load in kN / 224)^4
The rule states that damaging power of an axle load increases roughly as fourth power
with the weight of an axle. Any single axle load less than 8o kN is some fractional
EAL, where any greater single load is some multiple of EAL. In order to convert axle
loads, from axle load surveys into EAL, these are usually grouped into the intervals of
2 kN and the frequency of each vehicle intervals is found out. Equivalencies factors
are obtained for each category from “Fourth Power” rule. Product of frequency factors
gives the EAL for that weight class of the sample.
Total EAL = Σ (Number of Vehicles in each weight class × Load
Equivalency Factor of weight Class)

9.9.5 Calculated Vehicle Damage Factor

The vehicle damage factor values were calculated for each vehicle type at each survey
location in direction wise and are presented in Table 9.21. The details of axle load
computations are given in Appendix 9.4 Volume IA: Appendix to Main Report.

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Table 9.21: Vehicle Damage Factors
At 537+770 - Hattargi
Toll plaza
Vehicle
Belgaum Kagal to
to Kagal Belgaum
Standard Bus 0.724 0.484
Mini Bus 0.724 0.484
2 Axle Trucks 1.686 2.563
3 Axle Trucks 2.351 5.708
4-6 Axle Trucks 8.853 7.691
7 or >7 Axle Trucks 8.853 7.691
LCV 0.561 0.541
9.10 Pedestrian/Animal Cross Traffic Surveys

The surveys were performed near at-grade median openings of junctions and similar
high – pedestrian activity areas. The estimated peak hour pedestrian crossing volumes
at various survey locations are presented in Table 9.22. The pedestrian volume count
survey data is given in Appendix 9.5 in Volume IA: Appendix to Main Report.
Table 9.22: Pedestrian Volume
Peak Hr Pedestrian
S.No. Location Peak Hour
crossing vol.
1 519+600 9.00 to 10.00 53
2 524+000 13.15 to 14.15 110
3 527+400 8.00 to 9.00 34
4 535+870 11.00 to 12.00 291
5 538+261 13.45 to 14.45 8
6 544+200 13.15 to 14.15 78
7 545+835 11.15 to 12.15 70

The Pedestrian crossings at Km 535+870 i.e. Yamakanmardi junction is observed to

be very high.

9.11 Speed and Delay Survey

Speed is one of the most important characteristics of traffic and its measurements are
a frequent necessity in traffic engineering studies. A speed and delay survey using the
moving car method was carried out during peak and off peak hours for existing road.
This survey provides data for assessing running speed, journey speeds and congestion
levels. Journey speed is the effective speed of a vehicle between two points. It is
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determined by the distance between two points divided by the total time taken by the
vehicle to complete the journey, including all delays incurred en-route. Running speed
is the average speed maintained by a vehicle over given course while the vehicle is in
motion. The length of course divided by running time determines it.
The Speed and Delay data collected from site at various locations have been analysed
to observe the reasons of delay, speed characteristics on the project corridor. The
results of the analysis are presented in tables and figures below in Table 9.23.
Table 9.23: Travel Speeds & Journey Speeds
Start End Average Journey Average Travel
S.No.
Chainage Chainage Speed (Kmph) Speed (Kmph)
1 515.000 519.600 69.60 69.60
2 519.600 527.390 72.35 72.35
3 527.390 535.870 72.99 72.99
4 535.870 537.770 66.86 67.41
5 537.770 538.261 23.52 40.13
6 538.261 544.200 75.17 78.93
7 544.200 545.835 77.36 77.36
8 545.835 555.378 76.59 76.59
Avg. Speed on Project Highway 72.94 73.72

Figure 9-18: Speed Profile

Average journey speed on Project Highway is 72.94 kmph. Average running speed on
Project Highway is 73.72 kmph. The Toll Plaza on the corridor is taking some time for
toll collection and delay is observed at toll plaza.

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9.12 Traffic Demand Forecast

9.12.1 Approach

This section presents estimates of traffic growth rates. Traffic growth rates for the
study, to be used subsequently for forecasting traffic on the Project Stretch, have been
estimated by adopting the Elasticity of Transport Demand method as stipulated in
IRC: 108, which is a proven and therefore most commonly used technique in India.
The method relies on the correlation between:
 Past trends in traffic growth on the Project Stretch / Traffic passing through
Toll Plazas.
 Past trends in traffic growth (Vehicle registration Method).
 Econometric Model Method : IRC-108:2015.
For Cars & 2 Wheelers, Buses, LCV and Goods respective independent variables have
been considered as PCI, Population, NSDP and GDP and elasticity estimates
associated with PCI, Population, NDSP & GDP have been considered for estimating
traffic growth. Regression analysis has been carried out using vehicles registration and
economic indicators, to estimate elasticity for each type of vehicle. The time series
data of state income NSDP at constant (2011-12) prices, state population, per-capita
income and GDP at constant (2011-12) prices as published by Central Statistical
Organization have been collected and used for regression analysis.
The projected growth rates worked out for major vehicle groups, namely, Car, LCV,
Bus / Trucks, MAV and Oversized vehicles. The likely future shift among the vehicle
categories, like, the probable shift of vehicle ownership from 2-axle trucks to 3-axle
trucks, 3-axle trucks to MAVs and 2/3 wheeler market to car, etc., have also been
taken into account while adjusting the elasticity values.

9.12.2 Past Traffic Growth

Following table presents the actual traffic growth registered at census location along
the Project Road for period between 2008 to 2018 as provided by PIU NHAI. The
traffic numbers are presented in below table.

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Table 9.24: Census Traffic Volume
Census Data for Km 534+700 along NH-48
Motor
Cars, Trucks Multi
S. Tractor cycles Three
From To Jeeps, Buses 2 & 3 axle LCV
No. trailer & wheelers
Vans axle trucks
scooters
1 24-May-08 31-May-08 4064 1076 4285 379 952 188 2790 238
2 26-Oct-09 02-Nov-09 4069 943 4006 358 878 176 3010 250
3 26-Oct-10 02-Nov-10 4704 1064 3955 1566 709 79 3599 189
4 10-Nov-11 17-Nov-11 5045 1091 5148 669 871 251 3192 141
5 27-Nov-12 04-Dec-12 5898 1199 5352 761 936 272 4011 147
6 17-Oct-13 24-Oct-13 5922 1152 4517 1145 1133 107 4276 171
7 18-Nov-14 25-Nov-14 7262 1297 5537 2044 1129 135 4857 142
8 25-Nov-15 02-Dec-15 7781 1143 4855 1499 1828 256 5579 93
9 21-Oct-16 28-Oct-16 8305 1248 5239 1573 1374 215 5449 133
10 24-Oct-17 31-Oct-17 9733 1300 4931 2223 1439 122 6315 104
11 15-Nov-18 22-Nov-18 10547 1475 5985 3109 1593 268 6470 145

Traffic is observed to have significant variations between 2008 to 2014. Due to that
actual traffic growth trends could not be analyzed properly. To estimate the likely
growth rates from past census data, the original traffic data is smoothened using
moving average technique and accordingly the traffic growth rates are worked out.
The vehicle registration growth also gives an indication of the traffic growth. Vehicle
Registration data of Karnataka State has been extracted from Annual Reports of
Transport Department of Karnataka for period 2008-09 to 2018-19. Growth rates for
the different vehicle categories have been derived and the same has been shown in the
table below.
Table 9.25: Growth Rate based on Vehicle Registration Method
Vehicle Type/ Car/Jeep/
2wheelers Buses LCV Trucks MAV
Year Van
2008-09 4796587 1079318 44308 161100 171905 33592
2009-10 6404905 1160926 53874 177179 163674 36642
2010-11 7033045 1301702 58012 198378 176223 40890
2011-12 7737366 1454309 62501 221160 187939 45483
2012-13 8575104 1626924 69718 258701 198224 49415
2013-14 9533892 1798035 75529 294266 206973 54016
2014-15 10644368 1992262 80911 331381 215027 59944
2015-16 11768570 2207852 86544 367572 223552 66863
2016-17 12955113 2449146 93684 400335 232095 74195

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Vehicle Type/ Car/Jeep/
2wheelers Buses LCV Trucks MAV
Year Van
2017-18 14105344 2666466 101445 435888 239530 81240
2018-19 15376777 2889818 107363 483240 252334 91047
Avg. %
10.22 10.36 7.97 11.63 4.94 10.49
growth

Source: Annual Reports of Transport Department of Karnataka State

9.12.3 Project Influence Area

Project influencing area (PIA) has been outlined based on location and traffic patterns
observed. The socio-economic indicators of the project influence area affect the traffic
growth on the Project Stretch. The passenger traffic on project road is observed to
have mostly Karnataka state influence only. For goods traffic since this is part of
National Corridor, the National influence is considered into the analysis.

9.12.4 Estimates of Transport Demand Elasticity

Regression analysis has been carried out between PCI, Per Capita income, NSDP &
GSDP, Vehicles Registration in the PIA using the econometric model methodology
specified in IRC 108 as detailed below.
Log (P) = Ao + A1Log (EI)
Where,
P=Number of vehicles
EI= Economic indicator
Ao= Regression Constant
Ai= Regression coefficient (elasticity value)
The value of Ai is known as the Elasticity Coefficient. The Elasticity coefficient is the
factor by which the Economic indicator growth rate has to be multiplied to arrive at
the growth rate of traffic. The following table summarizes the results of the regression
analysis for transport demand elasticity. The estimated ‘e’ values have been multiplied
with economic indicators to arrive at the traffic growth rates. For estimating the
growth rates for Passenger vehicles i.e. for two wheelers and cars, the estimated ‘e’
values are multiplied with PCI growth and for buses, the estimated ‘e’ values are
multiplied with Population growth. For LCV, the estimated ‘e’ values are multiplied
with NSDP growth. For Trucks & MAV, ‘e’ values worked out from GDP regression
is multiplied with GDP growth from past trends.

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First, a regression analysis has been carried out considering the following time series
data of state income NSDP at constant (2011-12) prices, state population, per-capita
income of PIA state and GDP at constant (2011-12) prices:
Table 9.26: Details of Socio Economic Parameters (Constant prices)
Financial NSDP in GDP (India)
Population PCI in Rs.
Year Lakhs in Lakhs
2011-12 61095297 90263 55495220 873632900
2012-13 61987425 94417 58655161 921301700
2013-14 62892581 101919 63994016 980137000
2014-15 63810953 105697 67128350 1052767400
2015-16 64742736 116832 74995161 1136949300
2016-17 65688125 124093 85184099 1230819300
2017-18 66647319 134118 94359409 1317516000
2018-19 67620519 153276 101651431 1398142600

The demand elasticity values estimated from regression analysis are presented in table
below.
Table 9.27: Estimated ‘e’ values by Econometric Method
2Whe
Vehicles Cars Bus LCV Truck MAV
elers
‘e’ value 1.32 1.32 5.24 1.17 0.58 1.44

9.12.5 Projected transport demand elasticity

In order to arrive at realistic future elasticity for the project road, various factors
relating to vehicle technology changes, in addition to character of traffic and travel
pattern on the project road, have been considered.
High elasticity of cars and two wheelers being witnessed now is because of large
demand facilitated by financing schemes and loans. Factors like growth of household
incomes (particularly in urban areas), reduction in the prices of entry-level cars,
growth of the used car market, changes in life-style, growing personal incomes, desire
to own a vehicle, facilitated by availability of loans/financing schemes on easy terms
etc., have all contributed to the rapid growth in ownership of cars. However, such
trend would slow down and elasticity can be expected to decline.
Over the years, there has been a change in passenger movement with more and more
people shifting towards personalized modes. Moreover, buses are usually plying on

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fixed pre-decided routes and thus elasticity values for buses have been considered
accordingly.
With the changing freight vehicle mix in favor of LCVs for short distance traffic and
3-axle/MAVs for long-distance traffic, higher elasticity values for these have been
considered as compared to 2-axle trucks. Considering the ongoing technical
advancements in automobile industry, some of the standard two axle trucks are
gradually being replaced by three axle truck and MAVs, leading to reduction in
number of trucks. This shift has already been observed in various parts of the country.
Transport demand elasticity by vehicle type, over a period of time tends to decline. As
the economy and its various sectors grow, every region tends to become self
sufficient. Moreover, much of the past growth has been associated with the country’s
transition from a largely rural subsistence economy to cash-based urban economy,
dominated by regional and national linkages. As the transition proceeds, its impact on
transport pattern can be expected to become less dominant. Therefore, the demand for
different type of vehicles falls over time, despite greater economic development. In
other words the values of elasticity tend to decrease with economic development in
future years due to changes in the structure of economy. In view of the above, the
elasticity values are moderated for the future years.

9.12.6 Traffic Growth Rates-Recommended

Against the discussed background, any agenda for future growth of the economies has
to take into account past trends, future prospects, and the emerging challenges. The
growth prospects for the GDP have been developed taking into consideration the past
performance of the economy and the economic growth envisaged for the future.
From the past trends it is observed that the GDP has followed a declining trend and
has come to 5.02% in year 2019 and is likely to come down further in current year due
to lockdown impact for major economic activities in India with Covid-19. It is
expected that the GDP shall gradually increase in longer term for future years in view
of the unlock happening all over the world and economy of India shall have a
progressive growth as per predictions. Accordingly, the assumed projection of GDP
for horizon years is depicted in the table below:

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Table 9.28: Projected GDP growth rate in percentage
Period Assumed GDP (future years)
2019-2023 5.02
2024-2028 5.5
2029-2033 6.0
2034-2038 6.5
2039-2043 7.0
2044-2048 7.5
2049-2053 8.0

Normally, the growth potential of passenger traffic in a region depends on its

population and economic growth rates. Therefore, both these parameters have been
incorporated in forecasting of passenger traffic. Growth potential of goods traffic is
different from passenger traffic. This is more directly related to zone’s economic
activity and production levels than its population and income growth, although the
latter may strongly correlate with the former, especially the income growth. In view of
the above discussions, future growth of socio-economic indices are assumed for
population at 1.2% and PCI at 6.5%, NSDP at 7.5% and GDP average growth rate of
6.5% per annum over the years. The future traffic growth rates have been estimated in
correlation with the predicted likely growth of socio-economic indices for the future
years to represent a realistic scenario.

The future growth rates should neither be under nor over targeted. The complexities
involved and sensitive dimensions of economy are many, so it is important that its
larger issues are to be addressed by constructing different scenarios.
For the purpose of traffic forecasts, keeping in mind various uncertainties, like, slow
down or accelerated growth of PIA, alternative roads/modes, etc., the traffic growth
rates have estimated under three scenarios of varying growth rates of economic
indicators as under:
 Realistic scenario – based on the recommended socio-economic
variables and elasticity estimates.
 Pessimistic scenario – growth rates 20% less than realistic scenario.
 Optimistic scenario – growth rates 5% more than realistic scenario.
Estimates of traffic growth rates under the above three scenarios are given in the
tables below.

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Table 9.29: Estimated Traffic Growth Rates

Vehicle
2019-23 2024-2028 2029-2033 2034-2038 2039-2043 2044-2048 2049-2053
Type
Realistic Scenario in percentage (%)
2wheelers 8.56 7.71 6.94 6.24 5.62 5.06 4.55
Cars/Jeeps 8.55 7.70 6.93 6.23 5.61 5.05 4.54
Bus 6.28 5.65 5.09 4.58 4.12 3.71 3.34
LCV 8.79 7.91 7.12 6.41 5.77 5.19 4.67
Trucks 5.00 4.50 4.05 3.65 3.28 2.95 2.66
MAV 10.06 9.06 8.15 7.34 6.60 5.94 5.35
‘Pessimistic’ Scenario in percentage (%)
Vehicle
2019-23 2024-2028 2029-2033 2034-2038 2039-2043 2044-2048 2049-2053
Type
2wheelers 6.85 6.17 5.55 4.99 4.49 4.04 3.64
Cars/Jeeps 6.84 6.16 5.54 4.99 4.49 4.04 3.64
Bus 5.03 4.52 4.07 3.66 3.30 2.97 2.67
LCV 7.03 6.33 5.69 5.13 4.61 4.15 3.74
Trucks 5.00 4.50 4.05 3.65 3.28 2.95 2.66
MAV 8.05 7.25 6.52 5.87 5.28 4.75 4.28
‘Optimistic’ Scenario in percentage (%)
Vehicle
2019-23 2024-2028 2029-2033 2034-2038 2039-2043 2044-2048 2049-2053
Type
2wheelers 8.99 8.09 7.28 6.55 5.90 5.31 4.78
Cars/Jeeps 8.98 8.08 7.27 6.55 5.89 5.30 4.77
Bus 6.60 5.94 5.34 4.81 4.33 3.90 3.51
LCV 9.23 8.31 7.47 6.73 6.05 5.45 4.90
Trucks 5.25 4.73 4.25 3.83 3.44 3.10 2.79
MAV 10.57 9.51 8.56 7.70 6.93 6.24 5.62

According to IRC: 37-2018 Clause 4.2.2, a minimum annual growth rate of 5% shall
be adopted for estimating designs traffic for pavement design purpose. Considering
the above, a min growth rate of 5% is considered for all commercial traffic in the
initial 5 year block. The slow moving vehicles essentially cater to short haul traffic,
meeting localised demand for transportation of individual passenger and goods to
market centres and urban centres. Non–motorised traffic, especially pedal cycles,
cycle rickshaws and animal drawn vehicles will be gradually replaced by motorised

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vehicles. Therefore, all slow moving and non-motorised traffic are assumed with
growth rate of 2% per annum.

9.13 Estimation of Corridor Traffic and Projection

The traffic that is likely to use the project road is estimated on the basis of the traffic
and travel characteristics data recorded through primary surveys and secondary data
collection. The traffic on the project road would normally consist of the following
components:
 Normal Traffic
 Diverted Traffic
 Induced/ New Generated Traffic
Normal Traffic
Normal traffic is the traffic which is already plying on the project road, which has
been assessed on the basis of the traffic surveys carried out.
Diverted Traffic
Diverted traffic is generally directed by the presence of an alternative route at a
cheaper generalised cost. Since the project highway is a National Corridor without
any competing facility in the vicinity, the diverted traffic is not considered.
Generated Traffic

Induced/new generated traffic is the one which would be generated, over and above
normal growth, because of lowering of transport costs or new developments in the
immediate influence area of the project road. Since the project highway is a National
Corridor with existing 4 lane configuration, the generated traffic is not considered due
to implementation of augmentation proposals. The following tables present the
estimated traffic based on AADT traffic for the project stretch and its Traffic demand
projections for the horizon year (2054) as per adopted realistic growth rates on
homogeneous sections.

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Table 9.30: Projected Traffic Volumes (AADT) at Hattargi Toll Plaza

(vehicles/day)
Total vehicles

Total vehicles
7 or

(PCU's/day)
Car / Car / Min Tract Anim Han
Two Auto Mini 4 to 6 more LCV Cla Cla Cla Cycle
Jeep / Jeep / Bus- Bus i 2 Axle 3 Axle LCV 6 Trac or Cyc al d Othe
Year Wheele Ricks LCV Axle Axle 4 ss - ss - ss - Ricks
Van Van 2A -3A Bus Trucks Trucks Tyre tor +Trail le Draw Dra rs
r haw Goods Trucks Truck Tyre A B C haw
YB WB es er n wn
s
2020-2021 7773 106 1697 6785 699 24 45 962 1418 913 1414 4 167 1769 11 35 22 7 24 30 1 0 0 0 23906 32209
2021-2022 8439 108 1842 7365 743 26 48 1047 1489 959 1556 4 182 1924 11 39 24 7 24 31 1 0 0 0 25869 34762
2022-2023 9162 110 2000 7995 790 28 51 1139 1563 1007 1713 4 198 2093 11 43 26 7 24 32 1 0 0 0 27997 37528
2023-2024 9868 112 2154 8610 835 30 54 1229 1633 1052 1868 4 214 2259 11 47 28 7 24 33 1 0 0 0 30073 40223
2024-2025 10628 114 2320 9273 882 32 57 1326 1706 1099 2037 4 231 2438 11 51 30 7 24 34 1 0 0 0 32305 43118
2025-2026 11447 116 2499 9987 932 34 60 1431 1783 1148 2221 4 249 2631 11 56 32 7 24 35 1 0 0 0 34708 46235
2026-2027 12329 118 2691 10756 985 36 63 1544 1863 1200 2422 4 269 2839 11 61 34 7 24 36 1 0 0 0 37293 49589
2027-2028 13279 120 2898 11584 1041 38 67 1666 1947 1254 2641 4 290 3064 11 67 37 7 24 37 1 0 0 0 40077 53202
2028-2029 14200 122 3099 12386 1094 40 70 1785 2026 1305 2856 4 311 3282 11 72 40 7 24 38 1 0 0 0 42773 56698
2029-2030 15185 124 3314 13244 1150 42 74 1912 2108 1358 3089 4 333 3516 11 78 43 7 24 39 1 0 0 0 45656 60441
2030-2031 16238 126 3544 14161 1209 44 78 2048 2193 1413 3341 4 357 3766 11 84 46 7 24 40 1 0 0 0 48735 64437
2031-2032 17364 129 3789 15142 1271 46 82 2194 2282 1470 3613 4 382 4034 11 91 49 7 24 41 1 0 0 0 52026 68709
2032-2033 18568 132 4051 16191 1336 48 86 2350 2374 1530 3907 4 409 4321 11 98 52 7 24 42 1 0 0 0 55542 73273
2033-2034 19727 135 4304 17200 1397 50 90 2501 2461 1586 4194 4 435 4598 11 105 55 7 24 43 1 0 0 0 58928 77674
2034-2035 20958 138 4572 18272 1461 52 94 2661 2551 1644 4502 4 463 4893 11 113 58 7 24 44 1 0 0 0 62523 82350
2035-2036 22266 141 4857 19411 1528 54 98 2831 2644 1704 4832 4 493 5206 11 121 62 7 24 45 1 0 0 0 66340 87313
2036-2037 23656 144 5160 20621 1598 56 102 3012 2740 1766 5186 4 525 5540 11 130 66 7 24 46 1 0 0 0 70395 92588
2037-2038 25133 147 5482 21907 1671 59 107 3205 2840 1830 5566 4 559 5895 11 140 70 7 24 47 1 0 0 0 74705 98201
2038-2039 26545 150 5790 23136 1740 61 111 3390 2933 1890 5933 4 591 6235 11 149 74 7 24 48 1 0 0 0 78823 103565
2039-2040 28036 153 6115 24434 1812 64 116 3585 3029 1952 6325 4 625 6595 11 159 78 7 24 49 1 0 0 0 83174 109242
2040-2041 29611 156 6458 25805 1887 67 121 3792 3128 2016 6743 4 661 6975 11 169 82 7 24 50 1 0 0 0 87768 115239
2041-2042 31275 159 6820 27253 1965 70 126 4011 3231 2082 7188 4 699 7377 11 180 87 7 24 51 1 0 0 0 92621 121578
2042-2043 33032 162 7203 28782 2046 73 131 4242 3337 2150 7663 4 739 7802 11 192 92 7 24 52 1 0 0 0 97745 128278

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(vehicles/day)
Total vehicles

Total vehicles
7 or

(PCU's/day)
Car / Car / Min Tract Anim Han
Two Auto Mini 4 to 6 more LCV Cla Cla Cla Cycle
Jeep / Jeep / Bus- Bus i 2 Axle 3 Axle LCV 6 Trac or Cyc al d Othe
Year Wheele Ricks LCV Axle Axle 4 ss - ss - ss - Ricks
Van Van 2A -3A Bus Trucks Trucks Tyre tor +Trail le Draw Dra rs
r haw Goods Trucks Truck Tyre A B C haw
YB WB es er n wn
s
2043-2044 34702 165 7567 30235 2122 76 136 4462 3436 2213 8118 4 777 8207 11 203 97 7 24 53 1 0 0 0 102616 134651
2044-2045 36457 168 7949 31762 2201 79 141 4694 3537 2278 8600 4 817 8633 11 215 102 7 24 54 1 0 0 0 107734 141351
2045-2046 38300 171 8350 33366 2283 82 146 4938 3641 2345 9111 4 859 9081 11 228 107 7 24 55 1 0 0 0 113110 148399
2046-2047 40236 174 8772 35051 2368 85 151 5194 3748 2414 9652 4 904 9552 11 242 112 7 24 56 1 0 0 0 118758 155809
2047-2048 42270 177 9215 36821 2456 88 157 5464 3859 2485 10226 4 951 10048 11 256 118 7 24 57 1 0 0 0 124695 163607
2048-2049 44193 181 9634 38494 2538 91 162 5719 3962 2551 10773 4 995 10517 11 270 123 7 24 58 1 0 0 0 130308 170989
2049-2050 46204 185 10072 40243 2623 94 167 5986 4067 2619 11349 4 1041 11008 11 284 129 7 24 59 1 0 0 0 136177 178710
2050-2051 48307 189 10530 42072 2711 97 173 6266 4175 2689 11956 4 1090 11522 11 299 135 7 24 60 1 0 0 0 142318 186798
2051-2052 50505 193 11009 43984 2802 100 179 6559 4286 2760 12595 4 1141 12060 11 315 141 7 24 61 1 0 0 0 148737 195260
2052-2053 52803 197 11509 45983 2896 103 185 6865 4400 2833 13269 4 1194 12623 11 332 147 7 24 62 1 0 0 0 155448 204119
2053-2054 55206 201 12032 48073 2993 106 191 7186 4517 2908 13979 4 1250 13213 11 350 154 7 24 63 1 0 0 0 162469 213396

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9.14 Capacity Analysis and Level of Services

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 mentioned in IRC standard stipulates that the Design Service
Volume of 4 lane road is presented in Table 2.9 in IRC: SP:84-2019 “Manual of
Specification and Standard for 4 Laning of Highways”.
The Design Service Volume and Capacity Standard based on IRC is presented in
Table 9.31.
Table 9.31: Design Service Volume
Design Service Design Service
Volume Volume
Lane Configuration
(PCUs per day) (PCUs per day)
Level of Service B Level of Service C
4-Lane with Paved Shoulder 40000 60000
9.14.1 Lane Improvement Proposals

As per IRC SP 84-2019, the Project Highway shall be widened if the total traffic
reaches design service volume corresponding to Level of Service ‘C’. The capacity
augmentation of the Project Stretch to 6/8-lane configuration can be taken up once the
average daily traffic in any accounting year exceeds the designed capacity of 40,000
PCUs for Project Stretch and until the Level of Service C of the highway is reached
60,000 PCU. According to the estimated traffic projections, the Authority could
undertake the process for capacity augmentation of this project stretch at anytime
from 2024 to 2030, when the level of service C is reached.

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 CHAPTER - 10
ENGINEERING DESIGN AND
ALTERNATIVES
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
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10. ENGINEERING DESIGN AND ALTERNATIVES

10.1 Introduction

Under the gamut of the project, various engineering surveys and investigations have
been carried out and have been detailed under Chapters 5 and 7. As part of the scope
of Feasibility Study, the analyses of these surveys have been carried out to develop
and recommend the various design alternatives.

Preliminary designs and cost estimation of these alternatives is done. Thereafter

economic and financial analysis of the various alternatives is carried out to arrive at
the best techno-economic solution.

10.2 Proposed Right of Way (PROW)

As per IRC: SP: 87-2019 (Manual of Specifications and Standards for Six laning of
Highways), minimum Right of Way (RoW) of 60m should be available for
development of a 6-lane highway which is adopted mostly in the project except ghat
stretche where the right of way is available 35m only at Vantamuri ghat section.

The improvement proposal has been generally contained within the PROW of 60.0m.
In addition to the improvement proposals, extra land area would be required for Bus
Bay, Truck Lay Bye, Junction improvement, Wayside Amenity & Toll Plaza area.

10.3 Alignment of Project Road

National Highway 48 (NH 48) is a National Highway of India that starts at Delhi and
terminates at Chennai and goes through Jaipur, Udaipur, Ahmedabad, Surat, Mumbai,
Pune, Tumakuru, Bangalore and Vellore traversing through six states of India. It has a
total length of 2807 km (1744 miles). Its stretch from Delhi to Mumbai was earlier
designated NH 8 and the stretch between Mumbai and Chennai was designated NH 4
before all the national highways were renumbered in the year 2010. NH 48 passes
through the states of Haryana, Rajasthan, Gujarat, Maharashtra, Karnataka and Tamil
Nadu.
NH-48 acting as a National Corridor having Major Connectivity between North, West
and South India and carrying major traffic from North to West and South and vice
versa. This link from Maharashtra/Karnataka border (Kagal) to Belgaum is acting as
main link between Karnataka and Maharashtra traffic. The present traffic also

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demands the development of existing highway to 6/8 lane highway from
Maharashtra/Karnataka border (Kagal) to Belgaum.
The project road stretch Maharashtra/Karnataka border (Kagal) to Sankeshwar Bypass
of NH-48 of 40.0 km length and the details are given in Table 10.1

Table 10-1: Project Road Details

Length
Chainage From To Remarks
(km)
555+000
Existing Km 515+000
(Sankeshwara 40.000
Chainage (Honaga Town) Plain/Hilly
Bypass)
Terrain
Design
CH 515+000 CH 555+017 40.017
Chainage

10.4 Existing Highway Geometry

The project alignment starts from km 515+000 of NH-48 near Honaga Industrial Area
in Belgavi District in the state of Karnataka and and ends at km 555.000 (Design
Chainage Km 555.017) at Sankeshwar Bypass (upto End of Bypass towards Kagal)
on Mumbai Chennai Highway in the District of Belgavi for the length of 40.0 km in
the state of Karnataka. During the site visit it was observed that most of the horizontal
geometry appears to be in line with the standards except at one location i.e. km
527+000 to km 527+900 (Vantamur/Suthagatti Ghat section) for the length of 0.9 km
as shown in below Figure 10.1

Figure 10-1: Plan between km 527+000 to km 527+900

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Regarding the vertical geometry during the site visit and after referring to the as built
drawings given by the client, the designed vertical gradient is 5.1% at Vantamuri ghat
section.
During the review and desktop study of the as built drawings supplied by the client it
was also observed that, there are many locations where the flat gradient is considered,
which is less than the minimum required gradient as per codel provision. From the
curve details available in the drawing shows that the alignment was designed for
80kmph and 50kmph. The below Table 10.2 shows the existing design speeds adopted
in the alignment designs.

Table 10-2: Existing Design Speed as per as built drawings

Existing Chainage
Km Design speed kmph Remarks
From To
515+000 522+800 80
Vantamuri
522+800 529+600 50
Ghat
529+600 555+000 80

10.5 Geometric Design

Geometric design involves the design of the visible elements such as horizontal
alignment, vertical alignment and the cross-section of the proposed Bypass. The
design is governed by the design speed fixed up taking into account site conditions
including the terrain in which the highway traverses.
Out of 40.0 km length of the project road, maximum length traverses through plain
terrain and 6.8 km length traverses through hilly terrain. Effort has been made to
achieve the design speed given in design standards with respect to type of terrain.
However the minimum values have been applied only where serious restrictions are
placed by technical or economic considerations. General effort has been made to
exceed the minimum values on safer side.
The entire geometric design has been based on the ground modeling by highway
design software MOSS/ MX. The design of proposed alignment for 6-lane divided
Bypass has been carried out by the consultants using various design modules
contained in “MX”.

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10.5.1 Horizontal Alignment

The proposed design of all curves has been made as per the desired design standards
and specifications given in Table 10.3. The super elevation and the length of
transition curves have been finalized with maximum super-elevation of 5%.
The complete details of horizontal curves are presented in Alignment / Strip Plan
drawing no 14/14088/E/HWY/RD-1041(R0). The summary of proposed horizontal
curves is given below in Table 10.3.

Table 10-3: Summary of Proposed Horizontal Curves

Total No of Curve with Radius (m)

Segment Length
Curves <350 351-700 701-2000 2001 -2600 >2601
Km
40.017
515+000 43 2 14 10 2 15
km
to 555+017

10.5.2 Vertical Alignment/Gradient

The gradients upto ruling gradient has been used as a matter of course of design.
Vertical curves have been designed to allow smooth transition between grades. The
vertical summit curves have been designed for stopping sight distance and
Intermediate sight distance. General effort has been made to exceed the minimum
values on safer side. In order to match the deck of cross structures (i.e. major bridges,
minor bridges, vehicular underpasses, pedestrian crossings, cattle crossings, animal
driven vehicle underpass and culverts) has been tried to follow the same profile. At
some locations in order to maintain the sight distances some of the culverts has to be
reconstructed.

10.6 Improvement Proposals

As explained in the above paragraphs about the Horizontal and Vertical geometric
design the diffident geometry is improved and summarized in the Table 10.4.
Table 10.5 shows the improved horizontal geometric details for the project road
during the preparation of feasibility report for the project road.

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Table 10-4: Improved Design Speed against Existing speed

Existing Existing Improved

Chainage Km Design speed Design speed Remarks
kmph kmph
From To
515+000 522+800 80 100
Vantamuri
522+800 529+600 50 60
Ghat
529+600 555+000 80 100
Table 10-5: Horizontal Geometric Improvements

Design Hand Transition

Curve Radius Included Beginning of End of
Speed of Length
No (m) Angle Curve (km) Curve (km)
(kmph) Curve (m)
1 100 3000 Left 01 23 56.515 - 515+065.583 515+138.836
2 100 5000 Right 03 09 12.747 - 516+485.054 516+760.253
3 100 10000 Left 01 27 00.040 - 517+223.976 517+477.051
4 100 680 Left 01 45 52.426 95 518+290.870 518+311.812
5 100 940 Right 59 13 42.964 90 518+931.492 519+903.202
6 100 1900 Left 10 59 03.235 - 520+058.812 520+423.063
7 100 640 Right 09 06 54.785 95 520+746.969 520+848.787
8 100 700 Left 14 36 14.272 95 521+249.800 521+428.221
9 60 400 Right 21 12 14.119 75 523+063.543 523+211.574
10 60 350 Left 50 45 15.142 90 523+965.416 524+275.456
11 60 700 Right 05 47 02.393 - 524+610.242 524+680.907
12 60 540 Left 21 38 46.307 60 524+920.631 525+124.642
13 60 1200 Left 26 02 01.505 - 525+562.021 526+107.271
14 60 410 Left 19 55 51.739 75 526+766.643 526+909.267
15 60 298 Right 72 23 20.723 95 527+273.491 527+649.993
16 60 1110 Right 32 29 40.713 - 528+324.330 528+953.854
17 60 410 Left 30 04 30.880 75 529+269.582 529+484.796
18 100 4000 Right 05 30 29.105 - 530+428.640 530+813.177
19 100 11000 Right 01 30 48.018 - 531+493.951 531+784.491
20 100 700 Left 05 14 43.831 700 532+496.761 532+560.847
21 100 2250 Right 10 11 13.552 - 533+734.421 534+134.468
22 100 5500 Left 02 34 54.537 - 535+025.937 535+273.774
23 100 650 Left 05 07 55.527 95 535+805.202 535+863.423
24 100 1300 Right 16 05 40.465 65 536+176.836 536+542.010
25 100 10800 Left 01 20 02.186 - 536+814.708 537+066.150
26 100 6500 Right 02 15 52.164 - 538+007.894 538+264.793
27 100 1500 Left 01 36 14.848 60 539+354.833 539+396.829
28 100 3800 Right 04 19 57.285 - 540+141.762 540+429.109
29 100 2000 Left 05 42 19.266 - 540+514.656 540+713.810

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Design Hand Transition
Curve Radius Included Beginning of End of
Speed of Length
No (m) Angle Curve (km) Curve (km)
(kmph) Curve (m)
30 100 3500 Left 03 32 50.089 - 541+649.101 541+865.790
31 100 2000 Right 04 13 46.755 - 542+616.040 542+763.683
32 100 3500 Left 03 37 45.283 - 543+463.605 543+685.303
33 80 1200 Left 04 36 51.263 - 544+476.472 544+573.112
34 80 1400 Right 04 31 33.020 - 544+660.130 544+770.717
35 80 2300 Right 02 33 36.741 - 544+922.410 545+025.183
36 80 670 Left 12 56 50.492 80 545+195.012 545+346.415
37 100 8300 Left 06 30 36.260 - 546+060.690 547+003.755
38 100 630 Left 09 00 56.318 95 547+468.443 547+567.575
39 100 5700 Right 02 59 50.623 - 548+108.752 548+406.944
40 100 14000 Left 01 16 40.919 - 548+625.495 548+937.777
41 100 655 Left 42 41 35.280 95 549+810.503 550+298.567
42 100 2700 Right 68 09 23.561 - 550+466.617 553+678.419
43 80 650 Left 20 40 09.832 95 554+634.053 554+868.540
In the Improvement proposal following are the design elements updated and are as
explained below.

10.7 Basic Considerations made before improving the Geometric Design of existing
Alignment

Before finalization of the design standards, following basic considerations have been
made for the project road.

 Existing 4-Lane divided carriageway will be upgraded to 6-Lane access

controlled highway configuration, for which the design standards are primarily
evolved, will be six lane carriageways (2x3-lane).
 Existing flexible pavement shall be replaced with rigid pavement i.e. White
toping, existing rigid pavement shall be retained with necessary rehabilitation
work where ever required.
 Existing structure such as Major Bridges, Minor Bridges, Grade separators,
VUPs, PUPs to be retained as it is with rehabilitation work if required.
 Existing horizontal geometry shall be improved without LAQ where ever
possible. The existing block spot has to be nullified with minor realignments.
 Necessary study shall be carried out before the realignment takenup.
 Existing profile has to be maintained and corrected to the Intermediate Sight
Distance (ISD) where ever it is necessary without any over burden on the

STUP Consultants Pvt. Ltd., 318 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
structures.
 If so the profile has to be corrected to Stopping Sight Distance (SSD).

 Existing Pipe culvert shall be replaced with Box type culvert.

10.8 Alignment Options and Widening Criteria

As per ToR, the scope of proposed project is upgrading the existing 4 lane divided
highway to 6 lane divided highway. As an initial proposal, the Alignment Options
Study for the Project Road was submitted on 13th. May 2020.

1. Proposed PROW considered 60m for entire stretch except Ghat sections where the
PROW is 35.0m only.

2. Existing ROW, EROW (mostly concentric in respect of the existing carriageway)

widths on LHS an RHS of the existing carriageway were used as primary criteria
to arrive at the additional land acquisition on LHS and RHS beyond EROW.

3. Utilizing Government Land wherever available while designing desirable

geometry characteristics of the proposed alignment and providing the best
possible Geometry Standards to the extent possible, including increasing radius of
the deficient curves and facilitate better sight distance and visibility criteria at
accident prone locations.

The summary of widening scheme with chainage wise TCS schedule is given below
in Table 10.6.

STUP Consultants Pvt. Ltd., 319 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under Bharatmala Pariyojana (Package-I) Final Feasibility Report
Table 10-6: Widening Scheme with TCS Schedule

Chainage (In km) Median Width excluding

Type of Name of Built To Chainage
S NO kerb shyness of 0.5m TCS Type TCS Description
section Up Section From To (In km)
( In m)
1 Built up Bennali/ Taper
515+000 515+110 0.110 B2
section Honaga ( 1.5m to 4.5m) Main carriageway & SR (at same lvl )
515+110 515+245 0.135 4.500 B2 Main carriageway & SR (at same lvl).
515+245 515+600 0.355 4.500 B7 VUP approaches (widening)
2 Open country /
515+600 515+700 0.100 4.500 A6 VUP approaches (widening)
rural
515+700 515+835 0.135 Taper A6 VUP approaches (widening)
Main carriageway & SR (at same lvl). Retaining wall
515+835 515+880 0.045 6.500 A1/A2
between MCW and SR wherever difference in level
Main carriageway & SR (at same lvl). Retaining wall
515+880 515+930 0.050 Taper A1/A2
between MCW and SR wherever difference in level
Main carriageway & SR (at same lvl). Retaining wall
515+930 516+500 0.570 4.500 A1/A2
between MCW and SR wherever difference in level
3 Built up Built Up area
516+500 516+810 0.310 4.500 B2 Main carriageway & SR (at same lvl).
section
4 Open country / Main carriageway & SR (at same lvl). Retaining wall
516+810 517+630 0.820 4.500 A1/A2
rural between MCW and SR wherever difference in level
517+630 517+800 0.170 4.500 A3 CUP approaches (widening)
5 Built up Mukti Mutt
517+800 518+000 0.200 4.500 B4 CUP approaches (widening)
section area
6 Open country / Main carriageway & SR (at same lvl). Retaining wall
518+000 518+850 0.850 4.500 A1/A2
rural between MCW and SR wherever difference in level

STUP Consultants Pvt. Ltd., 320 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under Bharatmala Pariyojana (Package-I) Final Feasibility Report
Chainage (In km) Median Width excluding
Type of Name of Built To Chainage
S NO kerb shyness of 0.5m TCS Type TCS Description
section Up Section From To (In km)
( In m)
518+850 519+094 0.244 4.500 A5 VUP approaches (NEW)
519+094 519+150 0.056 4.500 A5 VUP approaches (NEW)
7 Built up Bootaramanah
519+150 519+417 0.267 4.500 B8 VUP approaches (NEW)
section atti
519+417 519+460 0.043 4.500 B8 VUP approaches (NEW)
8 Open country /
519+460 520+180 0.720 4.500 A5 VUP approaches (NEW)
rural
Main carriageway & SR (at same lvl). Retaining wall
520+180 521+690 1.510 4.500 A1/A2
between MCW and SR wherever difference in level
521+690 521+920 0.230 4.500 A3 PUP approaches (widening)
9 Built up Halabhavi
521+920 522+000 0.080 Taper B3 PUP approaches (widening)
section
522+000 522+175 0.175 1.5 B3 PUP approaches (widening)
522+175 522+200 0.025 Taper B3 PUP approaches (widening)
522+200 522+290 0.090 Taper B3 PUP approaches (widening)
522+290 523+000 0.710 4.500 B2 Main carriageway & SR (at same lvl).
10 Open country / Main carriageway & SR (at same lvl). Retaining wall
523+000 523+320 0.320 4.500 A1/A2
rural between MCW and SR wherever difference in level
523+320 523+400 0.080 4.500 A6 VUP approaches (widening)
523+400 523+510 0.110 Taper A6 VUP approaches (widening)
523+510 523+919 0.409 1.500 A4 VUP approaches (widening)
11 Built up Vantmuri
523+919 524+100 0.181 1.5 B1 Main carriageway & SR (at same lvl).
section
12 Ghat section Vantamuri 524+100 524+710 0.610 1.5 C3 RE wall approaches in filling (vantamuri) in RHS

STUP Consultants Pvt. Ltd., 321 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under Bharatmala Pariyojana (Package-I) Final Feasibility Report
Chainage (In km) Median Width excluding
Type of Name of Built To Chainage
S NO kerb shyness of 0.5m TCS Type TCS Description
section Up Section From To (In km)
( In m)
Ghat
524+710 526+310 1.600 1.5 C2 Via duct (Vantamuri) in RHS
526+310 526+900 0.590 1.5 C3 RE wall approaches in filling (vantamuri) in RHS
526+900 527+360 0.460 1.5 C1 Ghat section without SR
13 Open country / Main carriageway & SR (at same lvl ). Retaining wall
527+360 527+437 0.077 Taper A1/A2
rural between MCW and SR wherever difference in level
Main carriageway & SR( at same lvl ). Retaining wall
527+437 527+540 0.103 4.500 A1/A2
between MCW and SR wherever difference in level
Underpass approaches on existing service road with out
527+540 527+675 0.135 4.5 A10
SR on RHS due to forest boundary
Main carriageway & SR( at same lvl ). Retaining wall
527+675 527+930 0.255 4.5 A1/A2
between MCW and SR wherever difference in level
527+930 528+826 0.896 4.5 A5 VUP Approaches (New)
528+826 528+930 0.104 4.5 A3 CUP approaches (widening)
528+930 529+130 0.200 4.5 A3 CUP approaches (widening)
Proposed Retaining wall Approaches to elevated road
529+130 529+338 0.208 4.500 A8
cum bridge across Ghataprabha river
Proposed via duct (RHS) in approaches to elevated road
529+338 529+500 0.162 4.500 A7
across Ghataprabha river Bridge approaches
Proposed via duct (RHS) in approaches to elevated road
529+500 529+656 0.156 Taper A7
across Ghataprabha river Bridge approaches
Proposed via duct (RHS) in approaches to elevated road
529+656 529+663 0.007 10.500 A7
across Ghataprabha river Bridge approaches
529+663 529+855 0.1928 10.500 Elevated Proposed via duct (RHS) in approaches to elevated road

STUP Consultants Pvt. Ltd., 322 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under Bharatmala Pariyojana (Package-I) Final Feasibility Report
Chainage (In km) Median Width excluding
Type of Name of Built To Chainage
S NO kerb shyness of 0.5m TCS Type TCS Description
section Up Section From To (In km)
( In m)
Road Cum cum bridge across Ghataprabha river - Bridge Portion
Bridge
Proposed via duct (RHS) in approaches to elevated road
529+855 529+860 0.005 10.500 A7
across Ghataprabha river Bridge approaches
Proposed via duct (RHS) in approaches to elevated road
529+860 530+005 0.145 Taper A7
across Ghataprabha river Bridge approaches
Proposed via duct (RHS) in approaches to elevated road
530+005 530+255 0.250 4.5 A7
across Ghataprabha river Bridge approaches
Proposed Retaining wall Approaches to elevated road
530+255 530+420 0.165 4.5 A8
cum bridge across Ghataprabha river
14 Built up Benakoli
530+420 530+581 0.161 4.500 B4 CUP approaches (widening)
section

530+581 530+850 0.269 4.500 B2 Main carriageway & SR( at same lvl ).
15 Open country / Main carriageway & SR (at same lvl). Retaining wall
530+850 531+360 0.510 4.500 A1/A2
rural between MCW and SR wherever difference in level
531+360 531+540 0.180 4.500 A5 LVUP approaches (NEW)
16 Built up
531+540 531+680 0.140 4.500 B8 LVUP approaches (NEW)
section
17 Open country /
531+680 532+230 0.550 4.500 A5 LVUP approaches (NEW)
rural
Main carriageway & SR (at same lvl ). Retaining wall
532+230 532+310 0.080 4.500 A1/A2
between MCW and SR wherever difference in level
Main carriageway & SR (at same lvl). Retaining wall
532+310 533+670 1.360 4.500 A1/A2
between MCW and SR wherever difference in level

STUP Consultants Pvt. Ltd., 323 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under Bharatmala Pariyojana (Package-I) Final Feasibility Report
Chainage (In km) Median Width excluding
Type of Name of Built To Chainage
S NO kerb shyness of 0.5m TCS Type TCS Description
section Up Section From To (In km)
( In m)
533+670 534+061 0.391 4.500 A3 CUP approaches (widening)
534+061 535+450 1.389 4.500 A11 VOP Approaches (New)
18 Built up Hattargi/Yama VOP Approaches (New) ( Same TCS for Rural and
535+450 536+392 0.942 4.500 A11
section kanamaradi Built Up sections)
19 Open country / Maincarriageway & SR (at same lvl). Retaining wall
536+392 536+520 0.128 4.500 A1/A2
rural between MCW and SR wherever difference in level
20 Built up Thana Hattargi Main carriageway & SR (at same lvl). Retaining wall
536+520 536+719 0.199 4.500 B2
section between MCW and SR wherever difference in level
536+719 536+843 0.124 4.500 B7 VUP approaches (widening)
536+843 536+910 0.067 Taper B7 VUP approaches (widening)
536+910 536+980 0.070 1.500 B6 VUP approaches (widening)
21 Open country /
536+980 537+260 0.280 1.500 A4 VUP approaches (widening)
rural
537+260 537+391 0.131 Taper A4 VUP approaches (widening)
537+391 537+410 0.019 4.500 A6 VUP approaches (widening)
Main carriageway & SR (at same lvl). Retaining wall
537+410 537+500 0.090 4.500 A1/A2
between MCW and SR wherever difference in level
537+500 538+090 0.590 Toll Plaza approaches
Main carriageway & SR (at same level and Taper
Section. Retaining wall between MCW and SR
538+090 539+400 1.310 4.500 A1/A2
wherever difference in level. Trumpet Interchange at
Ch: 538+287 for SH crossing
539+400 539+950 0.550 4.5 A3 PUP approaches (widening)
539+950 540+430 0.480 4.500 A1/A2 Main carriageway & SR (at same lvl). Retaining wall

STUP Consultants Pvt. Ltd., 324 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under Bharatmala Pariyojana (Package-I) Final Feasibility Report
Chainage (In km) Median Width excluding
Type of Name of Built To Chainage
S NO kerb shyness of 0.5m TCS Type TCS Description
section Up Section From To (In km)
( In m)
between MCW and SR wherever difference in level
VUP approaches in place of existing CUP (widening
540+430 541+280 0.850 4.500 A5
and profile correction with raising approaches) )
Main carriageway & SR (at same lvl). Retaining wall
541+280 542+030 0.750 4.500 A1/A2
between MCW and SR wherever difference in level
542+030 542+411 0.381 4.500 A3 CUP approaches (widening)
Main carriageway & SR (at same lvl). Retaining wall
542+411 543+580 1.169 4.500 A1/A2
between MCW and SR wherever difference in level
543+580 543+810 0.230 4.500 A5 VUP approaches (NEW)
22 Built up Chikkalgud
543+810 544+730 0.920 4.500 B8 VUP approaches (NEW)
section
23 Open country /
544+730 545+263 0.533 4.500 A1/A2 Main carriageway & SR( at same lvl & Different lvl)
rural
545+263 545+400 0.137 4.500 A3 CUP approaches (widening) for CUP at Ch: 545+424
545+400 545+860 0.460 4.500 A5 LVUP approaches (NEW)
24 Built up Hebbal
545+860 546+280 0.420 4.500 B8 LVUP approaches (NEW)
section
25 Open country /
546+280 546+320 0.040 4.500 A5 LVUP approaches (NEW)
rural
Main carriageway & SR (at same lvl). Retaining wall
546+320 547+119 0.799 4.500 A1/A2
between MCW and SR wherever difference in level
547+119 547+200 0.081 4.500 A6 GS approaches (widening)
26 Built up Gotur
547+200 547+450 0.250 4.500 B7 GS approaches (widening)
section

STUP Consultants Pvt. Ltd., 325 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under Bharatmala Pariyojana (Package-I) Final Feasibility Report
Chainage (In km) Median Width excluding
Type of Name of Built To Chainage
S NO kerb shyness of 0.5m TCS Type TCS Description
section Up Section From To (In km)
( In m)
GS approaches (widening and profile correction with
547+450 547+610 0.160 4.500 B8
raising approaches)
GS approaches (widening and profile correction with
547+610 548+180 0.570 4.500 B8
raising approaches)
548+180 549+210 1.030 4.500 B2 Main carriageway & SR (at same lvl).
27 Open country / Main carriageway & SR (at same lvl). Retaining wall
549+210 549+348 0.138 4.500 A1/A2
rural between MCW and SR wherever difference in level
549+348 549+465 0.117 4.500 A6 GS approaches (widening)
549+465 549+519 0.054 Taper A4 GS approaches (widening)
549+519 549+550 0.031 Taper A4 GS approaches (widening)
549+550 549+955 0.405 1.5 A4 GS approaches (widening)
549+955 550+030 0.075 Taper A4 GS approaches (widening)
Main carriageway & SR (at same lvl). Retaining wall
550+030 550+219 0.189 4.5 A1/A2
between MCW and SR wherever difference in level
550+219 550+623 0.404 4.5 A3 PUP approaches (widening)
Main carriageway & SR (at same lvl). Retaining wall
550+623 550+997 0.374 4.5 A1/A2
between MCW and SR wherever difference in level
550+997 551+400 0.403 4.5 A9 Main carriageway & SR on RHS (Sankeshwar bypass)
551+400 551+480 0.080 Taper A9 Main carriageway & SR on RHS (Sankeshwar bypass)
551+480 552+010 0.530 1.5 A9 Main carriageway & SR on RHS (Sankeshwar bypass)
Main carriageway & SR (at same lvl). Retaining wall
552+010 552+085 0.075 Taper A1/A2
between MCW and SR wherever difference in level
Main carriageway & SR (at same lvl). Retaining wall
552+085 552+281 0.196 4.5 A1/A2
between MCW and SR wherever difference in level.

STUP Consultants Pvt. Ltd., 326 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under Bharatmala Pariyojana (Package-I) Final Feasibility Report
Chainage (In km) Median Width excluding
Type of Name of Built To Chainage
S NO kerb shyness of 0.5m TCS Type TCS Description
section Up Section From To (In km)
( In m)
PUP approaches at 552.140 is part of Major Bridge
approaches
552+281 552+460 0.179 4.5 A6 GS approaches (widening)
552+460 552+535 0.075 Taper A4 GS approaches (widening)
552+535 552+900 0.365 1.5 A4 GS approaches (widening)
28 Built up Sankeshwar
552+900 553+060 0.160 1.500 B6 GS approaches (widening)
section Bypass
553+060 553+257 0.197 Taper B6 GS approaches (widening)
553+257 553+520 0.263 4.500 B2 Main carriageway & SR (at same lvl).
553+520 553+600 0.080 4.500 B4 PUP approaches (widening)
29 Open country /
553+600 553+900 0.300 4.500 A3 PUP approaches (widening)
rural
Main carriageway & SR (at same lvl). Retaining wall
553+900 554+418 0.518 4.500 A1/A2
between MCW and SR wherever difference in level
554+418 554+493 0.075 Taper A4 GS approaches (widening)
554+493 554+840 0.347 1.500 A4 GS approaches (widening)
554+840 554+918 0.078 Taper A4 GS approaches (widening)
Main carriageway & SR (at same lvl). Retaining wall
554+918 555+017 0.099 4.500 A1/A2
between MCW and SR wherever difference in level
Total 40.017

STUP Consultants Pvt. Ltd., 327 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

10.9 Typical Cross Sections

Based on the traffic projection, capacity and the design standards enumerated in
Chapter-8 Design Standards the typical cross-sections applicable for various sections
of the project road have been prepared and given in Figure 10.2. Since the entire
project road passed through urban/semi urban area, service roads are proposed for
almost the entire project corridor.

STUP Consultants Pvt. Ltd., 328 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

STUP Consultants Pvt. Ltd., 329 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

STUP Consultants Pvt. Ltd., 330 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

STUP Consultants Pvt. Ltd., 331 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

STUP Consultants Pvt. Ltd., 332 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

Typical Cross Section details of Trumpet Interchange Viaduct, Approaches etc., shall be as
given below:

Typical Cross Section of 4 lane of RE wall approach with service roads towards al Cross
road.
(Extra widening shall be provided for carriageway at curves)

STUP Consultants Pvt. Ltd., 333 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

Typical Cross Section of 4 lane of RE wall approach for Trumpet Interchange on LHS (Extra
widening shall be provided for carriageway at curves)

Typical Cross Section of 4 lane of Viaduct for Trumpet Interchange.

Typical Cross Section of 2 lane of RE wall approach in Loops for Trumpet Interchange on
LHS
(Extra widening shall be provided for carriageway at curves)

Figure 10-2: Typical Cross Sections

STUP Consultants Pvt. Ltd., 334 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
10.10 Pavement Design

Pavement designs for widening / new construction of flexible pavement for main road
are made in accordance with the latest guidelines given in IRC: 37-2018. Overlay
design for flexible pavements is carried out in accordance with IRC: 115-2014.

Pavement design for widening / new construction of rigid pavements is made in

accordance with IRC 58-2015. Overlay design for rigid pavements is carried out in
accordance with IRC: 117-2015.

Design of CRCP pavements are made in accordance with IRC: 118-2015 “Guidelines
for Design and Construction of Continuously Reinforced Concrete Pavement
(CRCP)”.

Design of White topping on bituminous pavements are made in accordance with IRC:
SP-76-2015 “Guidelines for Conventional and Thin Whitetopping”.

The following pavement types are explored and various pavement options are studied:

1) Strengthening and Widening of Flexible Pavement.

2) Widening of Rigid Pavement.

3) Strengthening / Widening of Pavement for approaches of Grade Separator

Structures.

a) The following Pavement design options for widening / new construction of

pavement for main road are identified and compared:

Option Proposed Pavement Type

a) Widening from 4 lane to 6 lane with Rigid Pavement
b) Flexible Pavement for approaches of Proposed Grade Separator
Structures
Option-1
c) Strengthening and Widening from 4 lane to 6 lane with Flexible
Overlay
d) Existing Rigid Pavement in Ghat Sections
a) Widening from 4 lane to 6 lane with Rigid Pavement
b) New Rigid Pavement for approaches of Proposed Grade Separator
Structures
Option-2
c) Strengthening and Widening from 4 lane to 6 lane with Flexible
Overlay
d) Existing Rigid Pavement in Ghat Sections
a) Widening from 4 lane to 6 lane with Rigid Pavement
b) New Rigid Pavement for approaches of Proposed Grade Separator
Option-3
Structures
c) Strengthening and Widening existing flexible pavement with white

STUP Consultants Pvt. Ltd., 335 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
Option Proposed Pavement Type
topping
d) Existing Rigid Pavement in Ghat Sections
a) Widening from 4 lane to 6 lane with Rigid Pavement
b) CRCP for approaches of Proposed Grade Separator Structures
Option-4 c) Strengthening and Widening existing flexible pavement with white
topping
d) Existing Rigid Pavement in Ghat Sections
a) Widening from 4 lane to 6 lane with Rigid Pavement
b) CRCP for approaches of Proposed Grade Separator Structures
Option-5
c) Strengthening and Widening existing flexible pavement with CRCP
d) Existing Rigid Pavement in Ghat Sections

b) Design of service roads

c) Design of pavement for bus stop and truck lay byes

The methodology adopted for pavement design (both new and rehabilitation) is
presented in a flowchart (Fig 10.3 and Fig 10.4) indicating the various steps involved
in the design process, their interaction with one another and the input parameter
required in each step.

STUP Consultants Pvt. Ltd., 336 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

Main Activity: Alignment Survey

Sub Activity:
 Access Geotechnical Problem Input for pavement Design
 Gathering Adjacent land and Utility details  Temperature & Rainfall
 Collection of climate details of PIA  Final Alignment
 Bypass and Realignment finalization if any and
choosing the final alignment

Main Activity: Estimation of Traffic

Sub Activity: Input for pavement Design
 Define uniform/Homogeneous sections  Preliminary Homogeneous
 Conduct Traffic Volume Survey & calculate AADT Sections
 Conduct Axle load Survey and determine VDF  Design Traffic (msa)
 Choose design life as per IRC codes and TOR

Main Activity: Testing of Soil for Subgrade

Sub Activity: Input for pavement Design
 Identification of Barrow Area and collection of Soil  Design Sungrade CBR
Samples  Final Homogeneous
 Laboratory Testing of Soil Samples Sections
 Determine characteristics and strength of barrow soil
 Choose design life as per IRC codes and TOR

Main Activity: Selection of Pavement Materials

Sub Activity: Input for pavement Design
 Identification of materials and collection samples  Material Characteristics
 Testing of aggregates and Bitumen mixes  Mix Properties
 Checking the suitability of materials as per IS/IRC codes
 Accept, reject or modify the materials as per Codes

Main Activity: Pavement Design

Sub Activity:
 List the specifications of materials used in pavement layers as per code
 Flexible Pavement & Rigid Pavement Design as per IRC codes and determine the thickness of
Pavement layers
 Life cycle cost analysis of both flexible and rigid pavement
 Accept the pavement which is economical and more feasible

Figure 10-3: Pavement Design Procedure (New Construction)

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Bharatmala Pariyojana (Package-I) Final Feasibility Report

Carry out Desk Study it includes

 Existing Pavement Composition data if any Carryout initial Pavement Assessment By
 Geology and Soil type around PIA Conducting Detailed Visual Pavement
 Pavement Maintenance history Condition Survey

Establish Homogeneous sections based on Initial

pavement condition assessment and desk study

Assessment of existing subgrade soil

characteristics and strength by Assessment of existing WMM and
 Conducting DCP test on excavated test pits Bituminous layers by collecting samples and
 Testing of soil sample collected from test pits testing it in approved laboratory

Determination of Structural strength of existing

pavement by FWD testing, keeping in view of the
homogeneous section determined previously

Reassessment of Homogeneous sections based on FWD

test results existing Sungrade Strength and Pavement
crust thickness

Identify the Road sections which needs

 Reconstruction
 Bituminous Overlay

Rehabilitation of Pavement
 Overlay Design as per IRC Code
 Pavement Design for reconstruction Sections

Figure 10-4: Pavement Rehabilitation Design Procedure

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10.10.1Design Life

Design life is defined in terms of the cumulative number of standard axles in msa that
can be carried before a major strengthening, rehabilitation or capacity augmentation of
the pavement is necessary.

IRC-37:2018 Clause 4.3.1 recommended the design life of 20 years for National
Highways and State Highways and Urban roads. Stage construction shall not be
permitted as per clause 5.4.1 (ii) of IRC: SP: 87-2019.

IRC-58:2015 Clause 5.4 recommended the design life of 30 years for rigid pavement.

10.10.2Lane Distribution Factor

The project road has dual 3-lane carriageway in Section-1. Hence, lane distribution
factor of 60 percent is considered as per clause 4.5.1.5 of IRC-37:2018.

10.10.3Design Traffic Volume

The Annual Average Daily Traffic (AADT) obtained from applying seasonal variation
factor is considered in computation of pavement traffic loading expressed in terms of
Million Standard Axles. AADT considered in estimation of CSA is given in Table
10.7.

Table 10-7: Commercial Vehicle Traffic (AADT) Considered in Pavement Design

Mini Multi 7 or >7

S. Trucks Trucks Total
Location Buses Buses axle LCV Axle
No. 2 axle 3 axle CVPD
trucks Trucks
1 Ch 537.770 723 45 1418 913 1414 2898 7 7415

10.10.4Traffic Growth Rates

Past trends in the growth rate of traffic intensity along the project corridor provide a
valuable clue to the likely future traffic growth rate. But in most cases, the past traffic
data are inconsistent and cannot be taken as a basis for future traffic growth rate.
Alternatively, the motor vehicle registration data at the state level over the recent past
provide more consistent information on the trends in their growth and thus presents a
better tool for estimating future growth rates in different categories of vehicles, as a
proxy for the traffic growth. A more rational method is to establish a relationship
between the socio-economic variables such as population, Net State Domestic Product
and Per-capita income on one hand and the past registration data of different

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categories of vehicles on the other to determine the Elasticity of Transport Demand
with respect to different categories of vehicles. The computed traffic growth rates at
toll plaza location are given below in Table 10.8.

Table 10-8: Traffic Growth rates – Hattargi Toll plaza

Vehicle 2019- 2024- 2029- 2034- 2039- 2044- 2049- 2054-

Type 2023 2028 2033 2038 2043 2048 2053 2058
Realistic Scenario in percentage (%)
2wheelers 8.56% 7.71% 6.94% 6.24% 5.62% 5.06% 4.55% 4.55%
3wheelers 2.00% 2.00% 2.00% 2.00% 2.00% 2.00% 2.00% 2.00%
Cars/Jeeps 8.55% 7.70% 6.93% 6.23% 5.61% 5.05% 4.54% 4.54%
Bus 6.28% 5.65% 5.09% 4.58% 4.12% 3.71% 3.34% 3.34%
Mini Bus 6.28% 5.65% 5.09% 4.58% 4.12% 3.71% 3.34% 3.34%
LCV 8.79% 7.91% 7.12% 6.41% 5.77% 5.19% 4.67% 4.67%
Trucks 5.00% 4.50% 4.05% 3.65% 3.28% 2.95% 2.66% 2.66%
MAV 10.06% 9.06% 8.15% 7.34% 6.60% 5.94% 5.35% 5.35%
But IRC:37-2018 clause 4.2.2 when the estimated growth rate is less than 5 per cent, a
minimum annual growth rate of 5 per cent should be used for commercial vehicles for
estimating the design traffic, Accordingly, the growth rates have been corrected and
presented below in Table No.10.9 for Hattargi Toll plaza location.

Table 10-9: Traffic Growth rates for calculation of MSA – Hattargi Toll Plaza

Vehicle 2019- 2024- 2029- 2034- 2039- 2044- 2049- 2054-

Type 2023 2028 2033 2038 2043 2048 2053 2058
Realistic Scenario in percentage (%)
2wheelers 8.56% 7.71% 6.94% 6.24% 5.62% 5.06% 5.00% 5.00%
3wheelers 5.00% 5.00% 5.00% 5.00% 5.00% 5.00% 5.00% 5.00%
Cars/Jeeps 8.55% 7.70% 6.93% 6.23% 5.61% 5.05% 5.00% 5.00%
Bus 6.28% 5.65% 5.09% 5.00% 5.00% 5.00% 5.00% 5.00%
Mini Bus 6.28% 5.65% 5.09% 5.00% 5.00% 5.00% 5.00% 5.00%
LCV 8.79% 7.91% 7.12% 6.41% 5.77% 5.19% 5.00% 5.00%
Trucks 5.00% 5.00% 5.00% 5.00% 5.00% 5.00% 5.00% 5.00%
MAV 10.06% 9.06% 8.15% 7.34% 6.60% 5.94% 5.35% 5.35%

10.10.5Vehicle Damage Factor

The vehicle damage factor is a multiplier for converting the number of commercial
vehicles of different axle loads to the number of standard axle load repetitions. Design
of new pavement is based upon the cumulative number of 8.16 tonne equivalent
standard axles (ESA) that will pass over during the design period.
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Axle load surveys were carried out for commercial vehicles to determine Vehicle
Damage Factor (VDF) in project section. Vehicle damage factors are calculated in
accordance with the guidelines provided in IRC: 37-2018. Vehicle Damage Factor
used in the analysis is given in Table 10.10 and the graphical representation of VDF
on both sides are given below in Figure 10.5

Table 10-10: Vehicle Damage Factors adopted

Mini 7 or >7
Standard 2 Axle 3 Axle 4-6 Axle
Location Side Bus Axle LCV
Bus Trucks Trucks Trucks
Trucks
Belgaum-
At 537+770 0.724 0.724 1.686 2.351 8.853 8.853 0.561
Kagal
- Hattargi
Toll plaza Kagal-
0.484 0.484 2.563 5.708 7.691 7.691 0.541
belgaum

Figure 10-5: VDF observed for various classes of vehicles

10.10.6Computation of Design Traffic

The design traffic is considered in terms of cumulative number of standard axles to be

carried during the design life of the road. Its computations involves estimates of the
initial volume of commercial vehicles per day, lateral distribution of traffic, the
growth rate, the design life in years and the vehicle damage factor to convert
commercial vehicles to standard axles.

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The following equation is used to compute the design traffic in terms of the
cumulative number of standard axles.

N = 365 × {(1 + r )n− 1}x A × LD × VDF

r
Where,
N = Cumulative number of standard axles for the design life in msa
r = Annual growth rate of commercial vehicles
n = Design life in years
A = Initial traffic in terms of number of commercial vehicles per day
LD = Lane Distribution factor
VDF = Vehicle Damage Factor

The cumulative standard axles (CSA) estimation is prepared in Excel spreadsheet year
wise. Computation of CSA is given in Table 10.11.

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Table 10-11 :Estimation of CSA for Homogenous Section-1

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10.10.7Adopted Pavement Design Loading

The design considerations for pavement design are governed by applicable clauses of
IRC: SP: 87-2019 and IRC-37-2018. Accordingly, following considerations are made
in choosing pavement design loading in estimation of pavement crust for the project
road.

 Design life for pavement is taken as 20 years as per clause 4.3.1 of IRC: 37-2018.

 Stage construction shall not be permitted as per clause 5.4.1 (ii) of IRC: SP: 87-
2019.

Pavement design loading for the project road are computed and the summary of
pavement loading adopted is given in Table 10.12.

Table 10-12 : Design Traffic Loading

Million Standard Axles for Design Life
Homogeneous Sections Directions 5 10 15 20 25 30
Years Years Years Years Years Years
Belgaum to
Km 515+000 to Km 555+000 19 46 84 135 187 240
Kagal
(537+770 - Hattargi Toll
plaza) Kagal to
19 46 83 131 180 230
Belgaum

10.10.8Delineation of Homogenous Section

Homogeneous section is delineated using procedure of AASHTO using Cumulative

Differential Approach method. Following procedure is adopted.

 Corrected deflection value (corrected for leg correction, moisture content and
temperature) is tabulated against chainage.
 The distance between the deflections points are computed (Di).
 Average deflection values between two measurement points are computed (DVi).
 Deflection interval area (DIAi) is computed by multiplying Di and DVi.
 The cumulative deflection interval area (Ai) is computed.
 Cumulative differential variable (Zx) is computed as the difference between actual
and average lines and is given by the formula, Zx = Ai – (Ai / Di) x Di.

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A graph is plotted between Chainage and Cumulative differential variable (Zx) give in
Fig 10.6.

Figure 10-6: Plot of Chainage V/s Zx

The project road is divided into different homogeneous sections based on the CBR
values by Cumulative Differential Approach method and the sections are given below.

Homogeneous Chainage (km) Length

Sl.No
Section From To (km)
1 Section I 515.000 522.550 7.55
2 Section II 522.550 539.050 16.50
3 Section III 539.050 546.950 7.90
4 Section IV 546.950 549.100 2.15
5 Section V 549.100 555.000 5.90
Length 40.00

10.10.9Design CBR Adopted

The consultant has carried out soil investigations for existing road (subgrade). Since,
the proposed road is widened w.r.t existing road centre and predominantly from
central median. Hence, the soil properties on adjoining ground will be the main
consideration in choosing appropriate CBR value for design. Clause 6.2.2, IRC: 37-
2018 specifies 90th percentile (i.e., 90% of the average CBR values are equal to or
more than design CBR in its design life) of CBR values to be adopted as design CBR
for high volume roads such as Expressways / NH / SH. Graph is plotted between CBR
values on X-axis and % equal to or greater than the value on Y axis for different

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homogeneous sections. From the graphs it is inferred that 90% correspond to CBR
values are,

Homogeneous
Sl.No CBR
Section
1 Section I 7%
2 Section II 10.40%
3 Section III 6.10%
4 Section VI 10.80%
5 Section V 5%
From the graph, it is inferred that 90% correspond to CBR value is less than 10% at
some sections. The corresponding pavement thickness, especially bituminous
thickness would be very high which results in increased project cost when compared
with getting borrow soil for increased CBR of subgrade which would reduce the
pavement thickness. Hence, the design CBR for pavement is considered as 10%.

10.11 Pavement Crust

Pavement composition for effective subgrade CBR of 10% is considered and the
abstract of pavement composition for the project road stertch is given in Table 10.13.

Table 10-13 : Pavement Composition for Design Traffic

Description Homogeneous Section 1:
Km 515+000 to Km 555+000 (537+770 -
Hattargi Toll plaza)
Direction Belgaum to Kagal Kagal to Belgaum
Design Loading, MSA 130 130
Pavement Composition, mm
Stone Matrix Asphalt (SMA) - -
BC with Modified Bitumen 50 50
Dense Bituminous Macadam 120 120
Wet Mix Macadam 250 250
Granular Subbase 340 340
Total 760 760
Effective Subgrade CBR, % 10% 10%

10.11.1Pavement Design Check

Pavement design check is carried out using the stress analysis software IITPAVE for
the computation of stresses and strains in the flexible pavements. Tensile strain at the
bottom of the bituminous layers and the vertical compressive strain on the top of the

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sub-grade are conventionally considered as critical parameters for pavement design to
limit cracking and rutting in the bituminous layers.

Pavement compositions for Section-1 are given in Table 1.6. As per the IRC: 37-2018,
selected pavement composition should be checked for stress and strains at critical
locations below the pavement. Pavement is checked for the following conditions:

 Maximum tensile strain at the bottom of the bituminous layer as per equation
3.4 of IRC:37-2018 (at 90% reliability level as per Cl. 3.7) is as follows.

Where,
Nf = Fatigue life in number of standard axles

= Maximum tensile strain at the bottom of the bituminous layer

MR = Resilient modulus of the bituminous layer =3000Mpa
C = Factor introduced in fatigue models to take into account the
effect of air voids (Va) and volume of bitumen (Vb) , which is
given by the following relationships

Where,
Va (air voids) = 3.5%
Vb (volume of the bitumen) = 11.5%.

By substituting above values in equation, maximum tensile strain at bottom of

bituminous layer is determined.

 Maximum vertical strain at top of sub-grade as per equation 3.2 of IRC: 37-
2018 (at 90% reliability level), which is given by.

Where,
N = Number of cumulative standard axles.

= Vertical strain in the sub-grade

By substituting above values in equation, maximum vertical strain on top of sub-grade

layer is determined.

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The strains at critical layers in pavement for both the options for design traffic are
computed using IITPave software. Summary of design check for MCW is given in
Table 10.14.

Table 10-14 :: Design Check Summary

Design Check Summary for MCW - BC with Modified Bitumen
Allowable Computed
Sl.
Critical Stress / Strain Direction Limits Value Remarks
No.
(Microstrain) (Microstrain)
Horizontal tensile strain LHS 155.3 150.9 SAFE
1
in bituminous layer RHS 155.3 150.9 SAFE
Vertical compressive LHS 301.1 183.0 SAFE
2
strain on sub-grade RHS 301.1 183.0 SAFE

10.11.2Proposed Pavement Composition

The pavement crust proposed as per the design traffic loading is found safe as per the
design check. Considering the possibility of delay in start of implementation of the
project, the thickness of pavement layers are slightly increased. The proposed
pavement composition for each section of the project road is given in Table 10.15.

Table 10-15 :: Proposed Pavement Composition

Description Homogeneous Section 1:
Direction Belgaum to Kagal Kagal to Belgaum
Design Loading, MSA 130 130
Pavement Composition, mm
Stone Matrix Asphalt (SMA) - -
BC with Modified Bitumen 50 50
Dense Bituminous Macadam 120 120
Wet Mix Macadam 250 250
Granular Subbase 340 340
Total 760 760
Effective Subgrade CBR, % 10% 10%

10.12 Design of Service Road

The widening of Service roads is proposed on both sides of the project road. Design of
pavement for service road has been carried out in accordance with IRC: 37-2018. The
design traffic loading is considered as 10 msa and the sub-grade CBR is worked out is
given below.

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The bituminous layers on the existing service road pavement are likely to be damaged
during the construction activities and accordingly the BT layers are proposed to be
scarified and overlaid with 50mm DBM and 30mm BC in the existing service road
portions. The existing and newly proposed bus bays connecting to service road at
many locations along the Project Road are proposed with flexible pavement
composition similar to the widening portion of service road carriageway.

10.12.1Design CBR

The consultant has carried out soil investigations for existing road (subgrade) on
either side of service roads. Since, the proposed road is widened w.r.t existing road.
Hence, the soil properties on adjoining ground will be the main consideration in
choosing appropriate CBR value for design. Graph is plotted between chainage on X-
axis and CBR value on Y axis for different homogeneous sections and given below.

CBR (From Ch.515+000 to Ch.555+000)

LHS
Chainage (km)
Sl.No Length (km) CBR
From To
1 515.000 555.017 40.017 10%
Length 40.017
RHS
1 515.000 530.000 15.00 10%
2 530.000 540.050 10.05 5%
3 540.050 550.075 10.03 10%
4 550.075 554.900 4.82 6%
5 554.900 555.017 0.12 10%
Length 40.017

From the graphs, it is observed that correspond to CBR values are,

 LHS Service road - around 10.0%
 RHS Service roads - Varying from 5.0% to 10.0%

As per Clause 6.2.2, IRC: 37-2018 specifies 80th percentile CBR value for the design
traffic is less than 20 msa to be adopted for other category of roads. Graph is plotted
between CBR values on X-axis and % equal to or greater than the value on Y axis for
different homogeneous sections. From the graph, it is inferred that 80% correspond to
CBR value is less than 10% at some sections. Hence, the design CBR for pavement is
considered as actual sub grade CBR values and the sections are given in above table.

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10.12.2Proposed Pavement Composition for Service Road

The pavement crust proposed as per the design traffic loading is found safe as per the
design check. The proposed pavement composition for each section of the service
road is given in Table 10.16

Table 10-16 :: Proposed Pavement Composition for Service Road

Existing Service Roads Widening with Flexible Pavement
Service Road Service Road
(6% CBR) (5% CBR)
Service Pavement Composition is applicable for
Description Road (10% the following Chainages
CBR) (RHS Service Road Only)
From To From To
550.075 554.900 530.000 540.050
Design Loading, MSA 10
Pavement Composition, m
Bituminous Concrete 30 40 40
Dense Bituminous Macadam 50 70 80
Wet Mix Macadam 250 250 250
Granular Subbase 200 200 200
Subgrade 500 500 500
Effective Subgrade CBR, % 10% 6% 5%

10.13 Pavement Structural Strength using Falling Weight Deflectometer (FWD)

10.13.1General

The structural evaluation and analysis of remaining life of project was carried out in
conformity with IRC: 115-2014 “Guidelines for Structural Evaluation and
Strengthening of Flexible Road Pavements Using Falling Weight Deflectometer
(FWD) Technique” and subsequent analysis was carried out to ascertain the relative
performance of the pavement for entire Project Stretch, in the context of evaluating its
residual life, overlay and other maintenance requirements.

The cumulative difference approach advocated by the AASHTO-Guide (AASHTO-

1993, Appendix J) has been used for generating the homogeneous sub-sections based
of FWD measurements. This method compares the sequence of actual cumulative
sums in a measurement series with the sums that would have resulted from adding
averages.

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According to AASHTO (1993), a section border is indicated whenever the trend in the
series of cumulative differences changes from positive to negative and vice versa.
However relatively volatile measurements series should be ignored to restrict the
number of identified sections. The detailed methodology for FWD is explained in
Chapter 7.

10.13.2Delineation of Homogeneous Section

A statistical technique popularly used for identification of homogeneous sections is

the "Cumulative Difference" approach. This approach is already being used
extensively in India in many highway projects. In this approach, the sequence of
actual cumulative sums in a measurement series is compared with the sums that would
have resulted from adding averages. The difference between these values is termed as
cumulative difference.

Field modulie is calculated after temperature and Seasonal variations corrections. The
graphs plotted of cumulative difference Vs chainage that should be considered as a
possible delineator for identifying homogeneous sections. The graphical
representation of delineation of homogeneous sections for both main carriageway in
Figure 10.7 to 10.8 and service roads is given in Figure 10.9 to Figure 10.10

The delineation of homogeneous sections for Main carriageway and service road is
given in table below in Table 10.17 to 10.18.

Figure 10-7: LHS-Delineation of Homogeneous Sections

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Figure 10-8: RHS-Delineation of Homogeneous Sections

Figure 10-9: LHS-Delineation of Homogeneous Sections (Service Road)

Figure 10-10: RHS-Delineation of Homogeneous Sections (Service Road)

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Table 10-17 : Homogeneous sections and design parameters for MCW

Homogeneous Existing Crust Assumed Crust

Side 15th Percentile E Value
Section Thickness (mm) Thickness (mm)
(LH Lengt
S.n
S h Gran
o Granul Bitumi Granu Bitumi
/RH (Km) Bituminous Subgra ular
From To ar nous lar nous
S) Layer de Laye
Layer Layers Layer Layers
r
1 514.750 516.000 LHS 1.250 1992.8086 380.87 179.07 318 530 200 450
2 516.000 520.001 LHS 4.001 2201.1494 492.86 143.90 312 485 200 450
3 520.001 520.403 LHS 0.402 2289.6750 486.80 123.79 300 500 200 450
Total Length 5.653
1 520.400 524.000 RHS 3.600 2177.7807 490.20 116.00 327 469 200 450
2 527.379 535.000 RHS 7.621 1588.0183 487.30 150.00 327 476 200 450
3 535.010 535.951 RHS 0.941 1254.6839 492.28 175.70 310 450 200 450
4 536.000 536.996 RHS 0.996 2516.5671 496.64 175.77 290 450 200 450
5 537.000 539.971 RHS 2.971 1261.255 492.60 176.00 306 548 200 450
6 540.013 549.212 RHS 9.199 1346.8714 488.24 102.00 327 501 200 450
Total Length 25.328
Table 10-18 : Homogeneous sections and design parameters for Service Road

Existing Crust
Chainage 15th Percentile E Value
Side Thickness (mm)
Length
S.no (LHS/
(Km) Bituminous Granular Bituminous Granular
From To RHS) Subgrade
Layer Layer Layers Layer

1 514.750 517.754 LHS 3.004 1818.406 101.280 169.480 130 487

2 518.000 520.250 LHS 2.25 881.787 100.000 173.850 130 450
3 520.485 524.004 LHS 3.519 1586.372 134.970 186.860 133 450
4 527.490 534.001 LHS 6.511 1161.061 143.080 187.990 178 450
5 534.250 540.231 LHS 5.981 1275.886 107.150 167.950 145 484
6 540.495 542.501 LHS 2.006 2089.834 102.620 144.240 140 500
7 542.735 553.492 LHS 10.757 615.479 102.840 145.900 202 507
8 553.758 555.000 LHS 1.242 2219.995 181.950 102.000 146 437
Total Length 35.270
1 514.700 522.999 RHS 8.299 789.443 100.380 163.785 216 426
2 523.249 536.000 RHS 12.751 2116.021 166.460 98.000 168 436
3 536.251 541.995 RHS 5.744 816.201 118.395 111.945 190 423
4 542.243 546.767 RHS 4.524 2356.412 112.320 150.830 187 437
5 546.999 552.996 RHS 5.997 1276.773 100.800 124.000 169 450
6 553.193 555.000 RHS 1.807 836.899 103.360 124.000 171 429
Total Length 39.122

STUP Consultants Pvt. Ltd., 353 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
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10.13.3Remaining Life Estimation (Flexible Pavement)

The in-service three layer pavement system has been analyzed with the back-
calculated corrected layer moduli and layer thicknesses. The critical strains have been
calculated by IITPAVE program. From the performance criteria equations, the
residual/remaining rutting and fatigue life have been estimated.

Performance Criteria

The layer moduli of in-service pavement back calculated from FWD deflection data
are used to analyze the pavement for critical strains which are indicators of pavement
performance in terms of rutting and fatigue cracking. The following approach is
proposed for design of bituminous overlays for existing flexible pavements. The
mechanistic criteria (fatigue and rutting) adopted in the Indian Roads Congress
guidelines for design of flexible pavements form the basis for the overlay design
method. Performance models adopted in these guidelines are given below.

a). Fatigue in Bituminous layer:

As it specified in IRC: 115-2014, the fatigue model for 90 percent reliability was used
as below

Nf = 0.711 * 10-04 x [1/εt]3.89* [1/MR]0.854

As it specified in IRC: 37-2012, the fatigue model for 80 percent reliability was used
as below

Nf = 2.21 * 10-04 x [1/εt]3.89* [1/MR]0.854

Where,

Nf = fatigue life in number of standard axles,

εt = Maximum Tensile strain at the bottom of the bituminous layer

MR= resilient modulus of the bituminous layer.

b). Rutting in Sub grade:

Rutting model for 90 percent reliability level as specified in IRC: 115-2014 was used
as below;

N= 1.41 x 10-08 [1/εv] 4.5337

Where,

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N= Number of cumulative standard axles, and
εv= Vertical strain in the sub grade

As the remaining life for the Existing crust thickness of MCW is too high, so we have
assumed the appropriate thickness for MCW. the obtained Direction wise remaining
life for MCW and SR from 90 percent reliability equation of IRC: 115-2014 are
presented in Figure 10.11 to 10.12 and Figure 10.13 to 10.14 below and the remaining
life for main carriageway and service road are presented in Table 10.19 to 10.20.

Figure 10-11: Remaining life of existing pavement on LHS direction (MCW)

Figure 10-12: Remaining life of existing pavement on RHS direction (MCW)

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Figure 10-13: Remaining life of existing pavement on LHS direction (SR)

Figure 10-14: Remaining life of existing pavement on RHS direction (SR)

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Table 10-19 : Remaining Life of Existing Flexible Pavement for Main Carriageway
Existing
Assumed Crust

Remaining Life (MSA)

Remaining Life (MSA)

as per 80% Reliability
as per 90% Reliability
Rutting Residual Life
Fatigue Residual Life

Fatigue Residual Life

Crust
Chainage 15th Percentile E Value Thickness
Thickness

Rutting Strain
Fatigue Strain
(mm)

Design msa
Side (mm)

(Eqn I-4)
LHS Length Total
S.no

Bituminous

Bituminous

Bituminous
Sub grade
/RHS (Km) Crust

Granular

Granular

Granular
Layers

Layers
Layer

Layer

Layer

Layer
)
From To

1 514.750 516.000 LHS 1.250 1992.8086 380.87 179.07 318 530 848 200 450 0.00012 166.42 517.28 0.0001258 6793.55 166.42 517.28 130
2 516.000 520.001 LHS 4.001 2201.1494 492.86 143.90 312 485 797 200 450 0.0001 300.64 934.47 0.0001291 6041.06 300.64 934.47 130
3 520.001 520.403 LHS 0.402 2289.6750 486.80 123.79 300 500 800 200 450 0.0001 301.73 937.86 0.0001381 4450.65 301.73 937.86 130

Total Length 5.653

1 520.400 524.000 RHS 3.600 2177.7807 490.20 116.00 327 469 796 200 450 0.00011 291.31 905.49 0.0001434 3752.08 291.31 905.49 130
2 527.379 535.000 RHS 7.621 1588.0183 487.30 150.00 327 476 803 200 450 0.00012 220.69 685.97 0.0001348 4966.43 220.69 685.97 130
3 535.010 535.951 RHS 0.941 1254.6839 492.28 175.70 310 450 760 200 450 0.00013 191.16 594.19 0.0001288 6105.11 191.16 594.19 130
4 536.000 536.996 RHS 0.996 2516.5671 496.64 175.77 290 450 740 200 450 9.8E-05 353.12 1097.61 0.0001134 10874.77 353.12 1097.61 130
5 537.000 539.971 RHS 2.971 1261.255 492.60 176.00 306 548 854 200 450 0.00013 191.99 596.75 0.0001285 6170.00 191.99 596.75 130
6 540.013 549.212 RHS 9.199 1346.8714 488.24 102.00 327 501 828 200 450 0.00013 198.97 618.46 0.000166 1932.48 198.97 618.46 130

Total Length 25.328

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Table 10-20 : Remaining Life of Existing Flexible Pavement for Service Road

Remaining Life of Existing Pavement (Service Road)

Existing Crust

(MSA) as per 90%

(MSA) as per 80%

Chainage 15th Percentile E Value

Rutting Residual
Fatigue Residual

Fatigue Residual
Side (LHS/RHS)
Thickness (mm)

Remaining Life

Remaining Life
Fatigue Strain

Rutting Strain
Life (Eqn I-4)
Length (Km)

Total Crust

Design msa
Reliability

Reliability
Bituminous

Bituminous
Subgrade

Life

Life
Granular

Granular
S.no

Layers
Layer

Layer

Layer
From To

1 514.750 517.754 LHS 3.004 1818.406 101.280 169.480 130 487 617 0.000347 3.36 10.45 0.0001968 893.30 3.36 10.453 10
2 518.000 520.250 LHS 2.25 881.787 100.000 173.850 130 450 580 0.000537 1.14 3.54 0.0002386 373.06 1.14 3.539 10
3 520.485 524.004 LHS 3.519 1586.372 134.970 186.860 133 450 583 0.00033 4.58 14.25 0.0001985 859.14 4.58 14.247 10
4 527.490 534.001 LHS 6.511 1161.061 143.080 187.990 178 450 628 0.000289 10.04 31.20 0.0001686 1801.01 10.04 31.197 10
5 534.250 540.231 LHS 5.981 1275.886 107.150 167.950 145 484 629 0.000378 3.26 10.13 0.0001976 877.02 3.26 10.129 10
6 540.495 542.501 LHS 2.006 2089.834 102.620 144.240 140 500 640 0.000295 5.63 17.50 0.0001993 843.61 5.63 17.504 10
7 542.735 553.492 LHS 10.757 615.479 102.840 145.900 202 507 708 0.000418 4.09 12.72 0.0001899 1050.20 4.09 12.718 10
8 553.758 555.000 LHS 1.242 2219.995 181.950 102.000 146 437 583 0.000224 15.65 48.66 0.0002618 244.95 15.65 48.659 10

Total Length 37.270

1 514.700 522.999 RHS 8.299 789.443 100.380 163.785 216 426 642 0.000336 7.79 24.22 0.0001825 1257.57 7.79 24.218 10
2 523.249 536.000 RHS 12.751 2116.021 166.460 98.000 168 436 605 0.000207 21.98 68.31 0.0002448 332.10 21.98 68.306 10
3 536.251 541.995 RHS 5.744 816.201 118.395 111.945 190 423 613 0.00036 5.75 17.88 0.0002701 212.63 5.75 17.877 10
4 542.243 546.767 RHS 4.524 2356.412 112.320 150.830 187 437 623 0.000189 28.67 89.11 0.0001602 2270.60 28.67 89.114 10
5 546.999 552.996 RHS 5.997 1276.773 100.800 124.000 169 450 619 0.000332 5.40 16.79 0.0002368 386.09 5.40 16.790 10
6 553.193 555.000 RHS 1.807 836.899 103.360 124.000 171 429 600 0.000418 3.16 9.82 0.0002701 212.63 3.16 9.819 10
Total Length 39.122

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10.13.4Overlay Requirement

The flexible pavements are designed as a three layered system consisting of typical component layers, namely sub-grade, sub-base & base
course (granular) and binder & surface course (bituminous).

The Proposed overlay requirements are obtained from the calculated Remaining Rutting life and Fatigue Life of the pavement, based on
elastic modulus of bituminous layer as determine by back calculations. IITPAVE is used to calculate the strain values (vertical/horizontal)
based on elastic modulus of all pavement layers, and assists to evaluate the remaining life of pavement in accordance to the thickness of
overlay design in structural and functional requirement. The overlay requirement has been estimated in accordance with IRC: 115-2014 and
IRC: 37-2018. The summary of the results for both Main Carriageway and Service Road is given below in Table 10.21 & Table 10.22

Table 10-21 : Overlay Requirement for Main Carriageway

Assumed Suggest
Existing Crust

Remaining Life (MSA)

Remaining Life (MSA)

as per 90% Reliability

as per 80% Reliability

Rutting Residual Life
Fatigue Residual Life

Fatigue Residual Life

Crust ed
Chainage 15th Percentile E Value Thickness
Side (LHS/RHS)

Thickness Overlay,

Rutting Strain
Fatigue Strain
Length (Km)

(mm)

Total Crust

Design msa
(mm) mm

(Eqn I-4)
S.no
Bituminous

Bituminous

Bituminous
Subgrade
Granular

Granular

Granular
Layers

Layers
Layer

Layer

Layer

Layer

DBM
BC
From To

1 514.750 516.000 LHS 1.250 1992.809 380.865 179.070 318 530 848 200 450 0.000125 166.42 517.28 0.000126 6793.55 166.42 517.28 130 - -

2 516.000 520.001 LHS 4.001 2201.149 492.860 143.900 312 485 797 200 450 0.000105 300.64 934.47 0.000129 6041.06 300.64 934.47 130 - -

3 520.001 520.403 LHS 0.402 2289.675 486.800 123.790 300 500 800 200 450 0.000104 301.73 937.86 0.000138 4450.65 301.73 937.86 130 - -

Total Length 5.653

1 520.400 524.000 RHS 3.600 2177.781 490.200 116.000 327 469 796 200 450 0.000106 291.31 905.49 0.000143 3752.08 291.31 905.49 130 - -

2 527.379 535.000 RHS 7.621 1588.018 487.300 150.000 327 476 803 200 450 0.000122 220.69 685.97 0.000135 4966.43 220.69 685.97 130 - -

3 535.010 535.951 RHS 0.941 1254.684 492.280 175.700 310 450 760 200 450 0.000133 191.16 594.19 0.000129 6105.11 191.16 594.19 130 - -

4 536.000 536.996 RHS 0.996 2516.567 496.640 175.770 290 450 740 200 450 0.000098 353.12 1097.61 0.000113 10874.77 353.12 1097.61 130 - -

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Assumed Suggest
Existing Crust

Remaining Life (MSA)

Remaining Life (MSA)

as per 90% Reliability

as per 80% Reliability

Rutting Residual Life
Fatigue Residual Life

Fatigue Residual Life

Crust ed
Chainage 15th Percentile E Value Thickness

Side (LHS/RHS)
Thickness Overlay,

Rutting Strain
Fatigue Strain
Length (Km)
(mm)

Total Crust

Design msa
(mm) mm

(Eqn I-4)
S.no

Bituminous

Bituminous

Bituminous
Subgrade
Granular

Granular

Granular
Layers

Layers
Layer

Layer

Layer

Layer

DBM
BC
From To

5 537.000 539.971 RHS 2.971 1261.255 492.600 176.000 306 548 854 200 450 0.000133 191.99 596.75 0.000129 6170.00 191.99 596.75 130 - -

6 540.013 549.212 RHS 9.199 1346.871 488.240 102.000 327 501 828 200 450 0.000130 198.97 618.46 0.000166 1932.48 198.97 618.46 130 - -

Total Length 25.328

Table 10-22 : Overlay Requirement for Service Road

Existing Assumed

Remaining Life (MSA)

Remaining Life (MSA)
as per 90% Reliability

as per 80% Reliability

Crust Crust

Fatigue Residual Life

Fatigue Residual Life

Rutting Residual Life

Chainage Overlay 15th Percentile E Value
Thickness Thickness
Side (LHS/RHS)

Fatigue Strain

Rutting Strain
Length (Km)

Total Crust
(mm) (mm)

Design msa
(Eqn I-4)
S.no

Thickness(Ov

Mpa(Overlay

Bituminous

Bituminous

Bituminous
Granular

Subgrade

Granular

Granular
Moduli,

Layers

Layers
Layer

Layer

Layer

Layer
erlay)
From

DBM
BC
To

1 514.750 517.754 LHS 3.004 80 2000 1818.4061 101.280 169.480 130 487 690 130 480 2.04E-04 26.32 81.82 1.29E-04 6083.67 26.32 81.82 10 30 50

2 518.000 520.250 LHS 2.250 80 2000 881.7869 100.000 173.850 130 450 660 130 450 2.97E-04 11.45 35.58 1.50E-04 3032.08 11.45 35.58 10 30 50

3 520.485 524.004 LHS 3.519 80 2000 1586.3718 134.970 186.860 133 450 660 130 450 2.00E-04 31.94 99.28 1.32E-04 5518.91 31.94 99.28 10 30 50

4 527.490 534.001 LHS 6.511 80 2000 1161.0611 143.080 187.990 178 450 700 170 450 1.84E-04 58.00 180.28 1.18E-04 9221.75 58.00 180.28 10 30 50

5 534.250 540.231 LHS 5.981 80 2000 1275.8861 107.150 167.950 145 484 700 140 480 2.29E-04 22.93 71.29 1.32E-04 5406.34 22.93 71.29 10 30 50

6 540.495 542.501 LHS 2.006 80 2000 2089.8338 102.620 144.240 140 500 720 140 500 1.78E-04 39.77 123.61 1.32E-04 5462.27 39.77 123.61 10 30 50

7 542.735 553.492 LHS 10.757 80 2000 615.47852 102.840 145.900 202 507 780 200 500 2.47E-04 31.89 99.12 1.31E-04 5653.88 31.89 99.12 10 30 50

8 553.758 555.000 LHS 1.242 120 2000 2219.9951 181.950 102.000 146 437 690 140 430 1.21E-04 171.18 532.07 1.56E-04 2583.69 171.18 532.07 10 40 80

Total Length 37.270

1 514.700 522.999 RHS 8.299 80 2000 789.44315 100.380 163.785 216 426 710 210 420 2.08E-04 49.87 155.02 1.26E-04 6769.12 49.87 155.02 10 30 50

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Existing Assumed

Remaining Life (MSA)

Remaining Life (MSA)
as per 90% Reliability

as per 80% Reliability

Crust Crust

Fatigue Residual Life

Fatigue Residual Life

Rutting Residual Life

Chainage Overlay 15th Percentile E Value
Thickness Thickness
Side (LHS/RHS)

Fatigue Strain

Rutting Strain
Length (Km)

Total Crust
(mm) (mm)

Design msa
(Eqn I-4)
S.no

Thickness(Ov

Mpa(Overlay

Bituminous

Bituminous

Bituminous
Granular

Subgrade

Granular

Granular
Moduli,

Layers

Layers
Layer

Layer

Layer

Layer
erlay)
From

DBM
BC
To

)
2 523.249 536.000 RHS 12.751 80 2000 2116.0212 166.460 98.000 168 436 670 160 430 1.40E-04 101.64 315.93 1.76E-04 1474.69 101.64 315.93 10 30 50

3 536.251 541.995 RHS 5.744 120 2000 816.20107 118.395 111.945 190 423 730 190 420 1.71E-04 105.15 326.84 1.51E-04 2942.28 105.15 326.84 10 40 80
21105.7
287.89 894.84
4 542.243 546.767 RHS 4.524 120 2000 2356.4117 112.320 150.830 187 437 730 180 430 1.04E-04 9.80E-05 3 287.89 894.84 10 40 80

5 546.999 552.996 RHS 5.997 80 2000 1276.773 100.800 124.000 169 450 690 160 450 2.11E-04 31.75 98.70 1.60E-04 2277.04 31.75 98.70 10 30 50

6 553.193 555.000 RHS 1.807 110 2000 836.89925 103.360 124.000 171 429 700 170 420 2.04E-04 51.65 160.56 1.55E-04 2621.64 51.65 160.56 10 40 70

Total Length 39.122

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10.14 Recommendation for Pavement Type

The following options are studies and worked out unit rate per sq.mand the alternate
options are given below.

Sl.No Options Unit Rate/Sq.m

Option – I: Widening of Existing Flexible Pavement
a Widening Portion with Stone Mastic Asphalt (SMA) 2544.89
b Widening Portion with BC with Modified Bitumen 2428.81
Option – II: New Construction of Flexible Pavement
a Widening Portion with Stone Mastic Asphalt (SMA) 2311.57
b Widening Portion with BC with Modified Bitumen 2294.86
With reference to the table it is noted that BC with modified bitumen is cheaper than
Stone Mastic Asphalt (SMA). Hence it is recommended to BC with modified bitumen.

10.15 Design of Rigid Pavement

10.15.1General

The existing project highway consists of flexible and rigid pavements and is proposed
to be strengthened and widened from 4 lane to 6 lane with rigid pavement as a part of
6 laning of road considering the advantages of rigid pavement over flexible pavement
in the long run including approaches to new grade separators. The advantage of Rigid
Pavement is that the pavement will be designed for 30 years and there is no need for
any periodic renewal courses and overlay during this period unlike flexible pavement
and routine maintenance activities are also minimum. The height of crash barrier will
remain unchanged during its design life and particularly along the elevated roads,
grade separators etc.,

The following types of Rigid Pavements are generally adopted in the Highways:

 Plain Jointed Concrete Pavement ( PJCP)

 Continuously Reinforced Concrete Pavements with Elastic Joints as per IRC: 101-
1988

 Continuously Reinforced Concrete Pavements without Joints as per IRC: 118-

2015

Continuously reinforced concrete pavement (CRCP) is concrete pavement reinforced

with continuous steel bars throughout its length. Its design eliminates the need for

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transverse joints (other than at bridges and other structures) and keep cracks tight,
resulting in a continuous, smooth-riding surface that is virtually maintenance-free.
CRCP is intended for roads carrying very high volume of commercial traffic and
where closing road often for maintenance is difficult. Unlike the jointed plain cement
concrete pavement no transverse joints are provided in CRCP but longitudinal joints
are necessary if the carriageway width is more than a lane width. Longitudinal steel is
provided in CRCP primarily to control transverse cracks which appear due to
shrinkage taking place in fresh concrete and also hold them together. CRCP is
different from jointed reinforcement cement concrete pavement where steel
reinforcement is terminated in each slab. CRCP can be with elastic joints and also
without joints. Continuously Reinforced Concrete Pavements with Elastic Joints will
have numerous elastic transverse joints not only affects the riding quality but also
increases the cost on account of maintenance of joints. Besides the hardening and
cracking of sealing material with age becomes a source of water infiltration.

CRCP Pavement without Joints as per latest IRC 118-2015 has considerable
advantages over conventional PJCP and details of advantages are as under:

 Joint less rigid pavement with continuous reinforcement

 Same as Jointed Reinforced Cement Concrete Pavement except the reinforcement

runs through pavement continuously

 No Transverse Joints in concrete slab

 Longitudinal Reinforcement is 0.6% to 0.85% of cross sectional area of Concrete

slab ( 0.7% can be adopted) and Transverse Reinforcement

 Slab Thickness is same as per IRC 58 – 2015 and no reduction in slab thickness

 Main Steel Deformed Bars in the longitudinal direction is placed at a depth of 1/3
depth of slab

 Longitudinal Joints @ 4.5m c/c wherever concrete slab with is more than 4.5m.

 Transverse Reinforcement continues across LJ and tie roads also will provide at
LJ.

In view of the above advantages CRCP pavement has been considered in the project
for all new grade separator approaches and also as white topping (overlay) on the

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existing flexible pavement. Accordingly the following designs are envisaged in the
project:

a) Assessment of Remaining life of existing rigid pavement based on FWD test

analysis and identification of repair, rehabilitation and reconstruction stretches
based on FWD and condition survey of existing rigid pavement
b) Design of New Rigid Pavement as per IRC 58-2015 in the widening portion of
existing 4 lane road
c) Design of CRCP for new approaches of existing grade separator structures
d) Design of CRCP overlay on the existing flexible pavement

10.16 Pavement Design Objective

The Objective is to determine the total thickness of the PJCP and CRCP slab as well
as thickness of individual structural layer components. Design strength of CRCP must
be adequate to support the projected traffic loading throughout the design period.

10.17 Design Guidelines

The applicable IRC codes for the design of rigid pavement and CRCP are as under:

Code of Practice for Construction of Jointed Plain Concrete

IRC:15-2017
Pavements (Fifth Revision)
Recommended Practice for Construction of Earth Embankments and
IRC 36-2010
Sub-Grade for Road Works (First Revision)
Guidelines for Cement Concrete Mix Design for Pavements (Third
IRC:44-2017
Revision)
Recommended Practice for Sealing of Joints in Concrete Pavements
IRC:57-2018
(Second Revision)
Guidelines for the Structural Evaluation of Rigid Pavement by
IRC:117-2015
Falling Weight Deflectometer (with CD)
Guidelines for Design and Construction of Continuously Reinforced
IRC:118-2015
Concrete Pavement (CRCP)
IRC:SP:17-1977 Recommendations about Overlays on Concrete Pavement
Guidelines for Conventional and Thin Whitetopping” (First
IRC:SP:76-2015
Revision)
Guidelines for Maintenance, Repairs & Rehabilitation of Cement
IRC:SP:83-2018
Concrete Pavements (First Revision)
Guidelines for the Use of Dry Lean Concrete as Sub-base for Rigid
IRC:SP:49-2014
Pavement (First Revision)

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10.18 Assessment of Remaining life of existing rigid pavement based on FWD test
analysis and identification of repair, rehabilitation and reconstruction stretches
based on FWD and condition survey of existing rigid pavement.

10.18.1Existing Pavement Crust

Pavement composition of existing pavement has been measured along the Project
Road and the details of existing pavement crust are given in table 10.23:

Table 10-23 : Details of existing rigid pavement (MCW)

Layer Name Thickness in mm

PQC Min 280 TO Max 350

DLC Min 130 TO Max 210

GSB Min 140 TO Max 330

TOTAL Min 570 TO Max 860

10.18.2 FWD Survey and analysis

Pavement investigation has been carried out on existing concrete pavement using
Falling Weight Deflect meter (FWD) as per the procedure given in IRC: 117-2015.
Falling weight is an impulse-loading device in which s transient load is applied to the
pavement and the deflected shape of the pavement surface is measured at a radial
distances of 0mm, 300mm, 600mm, 900mm for the determination of pavement design
parameters. The target peak load in the range of 40kN to 60 kN or higher may be
applied on concrete pavement to get a reasonable deflection of the order of 0.15mm.
However it is observed that peak loads of 80 kN to 90kN are recorded on the existing
CC road to get the deflection in the order of 0.15mm. FWD deflection data has been
collected at interiors, corners, transverse and longitudinal joints in the inner, outer
lanes in 4 lane road and in extra lane in case of 6 lane road in Ghat sections at an
interval of 500m in a staggered manner.

10.18.3Estimation of Elastic Modulus of Concrete and Flexural Strength of Concrete

from FWD deflection data analysis

The procedure as per IRC 117-2015 has been followed for the estimation of E value
and strength of concrete which include estimation of deflection bowl area, radius of

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relative stiffness, normalized deflections, subgrade modulus etc and Elastic Modulus
of concrete has been assessed based on the following equation:

Elastic Modulus of Concrete Ec = 12(1-µc) kl4

1000h3

Where,

µc = Poisson’s Ratio of Concrete

h = Thickness of Concrete Layer in mm
l = Radius of Relative stiffness, mm
k = Modulus of subgrade Reaction, MPa/m
Elastic modulus of concrete has been estimated using above equation and the details
E- Values of concrete pavement in MPa are presented along the Project Road in the
figure below.

Figure 10-15: E- Values from Belgaum to Sankeshwar Bypass in Concrete

Pavement Portion (LHS) based on FWD data Analysis

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Figure 10-16: E- Values from Belgaum to Sankeshwar Bypass in Concrete

Pavement Portion (RHS) based on FWD data analysis

Strength of Concrete fc = (Ec/5000)^2

Flexural Strength of Concrete fmr = 0.7 ( fc)^0.5

From the above equations, the flexural strength of concrete of pavement is estimated
based on the estimated Ec values and Flexural strength of existing concrete pavement
in MPa are presented along the Project Highway in the figure below:

Figure 10-17: Flexural Strength of Existing Concrete Pavement (LHS) based on

FWD data analysis

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Figure 10-18: Flexural Strength of Existing Concrete Pavement (RHS) based on

FWD data analysis
The details of % variation of flexural strength of existing concrete pavement for LHS
and RHS carriageways are presented in figures below:

Figure 10-19: Pie Chart showing Flexural Strength of Existing Concrete

Pavement (LHS) based on FWD data analysis

Figure 10-20: Pie Chart showing Flexural Strength of Existing Concrete

Pavement (RHS) based on FWD data analysis

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From the above figures, only 25% of the road on LHS and 30 % of road on RHS have
flexural strength of concrete more than 4.5 MPa which is minimum prescribed for a
concrete pavement as per IRC whereas 75% of the road on LHS and 70% of road on
RHS have less than 4.5MPa.

The details of deflections of FWD survey data and analysis results are presented in
Appendix 10.1 in Volume IA: Appendix to Main Report.

Further in order to ascertain the strength of existing concrete pavement core test have
been conducted all along the project highway. The location for core test on the
existing concrete pavement has been selected considering the proposed grade
separator sections, homogeneous sections, LHS, RHS, lane position, location within
the slab etc., and details of location of core test and flexural strength are presented in
Appendix 10.2 in Volume IA: Appendix to Main Report. The detailed lab test results
of the core test are given in the Appendix 10.4 in Volume IA: Appendix to Main
Report.

10.18.4Homogeneous Sections

Based on the FWD data analysis, deflection bowl area, modulus of subgrade reaction
k (MPa/m) , modulus of Elastic Modulus of Concrete at each of the test location and
further delineation of homogeneous sections are identified based on the deflection
bowl area using Cumulative differential approach as suggested in AASHTO code .
The details of homogeneous sections of Rigid Pavement along LHS and RHS sides
are presented below.

Figure 10-21: Delineation of Homogeneous Section based on CDA Method (LHS)

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Figure 10-22: Delineation of Homogeneous Section in Package-1 based on CDA Method

(RHS)
Based on the above, the details of homogeneous sections are identified on LHS and
RHS and presented in the table 10.24

Table 10-24 : Details of Homogeneous Sections

Belgaum to Kagal (LHS) Belgaum to Kagal (RHS)

S.No HS
From Ch: To Ch: From Ch: To Ch:
1 1 520 537 515 519
2 2 537 553 519 521
3 3 553 555 524 527
4 4 547 555
10.18.5Evaluation of Load Transfer Efficiency of Joints

Transverse as well as longitudinal joints deteriorate with the traffic due to continuous
loading and the proper load transfer has to be maintained for a good functioning of
pavements. For a new pavement, the load transfer efficiency (LTE) will be 100% and
deflection of loaded slab and unloaded slab at the joint will be same. When the ratio
of loaded to unloaded slab reaches 0.5 and 0.4 for transverse and longitudinal joints,
the same are said to be in critical condition and requires retrofitting of dowel and tie
bars at joints. The details of LTE are estimated based on the FWD survey data carried
out at the joint locations. The details % Load Transfer Efficiency for all the lanes on
LHS and RHS sides at Transverse Joints are presented in Appendix 10.3 in Volume
IA: Appendix to Main Report.

Based on the analysis, it is found that % LTE is more than 70% and the joints are
structurally in good condition and transferring the loads efficiently except at very few
locations.

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10.18.6 Details of Roughness Survey using NSV on Rigid Pavement

The details of surface roughness and Rut depth along the pavement are presented in
the table below.

Figure 10-23: Pie Chart showing Roughness Survey details (Inner Lane – LHS)

Figure 10-24: Pie Chart showing Roughness Survey details (Outer Lane – LHS)

Figure 10-25: Pie Chart showing Roughness Survey details (Inner Lane – RHS)

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Figure 10-26: Pie Chart showing Roughness Survey details (Outer Lane – RHS)

From the above the roughness values indicate the riding condition of the pavement is
good for more than 80% in all lanes ( Inner and Outer ) and around 6% in Kagal to
Belgaum on Inner Lane ( In one Km i.e. Km 551 to 552) is in poor condition and
balance all lanes are in fair condition. Wherever the pavement has shown more
roughness but structurally in sound condition, removing of bumps and re-profiling of
surface of concrete by means of Diamond Grinding is recommended as per IRC SP:
83-2018. Further from NSV data, the rut depth has been recorded as less than 10mm
for both LHS and RHS carriageway indicating the pavement structurally in good
condition.

10.18.7Grade separator proposals

Number of grade separators have been proposed in the project based on the 6 laning
project requirements, black spot location studies, review of proposals of stakeholder
requirements, road network connectivity, accessibility etc., The summary of proposed
grade separators, elevated roads etc.,are given below in Table 10.25.

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Table 10-25 : Summary of Grade separators in Belgaum to Sankeshwar Bypass
Section

Additional Proposed
Sl.No Type of Structure Grade separator Remarks
Structures
i) Flattening of steep Gradients is
proposed at Vantamuri Ghat section by
providing Viaduct and RE wall
approaches for RHS traffic.

Elevated Road ii) 1 nos of 3 lane Elevated Viaduct

1 2 cum Bridge along with RE wall
Section
approaches is proposed across
Ghataprabha river for RHS traffic and
existing 2 lane RHS Bridge is
proposed to be used for Service road
traffic.
Trumpet At Hidkal Dam Cross Road after
2 1
Interchange Hattargi Toll Plaza
Proposed VOP covers SEZ crossing,
Vehicle Overpass
3 1 SH-78 and Yamakanmarradi Cross
(VOP)
roads
4 flyover type VUP (3 girder type, 1
solid slab type superstructure near
Vehicular Under Chikkalgud as per site constraints)
4 5
Pass (VUP) and one 2 lane underpass for cross
road where cross road is taken below
existing highway level.
Light Vehicle
5 2
Underpass (LVUP)

10.18.8Re-Construction Sections

The sections other than proposed grade separators, re-alignment sections have been
analysed with respect to results of the FWD analysis, visual and condition survey
data such as roughness, rut depth, texture, continuous distress parameters such as
multiple , alligator cracking cracking etc., carried out through Net work survey
vehicle and after duly considering various parameters, following reconstruction
sections are identified and details of reconstruction stitches are given below in the
Table 10.26 to Table 10.27:

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Table 10-26 : Summary of Reconstruction Sections in Belgaum to Kagal Section (LHS)

Chainage Total
S.No. length
From To (km)
1 524+100 524+480 0.38
2 525+600 527+740 2.14
3 529+120 529+663 0.543
4 529+855 530+100 0.245
5 536+650 536+850 0.2
6 554+490 555+017 0.527

Table 10-27 : Summary of Reconstruction Sections in Belgaum to Kagal Section (RHS)

Chainage Total
Sl.No length
From To (km)
1 516+010 516+560 0.55
Total Length (m) 0.55

Even though these sections were identified having less flexural strength and
distress the same have been further reviewed based on the detailed condition
analysis, distress analysis, overlay design etc ., in the subsequent part of the
design requirements and restricting the rehabilitation to the extent of slab
replacement of cracked sections of concrete panels alone and with overlay
provisions.

10.18.9 Remaining life of existing pavement

The remaining life of existing CC pavement has been assessed as per IRC: 117-2015
i.e. “Guidelines for the Structural Evaluation of Rigid Pavement by Falling Weight
Deflectometer “guidelines and based on FWD data analysis for flexural strength of
existing CC pavement. Further there are no. of grade separators and elevated corridors
are proposed and hence remaining life analysis is carried out as per IRC: 117-2015
and IRC: 58-2015 for the remaining length of CC pavement excluding for the sections
falling in the approaches of proposed grade separator structures. Detailed analysis of
FWD and NSV data of existing CC Pavement has been carried out and presented in
Appendix 10.4 in Volume IA: Appendix to Main Report. The details of summary of
remaining life of existing CC pavement are given in Table 10.28 and Table 10.29
separately for LHS & RHS.
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Table 10-28 : Details of Remaining Life of Existing Concrete Pavement on LHS excluding proposed GS structure approaches

Average
Average
Flexural
Average Flexural Modulus of
Strength of 50% of K Traffic
Type of Proposed Grade Strength of Subgrade Remaining Life from Total
From To Existing Value for in
S.No. Existing separator Existing Concrete Reaction 2020 ( Based FWD test Length
Chainage Chainage Concrete Design in CVPD
Pavement Structure Pavement as per based on results) in Km
Pavement as per Mpa in 2020
FWD , Mpa FWD,
Core Tests ,
Mpa/m
Mpa

1 515 520.4 Flexible 5.4

2 520.4 521 Rigid 4.5 192.21 96.1 7415 > 30 years 0.6
3 521 522 Rigid 3.01 173.6 86.8 7415 0 1
4 522 523 Rigid 3.97 226.58 113.29 7415 1 1
5 523 524 Rigid 4.75 137.86 68.93 7415 > 30 years 1
6 524 527.93 Rigid 4.08 1.98 297.79 148.9 7415 0 3.93
Proposed VUP
7 527.93 528.826 Rigid from 527.93 to 0.896
528.826)
8 528.826 531.36 Rigid 2.42 231.45 115.72 7415 0 2.534
Proposed LVUP
9 531.36 532.23 Rigid from 531.360 to 7415 0.87
532.230
10 532.23 534.45 Rigid 3.71 4.49 168.83 84.42 7415 > 30 years 2.22
Proposed VOP
11 534.45 536.392 Rigid 534.45 to 7415 1.942
536.392
12 536.392 537 Rigid 1.54 404.22 202.11 7415 0 0.608
13 537 540.43 Rigid 5.05 112.28 56.14 7415 > 30 years 3.43

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Average
Average
Flexural
Average Flexural Modulus of
Strength of 50% of K Traffic
Type of Proposed Grade Strength of Subgrade Remaining Life from Total
From To Existing Value for in
S.No. Existing separator Existing Concrete Reaction 2020 ( Based FWD test Length
Chainage Chainage Concrete Design in CVPD
Pavement Structure Pavement as per based on results) in Km
Pavement as per Mpa in 2020
FWD , Mpa FWD,
Core Tests ,
Mpa/m
Mpa

Proposed VUP
14 540.43 541.28 Rigid 540.430 to 7415 0.85
541.280
15 541.28 543.58 Rigid 4.32 5.17 93.99 46.99 7415 > 30 years 2.3
Proposed VUP
16 543.58 544.73 Rigid 543.580 to 7415 1.15
544.730
17 544.73 545.4 Rigid 3.72 141.87 70.93 7415 0 0.67
Proposed LVUP
18 545.4 546.32 Rigid from 545.400 to 7415 0.92
546.320
19 546.32 547.45 Rigid 4.67 84.87 42.44 7415 > 30 years 1.13
Proposed Profile
correction from
20 547.45 547.61 Rigid 7415 0.16
547.45 to
547.610
21 547.61 549 Rigid 4.19 125.31 62.66 7415 4 1.39
22 549 553 Rigid 3.65 141.67 70.83 7415 0 4
23 553 555.017 Rigid 3.77 2.54 257.02 128.51 7415 0 2.017
40.017

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Table 10-29 : Details of Remaining Life of Existing Concrete Pavement on RHS excluding proposed GS structure approaches

Average Average
Flexural Flexural Average
Proposed Strength of Strength of Modulus of 50% of K Traffic Remaining Life
Type of
From To Grade Existing Existing Subgrade Value for in from 2020 ( Length in
S.No. Existing
Chainage Chainage separator Concrete Concrete Reaction based Design in CVPD Based FWD test Km
Pavement
Structure Pavement as Pavement as on FWD, Mpa in 2020 results)
per Core per FWD , Mpa/m
Tests , Mpa Mpa

1 515 518.85 Rigid 4.06 2.09 273.2 136.6 7415 0 3.85

Proposed
VUP(
2 518.85 520.18 Rigid 4.09 1.33
518.850 to
520.180)
3 520.18 520.39 Rigid 5.52 117.08 58.54 7415 >30 0.21
4 520.39 524.02 Flexible 3.63
5 524.02 524.1 Rigid 2.35 260.96 130.48 7415 0 0.08
Elevated
Corridor (
6 524.1 526.9 Rigid 524.100 to 2.8
526.900)
on RHS
7 526.9 527.35 Rigid 2.35 260.96 130.48 7415 0 0.45
8 527.35 547.08 Flexible 19.73
9 547.08 547.97 Rigid 4.94 99.27 49.63 7415 >30 0.89
10 547.97 549.22 Flexible 1.25

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Average Average
Flexural Flexural Average
Proposed Strength of Strength of Modulus of 50% of K Traffic Remaining Life
Type of
From To Grade Existing Existing Subgrade Value for in from 2020 ( Length in
S.No. Existing
Chainage Chainage separator Concrete Concrete Reaction based Design in CVPD Based FWD test Km
Pavement
Structure Pavement as Pavement as on FWD, Mpa in 2020 results)
per Core per FWD , Mpa/m
Tests , Mpa Mpa

11 549.22 552 Rigid 4.37 4.95 109.86 54.93 7415 >30 2.78
12 552 553 Rigid 3.92 81.85 40.92 7415 0 1
13 553 554 Rigid 5.68 65.13 32.57 7415 >30 1
14 554 555.017 Rigid 4.71 3.72 115.12 57.56 7415 0 1.017
Total 40.017

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Summary of Remaining Life of Existing Pavement based on FWD analysis and

Core Test Results:

The summary of remaining life of existing CC pavement are given Table 10-30 and
Table 10-31 below for both LHS and RHS sides.

Table 10-30 : Remaining Life of LHS Rigid Pavement excluding GS approaches as per
FWD Analysis
Remaining Life in Years from 2020 Length in Km %
>= 30 and above 10.680 38.38%
20 to 30 0.00%
10 to 20 0.00%
<10 0.00%
<5 17.149 61.62%
Total 27.829

Table 10-31 : Remaining Life of RHS Rigid Pavement excluding GS approaches as per FWD
Analysis

Remaining Life in Years from 2020 Length in Km %

>= 30 and above 4.88 43.27%
20 to 30 0.00%
10 to 20 0.00%
<10 0.00%
<5 6.397 56.73%
Total 11.277

The existing rigid pavement, other than the sections of proposed grade separator
locations, has shown flexural strength ranging from 1.54 to 5.52 based on FWD data
analysis and core test results of concrete slab have shown ranging from 3.71 to 4.54.
With the FWD data analysis results, remaining design life of pavement ranges from 0
to 30 years in difference sections. The length of existing pavement considered for
widening of existing rigid pavement other than realignment sections, grade separator
locations etc., is approx 15.56 km (both LHS and RHS) from Sankeshwar Bypass to
Kagal section. Based on the remaining life of existing CC pavement, overlays have
been proposed over a length of 23.546 km and the detailed of overlays are presented
in the subsequent paragraphs in this report.

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All distresses identified as part of NSV survey are to be treated for repair and rehabilitation as per IRC SP-83-2018 including replacement
wherever required along with the 6 laning proposals so as to extend the remaining life of concrete pavement. The Summary of Different
Degrees of Severity of Distress in All lanes is presented in Table 10-32 below:

Table 10-32 : Summary of Different Degrees of Severity of Distress in All Lanes

Repair as Partial Depth

Degree of Full Depth Repair
per IRC repair considered
S.No. Severity as per 0 1 2 3 4 5 Total Remarks
SP-83 No. of Quantity No. of Quantity
IRC SP 83
(sqm) Slabs in Cum Slabs in Cum
2. 3. 4.
Surface 1.
0.2mm- 0.5mm- 1.5mm- 5.>3mm
1 Shrinkage Crack <0.2mm-
0.5mm 1.5mm 3mm wide
Severity wide
wide wide wide
Surface
Shrinkage Crack
0 285 335 553 0 1173
Extent% @ 10m Repair/Reha
in a lane c/c bilitate as per
No. of Slabs IRC SP:83
0 30 34 35 0 99 30 69
affected based on
% of slabs assessment
cracked / 0.00% 0.12% 0.14% 0.14% 0.00% 0.41% rating
damaged
Total Area in sqm 0 101.27 119.04 196.5 0 416.81 101.27 94.66
2. 3. 4.
1. 5.
Longitudinal 0.5mm- 3mm- 6mm- Repair/Reha
2 <0.5mm- >12mm Total
Cracks Severity 3mm 6mm 12mm bilitate as per
wide wide
wide wide wide IRC SP:83
Longitudinal based on
Cracks Extent% assessment
0.7 47.92 683.52 696.22 0 1428.36
@ 10m in a lane rating
c/c

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Repair as Partial Depth
Degree of Full Depth Repair
per IRC repair considered
S.No. Severity as per 0 1 2 3 4 5 Total Remarks
SP-83 No. of Quantity No. of Quantity
IRC SP 83
(sqm) Slabs in Cum Slabs in Cum
No. of Slabs
7 146 597 401 0 1151 153 998 0
affected
% of slabs
cracked / 0.03% 0.60% 2.46% 1.66% 0.00% 4.75%
damaged
Total Area in sqm 0.25 17.03 242.88 247.39 0 507.54 17.28 73.54 0
2. 0.2mm 3. 4.
1. 5
Transverse to 0.5mm- 3mm-
3 <0.2mm- .>6mm Total
Cracks Severity 0.5mm- 3 mm 6mm
wide wide
wide wide wide
Transverse Repair/Reha
Cracks Extent% bilitate as per
0 0.97 316.67 75.47 0 393.11
@ 10m in a lane IRC SP:83
c/c based on
No. of Slabs assessment
0 1 204 38 0 243 1 242
affected rating
% of slabs
cracked / 0.00% 0.00% 0.84% 0.16% 0.00% 1.00%
damaged
Total Area in sqm 0 0.34 112.52 26.82 0 139.69 41.8
2. 0.2mm 3. 4.
1. 5
Multiple Cracks to 0.5mm- 3mm-
4 <0.2mm- .>6mm Total Repair/Reha
Severity 0.5mm- 3 mm 6mm
wide wide bilitate as per
wide wide wide
IRC SP:83
Multiple Cracks
based on
Extent% @ 10m 25 2733 3034 5792
assessment
in a lane c/c
rating
No. of Slabs
2 226 164 392 0 392
affected

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Repair as Partial Depth
Degree of Full Depth Repair
per IRC repair considered
S.No. Severity as per 0 1 2 3 4 5 Total Remarks
SP-83 No. of Quantity No. of Quantity
IRC SP 83
(sqm) Slabs in Cum Slabs in Cum
% of slabs
cracked / 0.01% 0.93% 0.68% 1.62%
damaged
Total Area in sqm 8.88 971.13 1078.08 2058.09 1728.72
2. 0.2mm 3. 4.
1. 5.
Alligator Cracks to 0.5mm- 3mm-
5 <0.2mm- >6mm Total
Severity 0.5mm- 3 mm 6mm
wide wide
wide wide wide
Alligator Cracks Repair/Reha
Extent% @ 10m 0 510 35 545 bilitate as per
in a lane c/c IRC SP:83
No. of Slabs based on
0 26 2 28 assessment 28
affected
% of slabs rating
cracked / 0.00% 0.11% 0.01% 0.12%
damaged
Total Area in sqm 0 181.22 12.44 193.66 123.48
2. 0.2mm 3. 4.
1. 5.
Diagonal Cracks to 0.5mm- 3mm-
6 <0.2mm- >6mm Total
Severity 0.5mm- 3 mm 6mm
wide wide
wide wide wide Repair/Reha
Diagonal Cracks bilitate as per
Extent% @ 10m 0 3.3 116.86 54.18 174.34 IRC SP:83
in a lane c/c based on
No. of Slabs assessment
0 4 121 40 165 0 165
affected rating
% of slabs
cracked / 0.00% 0.02% 0.50% 0.17% 0.68%
damaged

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Repair as Partial Depth
Degree of Full Depth Repair
per IRC repair considered
S.No. Severity as per 0 1 2 3 4 5 Total Remarks
SP-83 No. of Quantity No. of Quantity
IRC SP 83
(sqm) Slabs in Cum Slabs in Cum
Total Area in sqm 0 1.17 41.52 19.25 61.95 0 18.58
3.
2. 4.
Corner Cracks 3mm-
7 1.<0.5mm 0.5mm-3 >6mm Total
Severity 6mm
mm wide wide Repair/Reha
wide
bilitate as per
No. of Slabs
0 10 193 47 250 IRC SP:83 10 120 120
affected
based on
% of slabs
assessment
cracked / 0.00% 0.04% 0.80% 0.19% 1.03%
rating
damaged
Average Crack
0 1.84 1.71 1.07 4.62 2.69 2.77 5.54
length in m
Ravelling 3. 10- 4. 25-
8 1. <2% 2. 2-10% 0 Total
Severity 25% 50%
Ravelling Repair/Reha
Extent% @ 10m 60 124 8 30 0 222 bilitate as per
in a lane c/c IRC SP:83
No. of Slabs based on
6 15 2 3 0 26 assessment 21 5
affected
% of slabs rating
0.02% 0.06% 0.01% 0.01% 0.00% 0.11%
Affected
Total Area in sqm 21.32 44.06 2.84 10.66 0 78.88 65.38 2.03
0. 1. 50- Repair/Reha
<50mm 100mm bilitate as per
Popout/Pothole
9 dia dia 0 0 0 Total IRC SP:83
Severity
<25mm >50mm based on
depth depth assessment

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Repair as Partial Depth
Degree of Full Depth Repair
per IRC repair considered
S.No. Severity as per 0 1 2 3 4 5 Total Remarks
SP-83 No. of Quantity No. of Quantity
IRC SP 83
(sqm) Slabs in Cum Slabs in Cum
Popout/Pothole rating
Extent% @ 10m 35 10 0 0 0 45
in a lane c/c
No. of Slabs
4 1 0 0 0 5 5
affected
% of slabs
0.02% 0.00% 0.00% 0.00% 0.00% 0.02%
Affected
Total Area in sqm 12.44 3.55 0 0 0 15.99 15.99
Polishing
10
Severity
Polishing
Extent% @ 10m 1 1 2 0 0 4 Repair/Reha
in a lane c/c bilitate as per
No. of Slabs IRC SP:83
0 0 0 0 0 0 0
affected based on
% of slabs assessment
0.00% 0.00% 0.00% 0.00% 0.00% 0.00%
Affected rating
Total Area in sqm 0.36 0.36 0.71 0 0 1.42
Spalling at
2. 10- 3. 20- 4. 40-
11 joints/cracks 1. <10mm 0 Total
20mm 40mm 80mm
Severity
Repair/Reha
Spalling at
bilitate as per
joints/cracks
1 135 178 107 0 421 IRC SP:83
Extent% @ 10m
based on
in a lane c/c
assessment
No. of Slabs
1 21 15 7 0 44 rating 22 22
affected
% of slabs
0.00% 0.09% 0.06% 0.03% 0.00% 0.18%
Affected

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Repair as Partial Depth
Degree of Full Depth Repair
per IRC repair considered
S.No. Severity as per 0 1 2 3 4 5 Total Remarks
SP-83 No. of Quantity No. of Quantity
IRC SP 83
(sqm) Slabs in Cum Slabs in Cum
Total Area in sqm 0.36 47.97 63.25 38.02 0 149.6 48.33 15.19
2. 3-
Faulting/Stepping
12 1. <3mm 6mm- Total
Severity
Moderate Repair/Reha
Faulting/Stepping bilitate as per
Extent% @ 10m 55 145 0 0 200 IRC SP:83
in a lane c/c based on
No. of Slabs assessment
7 15 0 0 22 22
affected rating
% of slabs
0.03% 0.06% 0.00% 0.00% 0.00% 0.09%
Affected
Patching
13 Extent% @ 10m 4835 0 0 0 0 4835 Repair/Reha
in a lane c/c bilitate as per
No. of Slabs IRC SP:83
166 0 0 0 0 166 166
affected based on
% of slabs assessment
3.09% 0.00% 0.00% 0.00% 0.00% 3.09%
Affected rating
Total Area 1255.8 0 0 0 0 1255.8

Total 680.94 1145 93.52 1016 2012.78

Distress for % Length
Concrete Road Retained 532.32 895 73 794 1573
after GS

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10.19 Design of New Rigid Pavement as per IRC 58-2015 in the widening portion of
existing 4 lane road to 6 lane road

10.19.1 Design considerations for Rigid Pavement

Roads connecting major roads are sometimes required to carry diverted traffic which
may damage the concrete pavement slabs. Such factors may be considered while
arriving at thickness of concrete pavements. It is well established that the concrete
pavements demand a high degree of professional expertise at the design stage as the
defective design may lead to concrete failure even if the construction is done with
great care.

The rigid pavement design is carried out as per IRC 58-2015. The main factors
governing design of rigid concrete pavement are:

 Design period
 Design commercial traffic volume
 Axle load spectrum
 Tyre pressure
 Lateral placement characteristics
 Directional distribution
 Strength of foundation &
 Climatic considerations
Cement concrete pavements are slabs laid directly over soil subgrade or over sub base
course. The sub-base of rigid pavement structure consists of one or more compacted
layers of granular or stabilized material placed between the subgrade and the rigid
slab for the following purposes:

 To provide uniform, stable, and permanent support,

 To increase the modulus of subgrade reaction (k)
 To prevent pumping of fine-grained soils at joints, cracks, and edges of the
rigid slab, and
 To provide working platform for construction equipment.
a) Design Period:
Design Period of 30 years has been considered for Cement Concrete pavement.
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b) Design Traffic considerations:

 Traffic:

Based on the 7 day classified traffic volume survey carried out at Ch: 537+770 in the
month of October 2020, AADT has been estimated and details of commercial traffic
considered for the design are as under:

a) Belgaum to Sankeshwar Bypass Section (From 515+000 to 555+017)

Total
Multi axle
Commercial
Trucks Trucks trucks,
S.No. Location Buses LCV Vehicles/day
2 axle 3 axle HCM and
for Pavement
EME
Design
Total
Traffic
1 768 1418 913 1418 2898 7415
Volume
AADT

 Growth of Commercial Traffic:

As per IRC: SP: 87, annual growth rate of commercial vehicles shall be taken to be a
minimum of 5%. The traffic counts and the corresponding traffic estimates should
indicate the day and night traffic trends as the traffic during the day hours is generally
responsible for bottom-up cracking whereas the night time traffic may lead to top-
down cracking. Based on the above recommendations, Traffic Growth rate is
considered as 5% as per clause 5.5.2.1 of IRC: 58.

 Percentage of traffic in predominant direction:

Percentage of traffic in predominant direction is estimated as close to 50% based on

the traffic surveys as indicated in the above table and 50% has been considered
accordingly in the designs.

 Cumulative number of Commercial Vehicles:

The cumulative number of commercial vehicles during the design period estimated
from the following expression.

C= 365 x A {(1+r) n – 1)} / r

Where:

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C = Cumulative number of commercial vehicles during the design period
A = Initial number of commercial vehicles per day in the year when the road is
opened to traffic
r = Annual rate of growth of commercial traffic volume (expressed as decimal) i.e.
5% (min.)
n = Design period in years

 Design Traffic Factors:

The following design factors are considered in the design of rigid pavement.

 Design traffic factor for multi-lane highways = 0.25

 Traffic for Bottom Up Cracking (BUC) analysis (for six-hour period during day) =
10am to 4pm
 Traffic for Top Down Cracking (TDC) analysis(for six-hour period during night)
= 0AM to 6 AM
 Proportion of vehicles with spacing between front and the first rear axle less than
the spacing of transverse joints = 64.7% ( as per the analysis of axle load survey)
 Axle load Spectrum:

The details of axle load spectrum as per the axle load survey carried out at Ch:
537+770 and details of axle load spectrum are as under:

Table 10-33 : Details of Axle Load Spectrum

Axle Load Spectrum @ Km 537+770

Rear Single Axles Tandem Axles Tridem Axle

Axle Loads Range Frequ Axle Loads Freq Axle Loads Frequ
% % %
in KN ency Range in KN uency Range in KN ency

185 - 195 0 0.0 380 - 400 1 0.1 530 - 560 0 0.00

175 - 185 0 0.0 360 - 380 0 0.0 500 - 530 0 0.00

165 - 175 1 0.1 340 - 360 1 0.1 470 - 500 4 2.86

155 - 165 1 0.1 320 - 340 0 0.0 440 - 470 5 3.57

145 - 155 4 0.3 300 - 320 6 0.8 410 - 440 6 4.29

135 - 145 5 0.4 280 - 300 14 1.8 380 - 410 13 9.29

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Axle Load Spectrum @ Km 537+770
Rear Single Axles Tandem Axles Tridem Axle

Axle Loads Range Frequ Axle Loads Freq Axle Loads Frequ
% % %
in KN ency Range in KN uency Range in KN ency

125 - 135 26 2.0 260 - 280 27 3.4 350 - 380 15 10.71

115 - 125 41 3.1 240 - 260 66 8.3 320 - 350 24 17.14

105 - 115 79 6.0 220 - 240 105 13.2 290 - 320 22 15.71

95 - 105 175 13.4 200 - 220 139 17.5 260 - 290 12 8.57

85 - 95 221 16.9 180 - 200 85 10.7 230 - 260 7 5.00

< 85 756 57.8 < 180 350 44.1 < 230 32 22.86

Total 1309 100.0 Total 794 100.0 Total 140 100.0

The details of standard axle loads as per cl 5.2 of IRC 58-2015 are as under:

a) Single axle with dual wheels - 10.2 tonnes (100 kN)

b) Tandem Axle – 19 tonnes (186 kN)

c) Tridem Axle – 24 tonnes (235 kN)

From the above table, it can be observed that overloading is predominant in all
categories of axles particularly in Tandem and Tridem axles and would damage
the roads well before its intended design life if not controlled. It is expected that
the RTA and client would take necessary steps to contain overloaded vehicles plying
on the project highway to enhance the life of pavement.

c) Temperature Differential:
According to Table-1 of IRC: 58-2015, the temperature differential is a function of
geographical location of the project road and the recommended maximum temperature
differentials for concrete slabs to be adopted for the project area (Karnataka) is given
below:

Max. Temperature Differential

Concrete Thickness 15 cm 20 cm 25 cm 30 cm – 40cm

Temperature Differential (0C) 17.3 19.0 20.3 21.0

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d) Embankment Soil and Characteristics of Sub-grade and Sub-base:

 Embankment:
CBR of embankment soil placed below the 500 mm select subgrade should be
determined for estimating the effective CBR of subgrade and its “k” value for design
as per IRC: 58-2015.

 Subgrade:
The strength of subgrade is expressed in terms of modulus of subgrade reaction, k,
which is defined as the pressure per unit deflection of the foundation. As per Clause
5.7.3.4 of IRC: 58-2015, the design k-value is often estimated from soaked CBR
value.

 Effective Sub grade CBR = 10% is considered in the project considering the
borrow material for all new pavement along the main carriageway
 Modulus of subgrade reaction k-value (MPa/m) = 300 (As per Table 2,3 and 4 of
IRC:58-2015 for a GSB of 250mm and DLC of 100 / 150mm)

For CRC pavement subgrade of minimum 500mm thickness is required to be provided

under sub-base and shall be compacted to a minimum of 97% of maximum dry
density of heavy compaction (IS 2720-Part-8) conforming to clause 305 of MORTH
specifications. As per clause 5.2 of IRC: 118-2015, Minimum CBR for CRCP shall
not be less than 10% at 07% of MDD of heavy compaction.

 Subbase:
Subgrade needs to be protected by providing separation and drainage layer of GSB
above it. Further the main purpose of subbase is to provide a uniform, stable and
permanent support for the concrete slab laid over it. It must have sufficient strength so
that it is not subjected to disintegration and erosion under heavy traffic and adverse
environment conditions.

Dry Lean Concrete (DLC) Subbase of M10 is recommended for the construction of
concrete pavement. As per clause 5.7.4.1 of IRC: 58 minimum recommended
thickness of DLC for major highways is 150mm and same is considered for widening
of existing pavement and CRCP pavement in the widening portion and new Grade

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separator approaches where as 100mm DLC and Profile correction course with DLC
is considered over flexible pavement as per IRC:SP:76-2015.

As per clause 5.3 of IRC: 118-2015, a total thickness of 250mm to 300mm of

Drainage Layer (DL and GSB may be adopted in CRCP project.

Separation layer between Subbase and Concrete slab:

The interface layer between the concrete slab and the sub base layer can be made
smooth to reduce the inter layer friction thereby allowing relative movement between
the slab and sub base layer and prevent reflection cracking in the pavement slab.

A de-bonding interlayer of polythene sheet white or transparent having a minimum

thickness is 125 micron is proposed as separation layer between PCC and Concrete
Slab.

e) Concrete Strength
Flexural strength of concrete is required for the purpose of design of concrete slab.
Concrete mix design is usually based on 28-days strength.

For cement concrete pavement, 90 days strength for thickness design is permitted and
can safely be used as per Clause 6.9.3.

Minimum flexural strength for:

28 days flexural strength of pavement quality concrete is 4.5 MPa.

90 days flexural strength of pavement quality concrete is 4.95 MPa.

f) Modulus of Elasticity, Poisson’s Ratio & Coefficient of Thermal Expansion of

concrete
The values of the various parameters adopted are:

Modulus of Elasticity, E = 30000 MPa

Poisson’s Ratio, µ = 0.15

Coefficient of thermal expansion = 10 x 10-6/ oC

g) Design of slab thickness

The flexural stress due to the simultaneous application of traffic loads and temperature
differentials between the top and bottom fibers of a concrete slab is considered for
design of pavement thickness.

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Positive temperature during day time will create bottom-up cracking and negative
temperature during night will create top-down cracking in concrete slab. Hence
analysis has been done for these two cases. For bottom-up cracking case, the
combination of load and positive non-linear temperature differential has been
considered whereas for top-down cracking analysis, the combination of load and
negative linear temperature differential has been taken.

For a trial slab thickness and other design parameters, the pavement will be checked
for cumulative bottom-up and top-down fatigue damage. Cumulative fatigue damage
(CFD) for bottom-up cracking is significant only during 10 AM to 4 PM because of
higher stresses. Whereas CFD for top-down cracking is significant only during 0 AM
to 6 AM, hence the six hour traffic (i.e. 25% of daily traffic) is considered for top-
down cracking analysis.

 Design Criterion of Rigid pavements:

If the sum of cumulative fatigue damages

i) due to wheel load and curling stresses at the bottom and

ii) Wheel load and curling stresses at the top is less than 1, the pavement is safe.
CFD (BUC) +CFD (TDC) <=1, the pavement is safe from large scale cracking.

As per Clause 6.3.4.1 the design thickness may be increased by 10mm to

o To permit two retexturing and

o Grinding to rectify faulting during the service life

As per clause 6 of IRC: 118-2015, an extra thickness of 10-15mm may be provided to

for compensating the wear and tear and also depth of texture. Thickness in the range
of 250 to 300mm is generally found adequate depending upon the traffic volume.

10.19.2 Design of Pavement Slab

In order to convert 4 lane to 6 lane, one lane has to be widened and the details of
widening of new lane can be achieved as per the fig shown below:

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The newly added lane should be tied to shoulder of existing pavement. Tie bars can be
placed by drilling holes along the longitudinal edge of the shoulder of existing
pavement and epoxy grouting. The side faces may be chipped by mechanical
equipment before concreting.

The details of summary of various types of pavement crusts of rigid pavement and
CRCP are as under Table 10.34:

Table 10-34 : Details of New Rigid Pavement Crust in widening portion in case of
existing rigid pavement
Widening of existing Rigid Pavement
S.No. Adopted Remarks
Layer Type Thickness
(mm)
Though design thickness requirement
is 280mm including 10mm for future
compensating wear and tear and depth
Pavement Quality Concrete
1 300 of texture, 300 mm is recommended
(PQC)
considering the thickness of existing
PQC slab and the same layers can be
extended in the widening portion also.

2 Dry Lean Concrete (DLC) 150mm

Granular Sub Base (GSB) A total thickness of 250mm (min) is

a) GSB ( Drainage layer) – recommended including drainage
3 100 250 mm min layer of 100mm for speedy dispersal
b) GSB ( Separation layer) – of rain water in 6 laning project.
150
4 Sub grade (CBR – 10%) 500

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10.20 Design of CRCP for New Approaches of Existing Grade Separator Structures

10.20.1 Specific Design considerations for CRCP

Design Aspects:

The volume changes stresses in CRCP will be taken care by providing sufficient
reinforcement to keep the cracks tightly closed while maintaining adequate pavement
thickness to counteract the stresses produced by wheel loads.

CRCP allows the concrete to develop very fine transverse cracks that seem to be
uncontrolled and random. The spacing’s of transverse cracks that occur in CRCP is an
important variable that directly affect the behavior of the pavement. Relatively large
distances between cracks result in high steel stresses at the crack and in excessive
crack widths. A decrease in crack spacing reduces the steel stresses and crack widths.

Steel Reinforcement:

The amount and depth of longitudinal reinforcing steel are the most important aspects
of steel reinforcement in CRCP as it affects transverse crack spacing and the width of
the cracks. The longitudinal reinforcement in CRCP is used to control the fine
transverse cracks that form due to volume changes in the concrete. The function of
steel is to hold the random cracks tightly closed, to provide structural continuity and
to minimize the penetration of potentially damaging surface water and
incompressible.

Longitudinal Reinforcing Bars:

These are the main reinforcement in CRCP. The total area of longitudinal reinforcing
bars required usually is stated as a percentage of the cross-sectional area of the
pavement. The amount of longitudinal reinforcing bars is generally between 0.5% and
0.7% and it may be more where weather conditions are severe and also the
temperature differentials are more. Transverse reinforcements are useful to support
the longitudinal steel when the steel is preset prior to concrete placement. Transverse
reinforcement may be lesser grade.

Transverse Reinforcing Bars:

The function of the bars is as follows:

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1. To support the longitudinal bars and hold them at the specified spacing. When used
for this purpose, the longitudinal bars are tied or clipped to the transverse steel at
specified locations.

2. To hold unplanned longitudinal cracks that may occur tightly closed.

10.20.2 Rigid Pavement (CRCP)

The newly proposed approaches of Grade Separators / VUP / PUP / CUP,

reconstruction sections, realignment sections etc along the Project Highway are
proposed with Continuously Reinforced Concrete Pavement (CRCP). The design of
pavement slab is same as that of Plain Jointed Concrete Pavement except that the steel
reinforcement runs throught out the pavement continuously and hence the design of
rigid pavement carried out for widening of existing pavement can be adopted for new
CRCP also. The proposed pavement composition for new CRCP pavement is given in
the table below in Table 10.35

Table 10-35 : Pavement Crust Details of Continuously Reinforced Concrete Pavement

(CRCP) crust
CRCP Pavement
S.No.
Layer Type Thickness (mm) Remarks
Though design thickness
requirement is 270mm,
Continuously Reinforced Concrete 10mm additional thickness
1 280
Pavement (CRCP) is considered for future
compensating wear and
tear and depth of texture.
2 Dry Lean Concrete (DLC) 150
3 GSB (Drainage Layer) 100 As per cl 5.3, IRC 118-
2015, a total thickness of
250 to 300mm drainage
layer and GSB may be
adopted in CRCP Projects.
Considering the 6 lane
4 GSB- Separation Layer 150 highway with existing
terrain and gradients etc.,
total thickness of 250mm
is adopted (100mm
+150mm) for design.
5 Sub grade (CBR – 10%) 500
As per IRC 118-2015, no reduction in the slab thickness has been considered in the
slab thickness on account of reinforcement in CRCP pavement.

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10.21 Design of CRCP overlay on the existing flexible pavement

White topping on existing flexible pavement is designed as per IRC SP-76-2015

guidelines and the design principle adopted for white topping is similar to those of
normal concrete pavement as provided in IRC 58 and IRC 15 accordingly the same
has been adopted for the determination of thickness of concrete pavement slab
thickness. However, foundation support is value (k) is the key information for slab
thickness design over existing flexible pavement apart from surface preparation.

10.21.1 Determination of k value:

American Concrete Pavement Association (ACPA) in its engineering bulletin

(EB210.02P) has given two charts for the determination of modified ‘k’ value on the
top of bituminous pavement and the same also suggested in IRC SP: 76-2015. The
fig.1 given in IRC provides modified ‘k’ value on top of Bituminous Pavement atop
of Granular base and same has been used for the determination of ‘k’ value in the
project for the design of concrete slab thickness. The details are given Table 10-36
below.

Table 10-36 : Details of Existing Pavement Crust and Assessment of Modified k value
on top of BT surface
Existing Flexible Layer Thickness in mm Remarks
Pavement Crust
50mm + 3 nos of overlays of Total asphalt surface is
40mm each during concession 235 mm after deducting
Bituminous Concrete period scarification of 100mm
DBM 165 thick BC layer
WMM 250
GSB 250
Subgrade 500
CBR value of Subgrade
(Min assumed) 8%
Modulus of Subgrade
Reaction k for 8% CBR 50 MPa
Modified k value on top 85 MPa (From Chart Given
of BT surface below)

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Chart for Determination of Modified ‘k’ Value on top of Bituminous Pavement atop
of Granular Base

The same slab thickness worked out for the new pavement is applicable for this white
topping over existing flexible pavement as the effective k value over 100 mm DLC is
300 MPa similar to that new pavement and 150mm DLC is proposed in the widening
portion of 3rd lane in 6 laning project.

Further considering the advantages of Continuously Reinforced Concrete, it is

suggested to provide CRCP as white topping over the existing flexible pavement in
this Project Highway.

10.21.2 Surface Preparation

For conventional white topping, no special efforts are made to encourage bonding
between the overlay and the underlying bituminous surface; however, some steps for
surface preparations may be made to address the distresses in the existing bituminous
pavement or to correct surface profile. The methods include direct placement, Milling,
Placement of Levelling course and DLC/PCC Leveling Course. However considering
the importance of the Highway, it is suggested to provide leveling course with DLC
(M10) with a minimum thickness of 100mm in the Project Highway along with a
separation layer of LDPE or Geotextile shall be provided between DLC and Concrete

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overlay. The details of whitetopping of pavement crust over existing flexible
pavement are given in Table 10-37 below:

Table 10-37 : Pavement Crust Details of Continuously Reinforced Concrete Pavement

(CRCP) crust in White topping on existing Flexible Pavement
White topping over flexible pavement (overlay)
S.No.
Layer Type Thickness (mm) Remarks
Though design thickness
requirement is 270mm, 10mm
Pavement Quality additional thickness is
1 280
Concrete (PQC) with considered for future
compensating wear and tear
and depth of texture.
100 ( Min.) +PCC over
Dry Lean Concrete existing flexible pavement
2
(DLC) and 150mm for widening
portion
Granular Sub Base In white topping case ( CRCP)
(GSB) ,it is considered that the
existing flexible pavement will
a) GSB ( Drainage
be scarified to a depth of 100 to
layer) – 100
125mm for placing DLC and
3 250mm GSB min. also to attain the required
profile and It is assumed that
b) GSB ( Separation CRCP pavement level will be
layer) – 150 280mm higher when compare
to existing flexible pavement
level.
Sub grade (CBR –
4 500
10%)

As per IRC 118-2015, no reduction in the slab thickness has been considered in the
slab thickness on account of reinforcement in CRCP pavement.

10.22 Life Cycle Cost Analysis (LCC) for Various Pavement Type (Based on entire
Project Highway from Belgaum to Kagal)

The existing 4 lane road has 2/3 length of concrete pavement and 1/3 length of
flexible pavement. New carriageway was constructed with concrete pavement at the
time of 4 laning of the project and existing flexible pavement was widened with
flexible pavement. Periodic maintenance of BC has been carried out 3 times during
annuity period of 15 years by the concessionaire with last periodic maintenance in the
year 2019 before handing over of the project.

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
Further, number of grade separators, Elevated roads, VUPs and LVUPs are proposed
as a part of 6 laning of the Project Highway. Considering the above, Life Cycle
analysis has been carried out for various pavement types so as to select the best
pavement type option in the 6 laning of the for the Project Highway.
As a part of 6 laning of the project highway, existing concrete pavement for a length
of 60.864 km, after excluding the proposed grade separators, is widened with each
lane on either side with PQC of same crust along with one drainage layer of 100mm
additionally above GSB layer.
New proposed approaches of grade separators is assessed as 49.018 km and Existing
flexible pavement after excluding the proposed grade separators is assessed as 37.818
km. These two cases are considered for Life cycle cost analysis with 3 pavement type
options i.e Pavement type options for all newly proposed Grade separators and
Pavement type option on existing flexible pavement. The various considerations made
in the LCC analysis are given in Appendix 10.5 in Volume IA: Appendix to Main
Report and the details of Life Cycle Cost Analysis are given in tables below:
Table 10-38 : Comparison of Life Cycle Cost Analysis of Flexible Pavement, PQC and
CRCP Pavement Options in GS approaches in 6 laning of Project Highway
(Design life considered 30 years and refers Appendix – 10.5 for Unit Rates)
Cost of Total
Length of each Construct O&M with Amount
Remark
Option New Construction carriageway in ion Cost NPV @ for 30
s
Km in Crores 12% years in
(assumed) Crores

New GS approaches
I 49.018 182.78 102.8 285.58 L3
Flexible Pavement

New GS approaches
II 49.018 194.93 43.66 238.59 L1
with PQC

New GS approaches L2
III 49.018 274.33 8.732 283.06
with CRCP

Table 10-39 : Comparison of Life Cycle Cost Analysis of Flexible Pavement, White
topping with PQC and White topping with CRCP Pavement Options over existing
Flexible Pavement in 6 laning of Project Highway
(Design life considered 30 years and refers Appendix – 10.5 for Unit Rates)

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Total
Cost of
Length of Amount
Construction O&M with
Existing flexible each for 30
Option Cost in NPV @ Remarks
Pavement carriageway years
Crores 12%
in Km in
(assumed)
Crores
Flexible Pavement in
I 37.818 75.26 76.26 151.52 L2
widening and Overlay
White topping and
II 37.818 113.45 32.39 145.84 L1
widening with PQC
White topping and
III 37.818 172.45 6.478 178.93 L3
widening with CRCP

Analysis and Recommendation:

A) Comparison of Life Cycle Cost Analysis of Flexible Pavement, PQC and CRCP
Pavement Options in GS approaches in 6 laning of Project Highway:

Cost of PQC is cheaper than flexible pavement in LCC analysis. Even though LCC of
CRCP is less than flexible pavement and higher than normal PQC white topping,
considering additional advantages of CRCP over normal PQC particularly in filling or
approaches to structures ,intangible benefits, the indirect cost associated with road
maintenance disturbances to traffic, associated environmental effects etc.,
Considering importance of road as a National Corridor, heavy truck movement,
filling in approaches at all proposed structures approaches such as VUPs,
LVUPs, Elevated roads etc., CRCP is recommended for grade separator
approaches in this project.
B) Comparison of Life Cycle Cost Analysis of Flexible Pavement, White topping
with PQC and White topping with CRCP Pavement Options over existing
Flexible Pavement in 6 laning of Project Highway:
Cost of White topping with PQC is cheaper than flexible pavement in LCC analysis.
Even though LCC of CRCP white topping is higher than flexible pavement and
normal PQC white topping and however considering additional advantages of CRCP
over normal PQC, intangible benefits, the indirect cost associated with road
maintenance disturbances to traffic, associated environmental effects etc.,
Considering importance of road as a National Corridor, heavy truck movement
no of fill areas at all existing structures approaches such as VUPs, CUPs, PUPs,

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Grade separators etc., CRCP white topping is recommended over flexible
pavement in this project.
Advantages of CRC Pavement:
CRC Pavements have following advantages over conventional concrete pavements:
a) These pavements are rugged and are durable especially for heady truck corridors
or expressways
b) As there are no transverse joints, the riding quality remains smoother.
c) The cost of maintenance is minimal as there is no requirement of replacement of
joint seals periodically except in the case of longitudinal joints
d) As there are no major repairs requiring barricading or partly closing road for
carrying out repairs, related losses due to traffic congestion and delay do not arise.
e) As there are no numerous transverse joints and widths of transverse cracks is
narrow, infiltration of water to foundation in minimal.
f) Life of CRC Pavement is normally in the range of 30-40 years

Initial cost of CRCP is higher on account of use of steel reinforcement. But whole –
life cycle cost will be lower in spite of higher initial cost owing to lower maintenance
cost especially in case of poor natural soil condition or filled up areas. But cost of
steel dowels, joint grooving, and joint sealing materials required in conventional
pavement partly offsets the higher initial cost.

10.23 Summary of Proposed Concrete Pavement Types

The summary of pavement types is presented in the table below.

Table 10-40 : Summary of Proposed Pavement Types on LHS and RHS

Total
Sl.No Type of Section length Proposed Pavement Type
(km)
Strengthening and Widening from 4
Section with Existing Flexible
1 4.063 lane to 6 lane with CRCP as per IRC
Pavement
SP:76-2015
Section with Existing Rigid Widening from 4 lane to 6 lane with
2 21.241
Pavement Rigid Pavement IRC : 58-2015
Proposed Grade Separators CRCP Pavement for all proposed
3 Section with Existing Flexible/ 9.912 Grade Separator approaches as per
Rigid Pavement IRC 118-2015
Reconstruction Stretches with All Reconstruction Stretches with
4 4.034
Existing Rigid Pavement CRCP as per IRC 118-2015

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Total length (km) 39.25
Belgaum to Kagal (Right Hand Side Carriageway)
Strengthening and Widening from 4
Section with Existing Flexible
1 15.585 lane to 6 lane with CRCP as per IRC
Pavement
SP:76-2015
Section with Existing Rigid Widening from 4 lane to 6 lane with
2 9.909
Pavement Rigid Pavement IRC : 58-2015
Proposed Grade Separators CRCP Pavement for all proposed
3 Section with Existing Flexible/ 10.29 Grade Separator approaches as per
Rigid Pavement IRC 118-2015
Reconstruction Stretches with All Reconstruction Stretches with
4 0.55
Existing Rigid Pavement CRCP as per IRC 118-2015
Total length (km) 36.334

However, the reconstruction stretches are further reviewed considering the slab
replacement to the extent of cracked portions based on the distress analysis and as part
of long term periodic maintenance instead of Reconstruction stretches.

10.24 Overlay on existing CC pavement

Based on the fact that the road was constructed in the year 2004 and for a design
period of 30 years, the expected maximum life end in year 2034 and beyond the there
would be a need for overlay even on the sound concrete as on date which has a
remaining life more than 30 years as per remaining life analysis carried out based on
FWD test and core test results and presented in the above table. In view of the above,
overlay analysis has been carried out as and presented below:

10.24.1 Concrete Overlays on Concrete Pavement

10.24.1.1 Provisions as per IRC SP-17- 1977

Condition of Existing Pavement

Classification of Traffic and Rainfall for Overlay Design

For the purpose of these recommendations, the following classifications of traffic and
rainfall intensities have been adopted:

Traffic

Traffic / CVPD having laden Category

weight exceeding 3T
0-150 Light
151-450 Medium Heavy

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Traffic / CVPD having laden Category
weight exceeding 3T
451-1500 Heavy
Exceeding 1500 Very Heavy

Rainfall

Annual Rainfall ( Cm) Category

0-40 Light
Exceeding 40 upto 125 Medium
Exceeding 125 upto 200 High
Exceeding 200 Very High

The mean rainfall received for inland districts of Karnataka during SW monsoon is in
the range of 55-269 mm in June, 54-319 mm in July, 71-257 mm in August 90-155 in
September 289-1014 in SW monsoon and 530-1319 for the annual respectively. In
Belgaum District, SW Mansoon mean and Annual Rain Fall are observed as 872.8
and 1091.8mm respectively ( Source: Observed Rainfall Variability and Changes over
Karnataka State, CLIMATE RESEARCH AND SERVICES INDIA
METEOROLOGICAL DEPARTMENT MINISTRY OF EARTH SCIENCES PUNE.
The report brings the result of the analysis based on the recent 30 years of data (1989-
2018) on the mean spatial rainfall pattern as well as mean spatial pattern of different
rainfall events, trends and variability as well as extreme rainfall events during the
monsoon months and annual for the state.

For the purpose of strengthening of concrete pavement with an overlay, the condition
of concrete pavement may be categorized in terms of total length of crack per unit
area of the pavement. For this purpose, the following criteria given in Table 10-41
may be used for the guidance as per IRC SP-17-1977:

Table 10-41 : Condition of Existing Concrete Pavement and Value of Pavement

Condition Factor.

Category of Value of
Length of crack in
S.No. Existing Condition Recommendations
m per 10 sqm
Pavement Factor, c
1 0 to 1.0 Sound 1.0 Fully Bonded Rigid Overlay
Slightly Partially Bonded Rigid Overlay.
2 Exceeding 1.0 to 2.5 1.0
cracked
3 Exceeding 2.5 to 5.5 Fairly Cracked 0.75 Partially Bonded Rigid Overlay
4 Exceeding 5.5 to 8.5 Moderately 0.55 Partially Bonded Rigid Overlay or

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Category of Value of
Length of crack in
S.No. Existing Condition Recommendations
m per 10 sqm
Pavement Factor, c
cracked Unbonded overlay with at least 5 cm
of BM as a separation layer may be
provided after cracks are cleaned and
sealed properly with bituminous
materials.
Slabs to be removed and replaced
with new slabs. The removed slab
material may be broken and the
resulting aggregates used as base
with bituminous grouting @ 30kg/10
cum or alternatively utilized as
5 Exceeding 8.5 to 12.0 Badly Cracked 0.35 granular material for subbase in the
widening portion or for shoulders.
Unbonded overlay with at least 5 cm
of BM as a separation layer may be
provided after cracks are cleaned and
sealed properly with bituminous
materials.
Slabs to be removed and replaced
with new slabs. The removed slab
material may be broken and the
resulting aggregates used as base
with bituminous grouting @ 30kg/10
cum or alternatively utilized as
Very Badly
6 Exceeding 12.0 0.25 granular material for subbase in the
Cracked
widening portion or for shoulders.
Unbonded overlay with at least 5 cm
of BM as a separation layer may be
provided after cracks are cleaned and
sealed properly with bituminous
materials.

Note: In case of Partially Bonded Rigid Overlay, the concrete pavement should
generally be cleaned of any loose or extraneous matter, given a detergent wash locally
(using powdered soap @ 1kg/10 sqm o fthe pavement surface) along with scrubbing
with wire brushes to remove oily and greasy material and subsequently the whole
surface flushed with water to remove all traces of the solution and other dust particles.

In all cases, before the overlays work is undertaken, the locations of the rocking slabs
and slabs affected by mud-pumping should first be identified and the same rectified
using appropriate means. If rectification cannot be carried out, they should be
removed, the exposed sub-base properly compacted and the gap filled with coated

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bituminous macadam having 2.5-3% binder content or aggregate derived from the
broken slab compacted as WBM and grouted with bitumen at the rate of 30 kg per 10
sqm. However, in case of WBM, Wet Mix Macadam can be used.

Choice of Treatment for Overlays:

Two alternate treatments, viz., rigid and flexible overlays are possible for
strengthening existing cement concrete pavements. In some cases, complete removal
of slab and reconstruction might be found warranted. Different alternatives are
available for each of the two main overlay types, viz.,fully bonded, partially bonded
and unbound in case of rigid overlays; and all bituminous and composite ( i.e. partly
granular and partly bituminous) in case of flexible overlays. Before making a choice
in each case, relative economics of various alternatives should be studied in detail
taking into account their total costs i.e. the initial as well as the recurring maintenance
costs over the design life.

Rigid Overlay Options

i) Partially bonded overlay

ho = (1.4 hm –C he 1.4)1/1.4

ii) Unbounded overlay

ho = (hm2 –C he 2)0.5

Where ho = thickness of Overlay,

hm = thickness required for the monolithic slab,

he = thickness of existing concrete pavement

C= Pavement Condition factor, the values of which might be taken as follows:

Category of Existing Pavement Value of C

Slightly cracked 1.0
Fairly Cracked 0.75
Moderately cracked 0.55
Badly Cracked 0.35

iii) Fully Bonded Rigid Overlay

In case of fully bonded rigid overlay, the thickness of the overlay may be taken as that
required to make up the difference between the monolithic thickness of CC Pavement
needed for the present traffic and the existing pavement thickness and monolithic

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thickness may be designed as per IRC -58. During construction, adequate care should
be taken to ensure good bond between the overlay and existing pavement as per cl
4.5.6 of IRC SP-17.

In case of high rainfall areas, particularly where the drainage is not satisfactory and
/or on pavements carrying very heavy traffic of more than 1500 CVPD, mild steel
reinforcement @ 3kg/sqm should be provided in the overlay across cracks in the
existing pavements, the width of the mesh being determined from the consideration of
bond length required on either side of the crack. Such reinforcement may be provided
as a general practice for fully bonded and partially bonded rigid overlay irrespective
of rainfall, subgrade and climatic conditions.

Joints in the fully bonded and partially bonded rigid overlays should be matched with
those in the existing cement concrete pavement both in regard to location and type.

10.24.1.2 Provisions as per IRC SP-83-2018

If the existing rigid pavement is structurally weak based on the prevailing traffic or
the wearing surface needs improvements in the riding quality, as overlay over rigid
pavements is generally laid as per IRC:SP:17-1977 “ Recommendations for Concrete
Overlays on Concrete Pavements.”

The following are main types of rigid overlays on existing pavements:

(i) Partially bonded rigid overlay over cement concrete pavement

(ii) Unbonded rigid overlay over cement concrete pavement
(iii) Fully bonded rigid overlay over cement concrete pavement
(iv) Cement Concrete overlay over bituminous pavements as per IRC SP:76
i) Partially bonded overlay

For partially bonded overlay, the concrete pavement should be cleaned of any loose or
extraneous matter , given a detergent wash @ 1kg/10 sqm along with scrubbing with
wire brush to remove oily and greasy materials. Subsequently the whole surface is
flushed with water to remove all traces of the solution and other dust particles.
Partially binded overlay over rigid pavement is designed as per the formula given
below, with matching the joints in top PQC with those in existing PQC layer:

ho = (1.4 hm –C he 1.4)1/1.4

Where ho = thickness of Overlay in cm ,

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hm = thickness required for the monolithic slab needed for the projected traffic as per
IRC 58, in cm

he = thickness of existing concrete pavement

C= Pavement Condition factor as per Table 10-39

ii) Un bonded Overlay

Generally consists of a thick concrete layer (125 mm or greater) on topo of an existing

concrete pavement. A separation interlayer is provided to separate the new and
existing concrete surface as shown in figure below. At least 100mm bituminous
separation layer or bituminous macadam or (levelling course grading) may be
adopted.

Figure 10-27: Unbonded Concrete Overlay

The optimum thickness separation layer prevents distress reflecting into the overlay as
shown in Fig 10.28.

Figure 10-28: Effects of Separation Inter Layer Thickness

Typical applications of unbound Concrete Overlays are:

a) For treatment of the pavement having little or no structure life remaining

b) Pavements displaying extensive cracking and severe durability distress
c) Medium to heavily trafficked roads
d) Treatment for pavements over very weak or wet subgrade
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For unbounded overlay, rocking slabs shall be rectified, exposed sub base properly
compacted and gap may be filled with bituminous macadam having 2.5% to 3%
binder sealed properly with bituminous materials.

An un- bonded overlay over rigid pavement is designed as per the formula is given
below:
ho = (hm2 –C he 2)0.5
Where ho = thickness of Overlay in cm,
hm = thickness required for the monolithic slab needed for the projected traffic as per
IRC 58, in cm
he = thickness of existing concrete pavement in cm,
C= Pavement Condition factor as per 11.2

iii) Fully bonded overlay

Generally consists of a concrete layer (100 mm to 150 mm) on top of an existing

concrete surface. Specific steps are taken to bond the new concrete overlay to existing
concrete as shown in Figure below:

Figure 10-29: Bonded Concrete Overlay

Bonded overlays are suitable over sound uncracked concrete pavement. Typical
applications for a bonded overlay are:

(a) to correct surface problems relating to wear or loss of skid resistance

(b) to repair damage caused by chemical spills
(c) to improve load carrying capacity

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Bonded overlays need to be used with great caution as they are not suitable over
moderately or badly distressed pavements or over concrete with reactive aggregate
problems or over poor subgrade.

All treatments for the preparation of the existing slabs as specified for partially
bonded overlay are also applicable to fully bonded overlays. Besides this all bond-
preventing materials such as joint sealing compound, bituminous materials used for
repair, paint marking, greasy and oily marks etc. should be meticulously removed.
Where ever necessary, light chiseling to scarify the surface for effective bond and to
remove loose materials at the surface may be done. The surface is initially flushed
with water to remove all traces of spilled oil or bitumen driplings. On the saturated
surface dry slabs, bonded rigid overlay should be laid immediately after applying a
thin layer (about 1 mm) of 1:1 cement sand paste/slurry as bonding medium. Shot
blasting the existing surface without using grouts reportedly gives the best results
(Ref: Research University of Texas, USA). For more details separate guidelines are
referred. It has been the experience that fully overlays with passage of time end up
with partial bond. Fully bonded over lay may be designed as per the formula given
below:

ho = (hm – he)

Where, hm = thickness required for the monolithic slab needed for the projected
traffic as per IRC 58, in cm

he = thickness of existing concrete pavement in cm,

10.24.1.3 Provisions as per IRC 58-2015

As per clause 6.3, method of equivalent flexural stiffness can be used for bonded rigid
pavements. Total slab thickness over the granular layers can be worked out for a given
traffic and other design parameters. Overlay thickness can be work out such the
combined flexural stiffness of Pavement slab layer ( h1) and existing slab layer ( h2)
is equal to or more than the flexural stiffness of slab layer of thickness (h) over
granular layer.

Flexural Stiffness of slab of thickness h is as below:

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The concept used for obtaining the combined flexural stress is as under:

The flexural stiffness of two layers can be determined using following equations:

The procedure described in IRC 58-2015 for bonded rigid pavement has been
adopted for the design of overlay thickness on the existing concrete pavement.

Further, Pavement Condition Factor as per Different Categories of Distress has

been calculated from the NSV data on Length of Crack in m per 10 sq.m so as to
identify the condition of pavement, Pavement condition factor and choice of type
of overlay along the length of project highway.

The results of the analysis are presented below in the Table 10-42 and Table 10-43:

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Table 10-42 : Overlay Analysis as per IRC SP-17 and IRC SP-83 (Belgaum – Kagal direction i.e. LHS)

Rigid Overlay On
Length of Cracks Condition factor Length of Cracks Condition factor % of Length of Cracks Condition factor
From To Type of Existing Proposed Grade Total Length % of Cracked % of Cracked Proposed Type of Length of Existing Rigid existing Rigid
S.No. in m /10 sqm as per IRC SP-17 in m /10 sqm as per IRC SP-17 Cracked in m /10 sqm as per IRC SP-17 Remarks
Chainage Chainage Pavement separator Structure in Km Area Area Overlay Pavement in Km Pavement upto 2054 in
area and IRC SP-83 area and IRC SP-83 Area area and IRC SP-83
mm

1 515 520.4 Flexible 5.4

To be decided on a
2 520.4 521 Rigid 0.6 0.6
later date

Fully Bonded Along with 6

3 521 522 Rigid 1 1 110.0
Overlay laning

Fully Bonded Along with 6

4 522 523 Rigid 1 0.02 1.00 0.08% 0.56 1.00 1.46% 1 110.0
Overlay laning

To be decided on a
5 523 524 Rigid 1 1
later date

Fully Bonded Along with 6

6 524 527.93 Rigid 3.93 0.02 1.00 0.08% 3.93 110.0
Overlay laning

Proposed VUP from

7 527.93 528.826 Rigid 0.896
527.93 to 528.826)
Fully Bonded Along with 6
8 528.826 531.36 Rigid 2.534 0.18 1.00 0.68% 0.67 1.00 1.90% 2.534 110.0
Overlay laning
Proposed LVUP from
9 531.36 532.23 Rigid 0.87
531.360 to 532.230
To be decided on a
10 532.23 534.45 Rigid 2.22 0.26 1.00 0.64% 0.38 1.00 1.15% 2.22
later date
Proposed VOP 534.45
11 534.45 536.392 Rigid 1.942
to 536.392
Fully Bonded Along with 6
12 536.392 537 Rigid 0.608 0.21 1.00 0.83% 0.36 1.00 0.76% 0.608 110.0
Overlay laning
To be decided on a
13 537 540.43 Rigid 3.43 0.03 1.00 0.04% 0.38 1.00 0.62% 3.43
later date
Proposed VUP 540.430
14 540.43 541.28 Rigid 0.85
to 541.280
To be decided on a
15 541.28 543.58 Rigid 2.3 0.10 1.00 0.20% 0.36 1.00 0.86% 2.3
later date
Proposed VUP 543.580
16 543.58 544.73 Rigid 1.15
to 544.730
Fully Bonded Along with 6
17 544.73 545.4 Rigid 0.67 0.02 1.00 0.03% 0.03 1.00 0.05% 0.67 110.0
Overlay laning
Proposed LVUP from
18 545.4 546.32 Rigid 0.92
545.400 to 546.320
To be decided on a
19 546.32 547.45 Rigid 1.13 0.24 1.00 0.46% 0.80 1.00 1.77% 1.13
later date

Proposed Profile
20 547.45 547.61 Rigid correction from 547.45 0.16
to 547.610
Fully Bonded Along with 6
21 547.61 549 Rigid 1.39 1.39 110.0
Overlay laning
0.39 1.00 1.63% 0.74 1.00 2.83%
Fully Bonded Along with 6
22 549 553 Rigid 4 4 110.0
Overlay laning
Fully Bonded Along with 6
23 553 555.017 Rigid 2.017 0.42 1.00 1.76% 0.67 1.00 2.36% 2.017 110.0
Overlay laning
40.017 Total 27.83

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from Km.515+000 to Km.555+017 of
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Bharatmala Pariyojana (Package-I) Final Feasibility Report

Table 10-43 : Overlay Analysis as per IRC SP-17 and IRC SP-83 (Kagal- Belgaum direction i.e. RHS)

K-B Inner Lane K-B Outer Lane K-B Extra Lane

Rigid Overlay On
Length of Cracks Condition factor Length of Cracks Condition factor % of Length of Cracks Condition factor
From To Type of Existing Proposed Grade % of Cracked % of Cracked Proposed Type of Length of Existing Rigid existing Rigid
S.No. Length in Km in m /10 sqm as per IRC SP-17 in m /10 sqm as per IRC SP-17 Cracked in m /10 sqm as per IRC SP-17 Remarks
Chainage Chainage Pavement separator Structure Area Area Overlay Pavement in Km Pavement upto 2054 in
area and IRC SP-83 area and IRC SP-83 Area area and IRC SP-83
mm

Fully Bonded Along with 6

1 515 518.85 Rigid 0.04 1 0.16% 0.93 1 3.19% 110.0
3.85 Overlay 3.85 laning
Proosed VUP( 518.850
2 Rigid
518.85 520.18 to 520.180) 1.33
To be decided on a
3 Rigid 0.24 1 1.16% 1.84 1 3.71%
520.18 520.39 0.21 later date 0.21
4 520.39 524.02 Flexible 3.63
Fully Bonded Along with 6
5 Rigid 0.04 1 0.06% 1.56 1 5.06% 0 0% 110.0
524.02 524.1 0.08 Overlay 0.08 laning
Elevated Corridor (
6 Rigid 524.100 to 526.900) on
524.1 526.9 RHS 2.8
Fully Bonded Along with 6
7 Rigid 0.03 1 0.04% 0 1 0.04% 0.18 0.28% 110.0
526.9 527.35 0.45 Overlay 0.45 laning
8 527.35 547.08 Flexible 19.73
To be decided on a
9 Rigid 0.6 1 2.11% 0.15 1 0.22%
547.08 547.97 0.89 later date 0.89
10 547.97 549.22 Flexible 1.25
To be decided on a
11 Rigid
549.22 552 2.78 later date 2.78
Fully Bonded Along with 6
12 Rigid 110.0
552 553 1 Overlay 1.00 laning
0.29 1 1.35% 0.29 1 0.66%
To be decided on a
13 Rigid
553 554 1 later date 1.00
Fully Bonded Along with 6
14 Rigid 110.0
554 555.017 1.017 Overlay 1.02 laning
40.017 11.277

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Bharatmala Pariyojana (Package-I) Final Feasibility Report

From the above table, the summary of CC overlay on existing CC pavement on LHS
and RHS and overlay year are presented in the tables 10-44 and Table 10-45 below:

a) Belgaum to Kagal ( LHS)

Table 10-44 : Summary of Overlay Proposals (LHS)

Rigid Overlay
Length of Existing
From To On existing Rigid
S.No. Rigid Pavement in Remarks
Chainage Chainage Pavement upto
Km
2054 in mm
Along with 6
1 521 522 1 110.0
laning
Along with 6
2 522 523 1 110.0
laning
Along with 6
3 524 527.93 3.93 110.0
laning
Along with 6
4 528.826 531.36 2.534 110.0
laning
Along with 6
5 536.392 537 0.608 110.0
laning
Along with 6
6 544.73 545.4 0.67 110.0
laning
Along with 6
7 547.61 549 1.39 110.0
laning
Along with 6
8 549 553 4 110.0
laning
Along with 6
9 553 555.017 2.017 110.0
laning
Total 17.149

a) Kagal to Belgaum ( RHS)

Table 10-45 : Summary of Overlay Proposals (RHS)

Rigid Overlay
Length of Existing On existing
From To
S.No. Rigid Pavement in Rigid Pavement Remarks
Chainage Chainage
Km upto 2054 in
mm
Along with 6
1 515 518.85 3.85 110.0
laning
Along with 6
2 524.02 524.1 0.08 110.0
laning
Along with 6
3 526.9 527.35 0.45 110.0
laning

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Rigid Overlay
Length of Existing On existing
From To
S.No. Rigid Pavement in Rigid Pavement Remarks
Chainage Chainage
Km upto 2054 in
mm
Along with 6
4 552 553 1.00 110.0
laning
Along with 6
5 554 555.017 1.02 110.0
laning
Total 6.4

10.24.2 Flexible Overlay over Rigid Pavement (As per IRC SP-17-1977)

The following specifications may be adopted as flexible overlay on existing rigid

pavement:

For Very heavy traffic ( For Very heavy traffic ( For Very heavy traffic
exceeding 1500 CVPD) and exceeding 1500 CVPD) and (exceeding 1500
annual rainfall of medium annual rainfall of high intensity
CVPD) and annual
intensity (Exceeding 40cm upto (Exceeding 125 cm) drainage
rainfall of high intensity
125 cm), drainage conditions conditions unfavorable,
(Exceeding 200 cm)
favorable, subgrade soil of low subgrade soil of high plasticity (
drainage conditions
plasticity ( PI not exceeding PI 20 and above) unfavorable, subgrade
14) soil of high plasticity
1) 75mm BM + 40mm AC 1) 100mm BM + 40mm AC 1) 110mm BM +
or 150mm Granular Layer ( 75 40mm AC
mm WBM + 75mm BUSG) + Or 50mm coated
40mm AC macadam consisting of
more or less 40mm
single size aggregate
mixed with 2.5- 3 %
bitumen + 75mm BM +
40mm AC as wearing
course

From the above, the following overlay composition can be adopted over the
existing CC pavement:

 Dense Bituminous Macadam (DBM) – 100mm

 Bituminous Concrete ( BC with modified bitumen) - 50mm

Before overlay work is undertaken, the locations of rocking slabs and slabs affected
by mud-pumping should first be identified and the same rectified using appropriate
means. If rectification cannot be carried out, they should be removed, the exposed

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sub-base properly compacted and the gap filled with coated bituminous macadam
having 2.5% to 3% binder content or any other suitable geogrids.

10.24.3 Overlay Options and analysis

As per analysis carried out based on FWD results and equivalent flexural stiffness
method, 110mm max as overlay thickness is required i.e 23.55 km in Package - 1 out
39.1 km (LHS and RHS together) . The pavement condition factor and % of cracked
area are showing the concrete in sound condition and core test results also showing
good strength even though the strength of concrete is less as per FWD analysis.

As per clause 4.3.2, IRC SP-17-1977 " As far as possible, existing cement concrete
pavements, requiring strengthening should be overlaid at first signs of distress, while
the condition of slab is still slightly cracked".

Under these circumstances, the following options can be explored:

The following Overlay options have been studied based on the life cycle cost analysis:

Option - I: ( No Overlay Option)

• Continue the routine maintenance and periodic maintenance of existing CC road
• Replacement of slabs as per degree of severity specified in IRC SP:83-2018 (
Assumed 100 panel replacement per annum)
• Re-texturing to improve the skid resistance and total 2 times retexturing after
initial retexturing of CC surface
Option - II:
• Propose flexible overlay with 100mm DBM + 50mm BC (with modified bitumen)
with SAMI to prevent reflection cracking and continue with Routine and Periodic
maintenance with a renewal course @ 5 years interval
Option - III:
• Unbonded overlay with 280mm (Like new concrete pavement over DLC)
• No need of slab replacement except mild steel reinforcement in cracked area
• Re-texturing to improve the skid resistance (2 times )
• Routine and Periodic maintenance with 50 panels replacement per year
assumption
Option – IV:
• Bonded Overlay with 110mm

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
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• Replacement of slabs as per degree of severity specified in IRC SP: 83-2018.
• mild steel reinforcement in cracked area
• Routine and Periodic maintenance with 50 panels replacement per year
assumption

The summary of overlay options with Life Cycle Cost Analysis is given below in
Table 10-46:

Table 10-46 : Cost of Life Cycle Cost Analysis for Overlay Options (With Base Cost)
Package – I
Area per Cost
O&M
Lane Km per Initial Total
Cost Rema
S.No Option Description of 3.5m Lane Cost in Cost in
in rks
each in Km in Crores Crores
Crores
Km Crores
1 I Routine and Periodic
Maintenance of
Concrete Road
including initial slab 64 4.87 57.04 61.91 L1
replacements and and
retexturing but
without any Overlay
2 II Flexible Overlay with
100mm DBM and
50mm BC with SAMI 64 0.4773 30.6 93.47 124.07 L4
layer on top of
Existing CC Pavement
3 III Unbonded Overlay
with 280mm PQC
including providing
mild steel
reinforcement
@3kg/sqm in cracked 64 41.4 47.87 89.27 L3
area to prevent
reflection cracking
and without slab
replacements

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Bharatmala Pariyojana (Package-I) Final Feasibility Report
S.No Option Description Area per Cost Initial O&M Total Rema
4 IV Bonded Overlay with Lane Km per Cost in Cost Cost in rks
initial slab of 3.5m Lane Crores in Crores
replacements each in Km in Crores
including providing Km Crores
mild steel 14.97 47.87 62.84 L2
reinforcement
@3kg/sqm in cracked
area to prevent
reflection cracking

Details of y Life Cycle Cost Analysis for Overlay Options are presented in Appendix
10.6 in Volume IA: Appendix to Main Report.

However, as per present technology available with the industry in the country,
we have neither any machinery for preparing roughening of existing concrete
pavement surface to receive new concrete pavement as overlay for good bonding
with proven technology nor mechanism to achieve and ensure the monolithic
action in flexure with two different concrete layers laid at different times. The
various issues connected to rigid overlays are presented in Appendix 10.7 in
Volume IA: Appendix to Main Report.

Further, from the above, Option – I i.e. Routine and Periodic Maintenance of
Concrete Road including initial slab replacements and without Overlay is most
economical considering the present cracked condition of the existing CC
pavement and hence may be recommended.

10.25 Determination of Maintenance Requirement

As part of 6 laning of the project, Repair and rehabilitation of the existing rigid
pavement as identified in NSV survey at other isolated sections, shall be carried out as
per IRC SP: 83-2018 i.e Guidelines for Maintenance, Repairs & Rehabilitation of
Cement Concrete Pavements (First Revision).

Similarly, wherever IRI values are more than prescribed limits as per IRC SP:16-
2019, the same shall be rectified by Diamond Grinding so as to bring the same within
the limits as per IRC SP : 83-2018.

Similarly wherever load transfer efficiency is less than 0.5 in transverse joints at per
FWD analysis, all such joints shall be retrofitted with Dowel bars.

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10.26 Maintenance Plan

Concrete pavement has been proposed in the entire Project Highway as a part of 6 laning of
the Highway with Continuously Reinforced Concrete Pavement except widening of existing
rigid pavement from 4 lane to 6 laning. Routine maintenance of pavement shall be carried out
in the entire Project Highway during construction period and O&M period in conformity with
the maintenance requirements as per relevant IRC codes for both flexible and rigid
pavements. In CRCP the routine maintenance would be minimum as there are no transverse
joints unlike JPCP and except longitudinal, construction joints, expansion joints at structure
locations etc., and no major maintenance is envisaged other than Diamond Grooving and
Diamond Grinding to improve the skid characteristics and riding comfort of Project Highway
as a part of O&M respectively.

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10.27 Proposals for Structures

10.27.1 Major Bridges

Details of New Major Bridges and Rehabilitation/Repair/Widening Scheme for

Existing Major Bridges along the project road is given below in Table 10.47
Table 10-47 : Improvement proposals for Major Bridges
Width of
Design Span/Vent Length carriageway and
S.No Remarks
Chainage Size (In m) cross- sectional
features
i) Main Carriageway Bridge
13m carriageway This is part of elevated corridor
and 14.1m Deck cum bridge across Ghataprabha
1 529+662 8x24.1 192.8
width on RHS River which is covered as part of
side for MCW. work in elevated corridor details.
ii) Service Road Bridge
Abandoned bridge to be
dismantled and LHS SR & RHS
9m carriageway SR bridges across Hiranyakeshi
1 544+850 8*17.12m 136.96 and Deck width - River to be constructed with
2x12m RCC girder Bridge having
continuous span with diaphragm
continuity ( 4 span continuity)
9m carriageway RHS SR bridge across
and Deck width - Hiranyakeshi River to be
1x12m constructed with RCC girder
2 551+490 8*17.12m 136.96
Bridge having continuous span
with diaphragm continuity ( 4
span continuity)
9m carriageway RHS SR bridge across
3 551+930 8*17.12m 136.96 and Deck width - Hiranyakeshi River to be
1x12m constructed with RCC girder

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Width of
Design Span/Vent Length carriageway and
S.No Remarks
Chainage Size (In m) cross- sectional
features
Bridge having continuous span
with diaphragm continuity (4
span continuity).

Note: The overall lengths and widths of the structure proposed above are minimum
requirements. Any change in length on higher side owing to site conditions shall not
be considered as Change of Scope.

Construction of New Minor Bridges (MCW and SR):

Length
S.No Chainage Span/Vent Size Remarks
( In m)
Minor Bridge - Proposed
2 Vents x 8.500 (W) x Existing Culvert to be
1 527+171
1.60(H) 35 dismantled
The FRL of bridge and its
approaches shall be finalized
2 551+000 2 Vent x 5.000 (W) x 1.60(H) based on the HFL for the main
47.25
bridges across Hiranya Keshi
River.

Notes:
(1) The span mentioned above is clear span measured in square direction only.
The locations, orientation of the above mentioned structures are tentative and
may vary as per the actual site condition. For cross road in skew the proposed
structure shall be provided in skew only
(2) No. of expansion joints shall be reduced by provision of continuous spans, as
directed by IE. The exact location of structures shall be finalized in consultation
with the IE and a n y change in location shall not be construed as change in the
scope of work.

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(4) The Deck level of the above structures shall be governed by guidelines of
Concerned Authorities
(5) The required length shall also be provided considering the skew of the
structure in consultation with IE and shall not be construed as change of scope.
(6) Desilting, Rehabilitation and Rejuvenation works shall be carried for any water
bodies, lake/pond/tank, area, nala streams and shall not be construed as change of
scope.
(7) The span and length/Width mentioned are minimum and any Change in
length/Width of culverts shall not be construed as change of scope.
(8) The construction of structures shall be carried out in phasing manner as per
direction of Authority/AE.
(c) The railings of existing bridges shall be replaced by crash barriers at the
following locations:
All the existing railings/crash barriers of existing minor bridges shall be
removed/dismantled as a part of widening to 6 laning of Project Highway.

10.27.2 Minor Bridges

Details of New Minor Bridges and Rehabilitation/repair/Widening Scheme for

Existing Minor Bridges are given below in Table 10.48.

Table 10-48 : Improvement proposals for Minor Bridges

A. Construction of New Minor Bridges (MCW and SR)

Length
S.No Chainage Span/Vent Size Remarks
( In m)
Minor Bridge - Proposed
2 Vents x 8.500 (W) x Existing Culvert to be
1 527+171
1.60(H) 35 dismantled
The FRL of bridge and its
approaches shall be finalized
2 551+000 2 Vent x 5.000 (W) x 1.60(H) based on the HFL for the main
47.25
bridges across Hiranya Keshi
River.

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Note: Actual locations can be finalized in consultation with IE/Authority at the time
of execution

B. Reconstruction / Rehabilitation/repair/Widening Scheme for Existing Minor

Bridges

Span
Arrangement
Proposed
(No. of Spans x Proposed width Carriageway and
S.N type of
Chainage Width x Height of widening Deck Width ( In Remarks
o structure
in m) (Clear (MCW and SR) m)
dimension) (m)

Minimum SR bridges to be
1x20.55+1x21.9
1 515+826 1x10.5x6.85 Box Carriageway dismantled and
1 ( Skew)
and Deck width reconstructed.
LHS – 21.87m of all new
SR bridges to be
RHS – 21.40m bridges to be
2 536+445 2x5.85x7.2 Box dismantled and
( Entry and Exit constructed
reconstructed.
Ramps) shall be as
LHS – 21.63m below:
RHS – 22m a) 9m and 12m SR bridges to be
3 547+032 5x8x6.9 Box ( Entry and Exit in Rural dismantled and
Ramps) Areas reconstructed.
Skew b) 10m and 13m
Existing - in Built up
75.92m areas
4 549+960 1x8x6 Box Proposed – Note: Width of Widening only.
79.36m structure shall
Skew be based on
alignment plan
1x19.08m+ SR bridges to be
requirements
5 552+140 2x6.8x7.225 Box 1x19.15m dismantled and
given Annex-III
( Skew) reconstructed.
to Schedule-A.

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Note:
a) All existing Causeways on service roads shall be replaced with High Level Bridges.
Accordingly service road profiles are to be modified (for a design speed of 40kmph)
b) The above mentioned rehabilitation and repair schemes are based on information
gathered at DPR stage, Contractor to re-evaluate and design the improvement
proposals based on actual site conditions. No Change of Scope shall be applicable for
any change in the methodology of rehabilitation. No Change of Scope shall be
considered if these structures are to be reconstructed as per proposal of the
Concessionaire during construction.

(1) The span mentioned above is clear span measured in square direction only. The
locations, Orientation of the above mentioned structures are tentative and may
vary as per the actual site condition. For cross road in skew the proposed structure
shall be provided in skew only
(2) No. of expansion joints shall be reduced by provision of continuous spans, as
directed by IE.
(3) The exact location of structures shall be finalized in consultation with the IE and
any change in location shall not be construed as change in the scope of work.
(4) The Deck level of the above culverts shall be governed by guidelines of
Concerned Authorities
(5) The required length shall also be provided considering the skew of the structure in
consultation with IE and shall not be construed as change of scope.
(6) The span and length/Width mentioned are minimum and any Change in
length/Width of culverts shall not be construed as change of scope.
(7) The construction of structures shall be carried out in phasing manner as per
direction of Authority/AE.
(i) The following narrow bridges shall be widened:
All the existing narrow minor bridges for main carriageway shall be widened as
indicted 7(iii) (i) above along with proposed reconstruction/widening existing minor
bridges for service roads.

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10.27.3 Grade Separated Intersections

Details of grade separator intersections are given below in Table 10.49.

Table 10-49 : Improvement proposals for Grade Separators

Chainage of of Span Total Total Length

Chainage
Approaches in Arrangement Proposed including RCC
Type of of
Sl.No. Km (No. of Spans Deck Retaining wall / Proposal
Structure Crossing
x Length x Width RE Wall
(In Km) From To Height in m) (m) approach, m
Existing Box cell need to be widened.
Grade
1 547+409 547+119 548+18 2x10x5.5 31.4 1061 Existing Profile of the approached is
Separator
proposed to be improved
Grade Existing Box cell to be widened to
2 549+809 549+519 549+955 2x10x5.5 28.4 436
Separator match to applicable TCS
Grade Existing Box cell to be widened to
3 552+904 552+535 553+135 2x10x5.5 28.4 600
Separator match to applicable TCS
Grade Existing Box cell to be widened to
4 554+668 554+418 554+918 2x10x5.5 28.4 500
Separator match to applicable TCS

Note: All existing Grade Separators shall be widened to 6 lane configuration.

The overall lengths and widths of the structure proposed above are minimum requirements. Any change in length on higher side owing to
site conditions shall not be considered as Change of Scope.

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10.27.4 Elevated Road sections

The Highway shall be provided with elevated road at the following sections are given below in Table 10.50:
Table 10-50 : Details of Elevated Sections
Total Length
From Length of including RCC
To Ch: Type of structure and Span Deck Width
S.No. Ch: Viaduct, (In Retaining wall / Remarks
(In km) Arrangement (In m) (In m)
(km) m) RE Wall
approach, (In m)
64 Nos. of 25m span each Flattening of steep
(Ch: 524.710 to Ch: 526.310) Gradients proposed at
1x14.1
1 524+100 526+900 With 4/3 span continuous structure with 1600 2800 Vantamuri Ghat section
diaphragm continuity (4 span structures (RHS). Refer note
preferable). below table.

Retaining wall Approach

529+130 529+338 208
( RHS) Width of Retaining wall
approach portion shall
11 Nos. of 30m span viaduct ( be 13.9m other than
1290 viaduct portion. Service
2 RHS) With 4/3 span continuous structure road on RHS shall be
529+338 529+663 1x14.1 325
with diaphragm continuity ( 4 span made continuous for
taking up the
continuity preferable) construction of viaduct
8 spans of 24.1m viaduct cum bridge 192.8 for RHS.
529+663 529+855 1x14.1
across Ghataprabha River ( RHS)

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Total Length
From Length of including RCC
To Ch: Type of structure and Span Deck Width
S.No. Ch: Viaduct, (In Retaining wall / Remarks
(In km) Arrangement (In m) (In m)
(km) m) RE Wall
approach, (In m)
With 4/3 span continuous structure with
diaphragm continuity ( 4 span continuity
preferable)
13 Nos. of 30m spans ( RHS)
With 4/3 span continuous structure with
530+855 530+255 1x14.1 400
diaphragm continuity ( 4 span continuity
preferable)

530+255 530+420 Retaining wall Approach 165

Note: 1) One side main carriageway with approaches and viaduct shall be constructed first and traffic will be diverted onto that for taking up the
construction of other main carriageway as there are no service roads in Ghat section.
2) The overall lengths and widths of the structure proposed above are minimum requirements. Any change in length on higher side owing to
site conditions shall not be considered as Change of Scope.

10.27.5 Interchanges

Trumpet Interchange shall be provided at the following location and the details are given below in Table 10.51:

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Table 10-51 : Details of Interchanges
Total Length including
Chainage of Type of structure and Length of
Deck Width RCC Retaining wall /
S.No Crossing Span Arrangement (In Viaduct (In Remarks
(In m) RE Wall approach, (In
Highway m) m)
m)
a) 4 lane RE wall
approach including viaduct
of 120 – 700 m The ramps of trumpet interchange
120m (4 spans of 30m )
b) 2 lane loop from on either side shall be connected to
21.6 Belgaum to Hidkal side the existing Project Highway with
1 538+287 With 4 span continuous 120
approach – 220m necessary at-grade roads and Cross
structure with diaphragm
c) 2 lane loop from Roads with require Tapers as per
continuity
Hidkal side to Kagal Manual.
approach – 340m

Note: a) Approach gradients are to be referred from alignment drawings attached in Annex-III of Schedule-A.

The overall lengths and widths of the structure proposed above are minimum requirements. Any change in length on higher side owing to site
conditions shall not be considered as Change of Scope.

10.27.6 Underpasses

The vehicular under/overpass structures shall be provided at the intersection of the Project Road with all the National Highways and State
Highways. Such under/overpasses shall also be provided across other categories of roads as per site requirements of crossing of traffic and
the details are given below in Table 10.52.

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
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Table 10-52 : Improvement proposals for Underpasses
a) VUP (Vehicular Underpasses)

Chainage of Crossing

Length of Viaduct, m
Chainage of Approaches

Retaining wall / RE
Span Arrangement

Length x Height in

Wall approach, m
Total Deck Width
Type of Structure

including RCC
(No. of Spans x
in Km

Total Length

Proposal
(In Km)
Sl. No.

(m)
m)
From

To
Additional Box cell is
1 VUP 515+5806 515+245 515+835 2x10x5.5 31.4 590 proposed and existing Box
cell need to be widened.
Proposed Girder Type Bridge
with diaphragm continuity
2 Nos. of 55
2 VUP 519+604 518+850 520+180 2X14.1 1330 (Continuous span) for VUP at
27.5x5.5
Rani Chennamma University
Junction.
Additional Box cell is
3 VUP 523+7023 523+32 523+919 2x10x5.5 28.4 599 proposed and existing Box
cell need to be widened.
4 VUP 527+485 Upto 527+675 U-shaped 435 m including Proposed At Sutagatti

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
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Chainage of Crossing

Length of Viaduct, m
Chainage of Approaches

Retaining wall / RE
Span Arrangement

Length x Height in

Wall approach, m
Total Deck Width
Type of Structure

including RCC
(No. of Spans x
in Km

Total Length

Proposal
(In Km)
Sl. No.

(m)
m)
From

To
(with 2 Lane crossing approach along approach in open covered box Crossing. The underpass
Underpass for Main Highway portion ( 10.4+ length approaches shall be connected
cross road) extra widening) smoothly to existing roads
and Covered Box with necessary at-grade roads
length of 90m with required taper as per
(10.5m + extra Manual.
widening)
Proposed Girder Type Bridge
with diaphragm continuity (
2 Nos. of
5 VUP 528+145 527+93 528+826 2x14.1 55 896 Continuous span) for VUP for
27.5x5.5
Belgaum bound traffic from
Sutagatti Road crossing
Additional Box cell is
6 VUP 536+9245 536+719 537+410 2x10x5.5 691
28.4 proposed and existing Box

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
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Chainage of Crossing

Length of Viaduct, m
Chainage of Approaches

Retaining wall / RE
Span Arrangement

Length x Height in

Wall approach, m
Total Deck Width
Type of Structure

including RCC
(No. of Spans x
in Km

Total Length

Proposal
(In Km)
Sl. No.

(m)
m)
From

To
cell need to be widened.
Proposed Girder Type Bridge
with diaphragm continuity
2 Nos. of 55
7 VUP 540+67 540+43 541+280 2x14.1 850 (Continuous span) for VUP
27.5x5.5
for Ullagaddi Khanapur
crossing.
Proposed PSC solid slab
bridge with continuous spans
8 Nos. of 120
8 VUP 544+21 543+58 544+730 2x14.1 1150 at Chikkalgud
15x5.5
(covering Staggered
Junctions)

Note: a) Approach gradients are to be referred from alignment drawings attached in Annex-III of Schedule-A.
The overall lengths and widths of the structure proposed above are minimum requirements. Any change in length on higher side owing to site
conditions shall not be considered as Change of Scope.

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Proper Drainage arrangements have to be made in the Underpasses such that there shall be no flooding. For the VUPs( underpasses for cross road)
at Sutagatti Crossing, 1.2m dia NP4 class RCC pipe line drain shall be provided for the discharge of storm water from the valley portion of
underpass to the nearest cross drainage structure with the manholes at regular intervals as per Manual.

b) VOP (Vehicular Overpasses)

Chainage of Total h
Approaches in Km including
Total RCC
Type of Chainage of Span Arrangement (No. of
Sl. Deck Retaining
Structu Crossing From To Spans x Length x Height in Proposal
No. Width wall / RE
re (In Km) Chainage Chainage m)
(m) Wall
( In km) ( In km)
approach,
m
Combined VOP with 3 Nos.
of Twin Cell RCC Box
Cross road
each 19.0m long and 5.5m Proposed VOP
chainages :
height (Vertical Clearance) covers SEZ
1) 534+401
at cross road chainages crossing, SH-78
1 VOP (SEZ), 534+061 536+392 34 2331
(Note : 19m included 14m and
2) 534+984 (SH-
carriageway +2x1.5 m Yamakanmarradi
78) and
footpath on either side of Cross road
3) 535+891
carriageway )

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Note: a) Approach gradients are to be referred from alignment drawings attached in Annex-III of Schedule-A.
c) The overall lengths and widths of the structure proposed above are minimum requirements. Any change in length on higher side owing to
site conditions shall not be considered as Change of Scope.
d) Proper Drainage arrangements have to be made in the Underpasses such that there shall be no flooding. For the VUPs( underpasses for cross
road) at Sutagatti Crossing, 1.2m dia NP4 class RCC pipe line drain shall be provided for the discharge of storm water from the valley
portion of underpass to the nearest cross drainage structure with the manholes at regular intervals as per Manual.
e) Light Vehicle Underpass (LVUP)

Chainage of Span Total Length

Chainage of
Approaches in Km Arrangement (No. Total Deck including RCC
Sl. No. Crossing Proposal
of Spans x Length Width (m) Retaining wall / RE
(In Km) From To
x Height in m) Wall approach, m
RCC Box Structure
1 531+878 531+360 532+230 1x12x4.0 2x14.1 870
Proposed
RCC Box Structure for
2 545+848 545+400 546+320 1x12x4.0 2x14.1 920 proposed LVUP at
Hebbal Crossing
Note: a) Approach gradients are to be referred from alignment drawings attached in Annex-III of Schedule-A.
a) The overall lengths and widths of the structure proposed above are minimum requirements. Any change in length on higher side owing
to site conditions shall not be considered as Change of Scope.

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
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Notes: (1) The span mentioned above is clear span measured in square direction only. The locations, orientation of the above
mentioned structures are tentative and may vary as per the actual site condition. For cross road in skew the proposed
(2) Thestructure shall beofprovided
exact location in skew
structures shallonly
be finalized in consultation with the IE and any
change in location shall not be construed as change in the scope of work.
(3) Minimum vertical clearance shall be maintained by re-grading cross roads, if necessary,
along with approaches (by providing same pavement as existing road) as per site condition as per standard codal provisions.
(4) This
Adequate lighting,
shall not ventilation,
be construed provisions
as change for protection
in scope of work. against rain, etc. shall be made in
Consultation with IE/NHAI.
(5) Pumping arrangements including pumping station, sump etc. for dewatering the Underpass shall be provisioned as per the
requirement in addition to efficient natural drainage system

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10.27.7 Pedestrian Underpass

The pedestrian underpass shall be provided along the Project Road and the details are
given below in Table 10.53.
Table 10-53 : Improvement proposals for Pedestrian Underpasses
Span
Chainage Total
Arrangement
of Deck
Sl. No. (No. of Spans Proposal
Crossing Width
x Length x
(In Km) (m)
Height in m)
1 522+102 1x6.6x3.8 28.4 Existing PUP Box to be widened
2 536+824 1x4.5x3.1 31.4 Existing PUP Box to be widened
3 539+719 1x6.5x3.8 31.4 Existing PUP Box to be widened
4 550+421 1x4.5x3.1 31.4 Existing PUP Box to be widened
5 552+140 2 x 6.8 x 3.0 34.4 Existing PUP Box to be widened
6 553+615 1 x 9 x 3.5 31.4 Existing PUP Box to be widened
Note: 531.889 1x6.6x3.8 Existing PUP Box to be dismantled

Note: a) Approach gradients are to be referred from alignment drawings attached in

Annex-III of Schedule-A.

The overall lengths and widths of the structure proposed above are minimum
requirements. Any change in length on higher side owing to site conditions shall not
be considered as Change of Scope.

10.27.8 Cattle Underpass

The Cattle underpass shall be provided along the Project Road and the details are
given below in Table 10.54.
Table 10-54 : Improvement proposals for Catle Underpasses
Span
Chainage
Arrangement
Sl. of Total Deck
(No. of Spans x Proposal
No. Crossing Width (m)
Length x Height
(In Km)
in m)
Widening including MCW and
1 517+730 1x3mx3m 39.63
Service road on RHS
Existing CUP to be dismantled
2 519+255 1x3mx3m
2x14.1 and reconstructed

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Span
Chainage
Arrangement
Sl. of Total Deck
(No. of Spans x Proposal
No. Crossing Width (m)
Length x Height
(In Km)
in m)
3 528+987 1x3mx3m 28.4 Widening
4 530+419 1x3mx3m 31.4 Widening
5 533+899 1x3mx3m 31.4 Widening
6 542+249 1x3mx3m 31.4 Widening
2x14.1 Existing CUP to be dismantled
7 544+459 1x3mx3m
and Reconstructed
8 545+424 1x3mx3m 31.4 Existing CUP to be Widened
Not 2x14.1
540+681 1x3mx3m Existing CUP to be dismantled
e:

Note: All existing CUP shall be widened to 6 lane configuration.

Note: The overall lengths and widths of the structure proposed above are minimum
requirements. Any change in length on higher side owing to site conditions shall not
be considered as Change of Scope.

10.27.9 Culverts

Details of Proposed Scheme for Culverts are given below in Table 10.55

Table 10-55 : Improvement proposals for Culverts

A. Construction of New Slab / Box Culverts

Design Proposed Proposed

Sr
Chainage type of Span Length (m) Remarks
No.
Km structure arrangement
Twin Cell
Box Box of size
1 525+509 35 In Ghat Section
Culvert 2x1.5m each
cell

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B. Reconstruction /Widening Scheme for Slab / Box Culverts

Proposed
SL Design Proposed Span Proposed
type of Remarks
No Chainage Km arrangement width (m)
structure

1 517+315 Box 1x4x1.5 60 Widening

2 518+265 Box 1x4x1.5 60 Widening
3 519+070 Box 1x2.8x1.25 65.71 Widening
4 531+343 Box 1x2.3x1.28 72.06 Widening
5 531+435 Box 1x2.3x1.28 65.27 Widening
6 532+205 Box 1x2.3x1.28 71.62 Widening
7 533+949 Box 1x2.8x1.25 66.98 Widening
8 539+390 Box 1x6x1.25 70.89 Widening
9 539+997 Box 1x2.3x1.28 60 Widening
10 548+276 Box 1x3x2.5 60 Widening
11 548+688 Box 1x4x1.15 63.03 Widening
12 549+375 Box 1x4x1.15 71.84 Widening
13 549+451 Box 1x2.3x1.80 64.45 Widening
14 549+499 Box 1x4x1.25 61.82 Widening
15 550+919 Box 1x2.8x1.25 60.02 Widening

Note: All existing box culverts falling within the approaches of new grade separator
(solid fill portion) to be dismantled and reconstructed.

The overall lengths and widths of the structure proposed above are minimum
requirements. Any change in length on higher side owing to site conditions shall not
be considered as Change of Scope,

C. Reconstruction /Widening Scheme for Pipe Culverts

Design Proposed
SL Proposed Dia/Span Proposed
Chainage type of Remark
No arrangement width (m)
Km structure
1 515+265 Pipe 1x1.2dia 72.26 Widening
2 515+515 Pipe 1x1.2dia 64.67 Widening

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Bharatmala Pariyojana (Package-I) Final Feasibility Report
Design Proposed
SL Proposed Dia/Span Proposed
Chainage type of Remark
No arrangement width (m)
Km structure
3 515+575 Pipe 1x1.2dia 68.89 Widening
4 516+120 Pipe 1x1.2dia 68.86 Widening
5 517+040 Pipe 1x1.2dia 60.00 Widening
6 519+550 Pipe 1x1.2dia 60.47 Widening
7 519+710 Pipe 1x1.2dia 60 Widening
8 520+135 Pipe 1x1.2dia 69.61 Widening
9 520+410 Pipe 2x1.2dia 63.92 Widening
10 521+615 Pipe 1x1.2dia 60 Widening
11 522+070 Pipe 1x1.2dia 60 Widening
12 522+970 Pipe 1x1.2dia 60 Widening
Only for
13 523+450 Pipe 1x1.2dia Service roads Widening
as per plan
14 523+696 Pipe 1x1.2dia 63.21 Widening
15 523+835 Pipe 1x1.2dia 62.89 Widening
16 524+235 Pipe 1x1.2dia 35 Widening
17 524+515 Pipe 1x1.2dia 35 Widening
18 524+824 Pipe 1x1.2dia 35 Widening

19 Pipe 1x2.8x1.5 / 2x1.2dia 35 Widening

525+240
20 525+530 Pipe 1x1.2dia 35 Widening
21 526+042 Pipe 1x1.2dia 35 Widening

22 1x2.8x1.5 / 2x1.0dia 35 Widening

526+828 Pipe
23 527+741 Pipe 1x1.2dia 63.89 Widening
24 528+262 Pipe 1x1.2dia 60 Widening
25 531+952 Pipe 2x1.2dia 61.2 Widening
26 539+066 Pipe 1x1.2dia 60 Widening
27 539+659 Pipe 1x1.2dia 60 Widening
28 539+810 Pipe 1x1.2dia 60 Widening
29 540+657 Pipe 1x1.2dia 60.55 Widening

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Design Proposed
SL Proposed Dia/Span Proposed
Chainage type of Remark
No arrangement width (m)
Km structure
30 541+202 Pipe 2x1.2dia 65.06 Widening
31 542+028 Pipe 1x1.2dia 60 Widening
32 542+192 Pipe 2x1.2dia 60 Widening
33 542+512 Pipe 1x1.2dia 60 Widening
34 543+392 Pipe 1x1.2dia 67.19 Widening
35 544+210 Pipe 1x1.2dia 60 Widening
36 547+530 Pipe 2x1.2dia 69.46 Widening
37 549+818 Pipe 1x1.2mdia 62.97 Widening
38 552+736 Pipe 1x1.2dia 60 Widening
39 553+249 Pipe 1x1.2dia 73.14 Widening
40 554+269 Pipe 2x1.2dia 67 Widening
41 554+665 Pipe 1x1.2dia 63.25 Widening
42 554+744 Pipe 2x1.2mdia 65.39 Widening

Note: The overall lengths and widths of the structure proposed above are minimum
requirements. Any change in length on higher side owing to site conditions shall not
be considered as Change of Scope.

10.28 Hydraulic Analysis Of Cross Drainage Structure

The Hydraulics of Box type and Pipe structure analysis are done based on Article -19
of IRC: SP-13-2014.

1) With the help of cross sections taken at upstream and downstream the bed slope of
the nala is calculated using equivalent slope method.
2) Analysis of the cross section at U/S and D/S of structure using Area-velocity
calculations are done for the discharge obtained from the Design Peak calculation.
Once the Discharge, Area of cross section, Rugosity co-efficient, Bed slope is
known, it is substituted in the Mannings formula to get the velocity.
3) Design Calculations are done based on the equation
Q = A x 4.43 (H / (1+Ke +Kf) 1/2 Equation as per IRC: 13:2015,

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Where, H = Operating Head (assume-0.30m), Ke – Entry Loss co-efficient & Kf -
Friction loss co-efficient are adopted as per Table: 19.1 of IRC: 13:2015.
4) Discharge carrying capacity of Box and Pipe culvert are ascertained and checked
with the Peak Discharge calculated.

The Hydraulics calculation for Working out High flood level (H.F.L) for slab type
bridges

a) Water profile calculations are worked out on the basis of Standard step method in
order to ascertain HFL.
b) 3 No’s Cross sections of stream at 50m interval at Upstream and Downstream for
a length of 150m on either side of bridge are considered i.e. up to the confluence
of stream from East side for water surface profile calculations.
c) Longitudinal slope is calculated based on Equivalent slope method based on the
lowest levels of stream the same is considered for HFL calculation.
d) Manning’s coefficient is considered depending nature of stream. If the nala section
does not vary and the flow regime is also not erratic, a constant Manning’s
coefficient of 0.020 is considered. Based on Area velocity Method calculation for
Design Peak Discharge, Area and Perimeter are calculated from the cross sections
obtained along the stream.
e) Standard step method uses the fundamental Hydraulic equations to iteratively
calculate water profile and energy grade lines. The conservation of energy states
that with in some problem domain the amount of the energy remains constant.
Standard step method applies the conservation of energy by using energy equation
to calculate the water surface profiles.

Afflux Calculation

When the waterway area of the opening of a bridge is less than the unobstructed
natural waterway area of the stream, i.e. when bridge contracts the stream, afflux
occurs. The afflux will be calculated using Molesworth’s formula.

Recommendations / Findings

During site Inspection it was observed & through local enquiry it was found out
during heavy rains, rain water would stagnant around half kilometer on either side of

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bridge and it would cause traffic problem around this area hence the Box culvert
structure is replaced with Minor Bridge at same location. At Ch: 551+000 it was
observed that pool of water was created on upstream of Bridge location & also local
recommendation was received for the proposal of Minor Bridge sizes are given below.

S.No Chainage Span/Vent Size Remarks

Minor Bridge - Proposed
Existing Culvert to be
1 527+150 2 Vents x 8.500 (W) x 1.60(H)
dismantled
2 551+000 2 Vent x 5.000 (W) x 1.60(H) New Minor Bridge

10.29 Drainage Design

As per topo survey, Existing Longitudinal Drains are of earthen drain type which
avails more space hence it is proposed to provide Rectangular RCC drain. It is
proposed to provide different types of Drains as shown in the figure below based on
the site condition, typical cross sections.

1) Drain-D1, D2, D3 is typical Rectangular Longitudinal Drain.

2) BD-1 type is of closed type used at transition of
VUP/GS/VUP/CUP/PUP/EXIT/ENTRY RAMP across service road & BD-2 type
is used where ever cross roads are located.
3) DRAIN DUCT is proposed at Ghat section reach.
4) Median drains are of two type such as MD-1 & MD-2 , MD-1 is of closed type
used where median is less than or 2.5m & MD-2 is of open type used where
median is 4.5m.
5) Chute Drain is proposed at Embankment reaches.
6) Lined drains at built-up location, under-passes, near ROBs and at toll plaza site
are proposed because the terrain surrounding the road is generally flat and hence
effective drainage and disposal of rain water is a problem. This has been sought to
be overcome by providing a minimum gradient of 0.3% in kerb channel as well as
the lined drains, providing catch pits and with provision of out flow at suitable
locations by proper means. Similar problems at Bus Stop, eating locations, petrol
pumps and lay bye sites shall be tracked in the same way. Out fall locations are
required to be re-checked and ascertained at the time of construction.

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10.29.1 Hydrological Design of Drain

Hydrologic analysis for the proposed planning for surface road drainage has been
carried out and following considerations made:

Location of drainage area, outfalls, ditches, pond, other surface drainage facilities,
ground surface condition, rainfall and flood frequencies. Factors affecting size and
shape of drainage area slope of ground, soil type, surface filtration and storage. For
estimation of amount of runoff requiring disposal at a given instant the following
points have been considered.

Maximum rainfall intensity of project influence area and its frequency Catch area
contributing to the run off passing through the proposed drain

There are several methods to predict the future run off but for simplicity I.R.C. has
recommended the use of “Rational Method” which has been used for the estimation of
the probable run off to be used for the design of surface drainage sections.

Storm duration and time of concentration are essential for arriving at critical intensity
of rain. The storm duration for design purpose is time of concentration which has two
components (I) entry time and (ii) time of flow. This has been arrived as per I.R.C.
SP-42. Considering the time of concentration, intensity of rain fall and frequency
chosen for design, the design run off has been arrived at. Design frequency has been
taken 25 years as per I.R.C.- SP-42

10.29.2 Hydraulic Design of Drain

Runoff quantity is being ascertained, side drains in urban, semi-urban, road side
drains on approaches to bridges and open drain in rural area have been designed using
Manning’s Formula. Q = 1/n x A x R 2/3 x S ½

In the design of road side open channels, flow of water has been assumed to be as
critical flow. Critical depth of flow being the depth at which the specific energy is
minimum. Generally on mild slope flow is sub-critical and normal flow of depth more
than critical depth. For rectangular channel critical depth flow is (Q2/b 2g) 1/3
where, b = width of channel & g = acceleration due to gravity. A value of “n” has
been taken as per I.R.C. standards for different surfaces. The other criteria chosen
have been the maximum permissible velocity values for different relevant surface of

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the drain. These two vital criteria have been checked while determining the different
parameters of drain types designed for this project stretch.

Sl LHS RHS
Drain Type
No Length (m) Length (m)
1 D1 24026 24026
2 D2 10942 10942
3 D3 2331 2331
4 BD-1 1197 1197
5 BD-2 148 148
6 MD-1 2059
7 MD-2 5411
DRAIN
8 3260 3260
DUCT
CHUTE-
9 216
DRAIN

10.30 Project Facilities

Project facilities shall be planned and provided as wayside amenities for users of the
highway to enable them to stop, take rest and refresh themselves so as to ease their
fatigue. These Areas also cover facilities for providing fuel for vehicle and emergency

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requirements without having to exit from the expressway. Thus, Provision of service
area and their operation and maintenance are to be an integral part of the Project Road
for comfortable and safe driving.

10.30.1 Toll Plazas

Exist ing Toll Plaza shall be augmented including Toll Plaza Complex, Toll
Management system installation etc., at the following location as per provision
given in the Manual. However, minimum 16 (sixteen) number of toll lanes shall be
provided at toll plaza location:

1. At Km. 537+790 (Hatargi Toll Plaza) - Augmentation of existing toll lanes and
facilities and as per Manual and minimum no. Of toll lanes shall be 16.
Specifications and other requirements of the toll plaza's shall be strictly as per
schedule “D”.

Based on the minimum toll lane requirement as given above, toll plaza with all other
facilities mentioned in manual shall be constructed with approval from NHAI.

Minimum requirements of the facilities and equipment for Hybrid ETC System
shall be as per NHAI Policy Circular No. NHAI/13013/2016-17/CO/Hybrid
ETC/112716 dated 08.02.2018, including amendments/addendum, if any.

A separate toilet facility for road users shall be provided on both sides of the toll plaza
location along with parking facility. One toilet block on each direction shall be
provided as per drawing at Annex-I of Schedule-C. These toilet facilities shall follow
CPWD specifications for sanitary ware items and fittings such as EWC, Wash Basin,
Wash basin- Under counter, Urinal flat back, PVC Cistern, IWC Orissa Pan, Flush
Valve –CP, Wash Basin pillar cock – CP, Bib Cock –CP, Health Faucet, W/c Bib
cock, Wash Basin angle cock.

Toilet complexes with separate toilets for Men, Women & Physically Handicapped
shall be provided on both sides, as per the directions of NHAI. The toilets shall be
well maintained and have continuous water supply.

Reverse Osmosis plant with continuous water supply shall be provided for supply of
safe drinking water to Road Users. Point of Sale for Fast Tag shall be provided at the
Toll Plaza

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
If required, RE wall/Retaining wall shall be provided at toll plaza locations to
restrict the embankment slope within the right of way.

(ii) Weigh Bridges

Entry approach to each lane of toll plaza shall be having Medium Speed Weigh in
Motion equipment as per the latest guidelines.

A Static Weigh Bridge (SWB) shall be installed in each direction of traffic, after
the toll plaza, in a separate area having facility of parking of overloaded vehicles.
This is to ensure that an overloaded vehicle does not ply on National Highways.

The SWB system shall be able to capture Toll Transaction Number with Date and
Time, Vehicle Registration Number, Category of Vehicle, Permissible Weight, and
Gross Vehicle Weight along with date/ time of weighing, and the receipt printed by
the SWB system shall contain all these information. This system shall also be
integrated with the toll system and generate a closure report.

The SWB station shall have a CCTV camera for capturing image of vehicle while
weighing.

Monthly MIS reports shall be available for the Authority, such as Actual Over
loaded vehicles, Total Overweight Vehicles (WIM) vs Actual Overweight vehicles
(SWB) etc.

Minimum Technical Specifications of the SWB shall be as under:

Type Site specific ( Pit / Pit less / Mobile)
Body/Platform Steel
Size 18 meter x 3 meter
Capacity 120 Tonnes
Structure I-Beam complying BIS 2062. Top Plate - 10 mm or
more – Steel as per BIS 2062
Structure Duly certified for Structural Analysis And
Design(ST AAD)-III
Number of Load cells 8
Type of Load Cells Compression Type/Double Ended Shear Beam –

Protection Class for the Load IP 68 or better, Operational Temp: -10 to 65

Cells Degrees Stainless Steel 17-4 Ph
Protection Class for the IP 65 or better, Operational Temp: -10 to 65
Weighing Indicator Degrees

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
Overload capacity 150% of rated capacity
Accuracy Class OIML - C-IV
Accuracy Tolerance Up to 0.02%
Painting Anti-rust & anti-corrosion painting
BIS Specification IS-9281(Part-III)
Compliant Legal Metrology Act 2009 (1 of 2010) & Rules
framed there under from time to time - Duly sealed
by the Weights & Measures Dept.
Approval/ Certification Weights & Measures Approved Model

Adequate space shall be allocated for handling the parking, unloading, etc. of
overloaded vehicles. The handling of overloaded vehicles shall be governed by terms
of directives issued by the Authority.

10.30.2 Bus bays and Bus shelters

Bus Bays and Bus Shelter shall be provided at following locations in accordance with
the Manual of Specifications and Standards and the details are given below in table
10.56:

Table 10-56 : Improvement proposals for Bus bays and Shelters

Design Location of
Sl.No
Chainage (Km) Bus Bays
1 517+553 LHS
2 517+953 RHS
3 519+092 LHS
4 519+442 RHS
5 522+210 LHS
6 522+210 RHS
7 523+565 LHS
8 523+565 RHS
9 527+605 LHS
10 527+000 RHS
11 530+433 RHS
12 530+509 LHS
13 531+758 LHS
14 531+758 RHS
15 535+708 LHS
16 536+049 RHS
17 540+553 LHS
18 540+553 RHS
19 544+328 LHS
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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
Design Location of
Sl.No
Chainage (Km) Bus Bays
20 544+428 RHS
21 545+669 LHS
22 546+029 RHS
23 547+569 LHS
24 547+569 RHS

10.30.3 Truck lay-byes

Truck lay-bye is proposed to be constructed one or either side of road as per locations
given below in the table. It shall be constructed in accordance with the Manual of
Specifications and Standards and the details are given below in Table 10.57

Table 10-57 : Improvement proposals for Truck lay-byes

Design Chainage Location of Truck Lay
Sl.No
(Km) Bye
1 516+853 LHS
2 516+853 RHS
3 530+750 LHS
4 530+750 RHS
5 533+208 RHS
6 533+208 LHS
7 548+580 LHS
8 548+580 RHS
10.30.4 Roadside Furniture

Roadside furniture shall be provided in accordance with the Manual of Specifications

and Standards as referred in Schedule D.

1) Traffic Signs:
Traffic Signs include roadside signs, overhead signs and kerb mounted signs etc.
shall be provided along the entire Project Highway. The detailed signage plan
indicating places, direction, distances and other features marked on the plan shall
be prepared as per the manual requirements and the same shall be finalised in
consultation with Independent Engineer/ NHAI as per site requirement.

2) Overhead Signs:
Overhead sign boards, excluding those provided at Toll Plaza location, are to be
provided as per Manual of Specifications and Standards as referred in Schedule

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
D. Overhead Gantry signs excluding toll plaza location shall be provided before
the start of approaches in either directions at all existing / proposed Grade
separators / VUP / VOP / LVUP structures and at all built-up sections specified in
Schedule-B in either directions along the project highway.
3) Pavement Markings:
Pavement Markings shall cover road marking provided for the entire Project Road
in accordance with clause 9.3 of IRC: SP:87-2019.
4) Delineators
Delineators shall be provided for the entire Project Road in accordance with
clause 9.4 of IRC: SP: 87-2019 and requirements & specifications as per schedule
D.
5) Cat’s Eye / Road Studs
Road Studs shall be provided at Horizontal Curves, vertical curves, overtaking
prohibited sections, all major bridges, minor bridges and grade separated
structures, Built-up areas, Entry / Exit ramps, intersections, median openings and
pedestrian crossings in accordance with clause 9.5 of IRC: SP:87-2019 shall
confirm to the specifications mentioned in Schedule D.
6) Traffic Impact Attenuators
Traffic Impact Attenuators shall be provided along the entire Project Road in
accordance with clause 9.6 of IRC: SP: 87-2019 and requirements &
specifications as per schedule D.
7) Safety Barrier:
Road side and median side safety barriers such as W – beam / Thrie beam metal
Crash Barrier, Concrete safety barrier, Wire rope safety barrier shall be provided
along the entire Project Road in accordance with clause 9.7 of IRC: SP:87-2019
and requirements & specifications as per schedule D.
8) Antiglare Screen:
Narrow median sections with median width less than 2m in open country and
built-up shall be provided along the entire Project Road in accordance with clause
2.5 of IRC: SP:87-2019 and requirements & specifications as per schedule D.
9) Boundary Walls / Toe walls

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
No Boundary walls are proposed along the Project Road. However, retaining
walls shall be provided at the proposed ROW edge wherever required in the
Project Road.
10) Hectometre / Kilometre stones:
Hectometer / Kilometer Stones shall be provided along the entire Project Road in
accordance with clause 12.3 of IRC: SP: 87-2019.
a) Highway Lighting

Highway lighting (LED) shall be provided in accordance with clause 12.5 of

IRC: SP: 87-2019 at the following locations:
At Toll Plazas, Truck lay bye, Bus bays and shelter, Grade separated structures,
Interchanges, flyovers, underpasses and overpasses, built up sections and as per
Typical cross sections annexed to Schedule-B and as per Manual.
b) Pedestrian Facilities:

Pedestrian Facilities shall be provided in accordance with the clause 9.8 of IRC:
SP: 87-2019 and Standards as referred in Schedule D.
Pedestrian Facilities include the provision of:
1) Pedestrian Guard Rail:
Pedestrian guard rails shall be provided on separator between main carriageway
and service road other than structure approaches and retaining wall sections on
both sides along the entire length of the Project Road, each bus bay & bus shelter
location, built-up sections and intersections as specified in the manual.
2) Pedestrian Crossing:
Pedestrian crossings facilities shall be provided on built-up sections and
intersections as specified in the manual
The pedestrian facilities in the form of guard rails, footpath, zebra crossings, etc.
shall be provided wherever required in accordance with Section 9.8 of the
Manual of Specifications and Standards.
c) Landscaping and Tree Plantation

I. Avenue Plantation: Avenue Plantation shall be carried out at the rate of 666
nos. per km and maintained for 10 years as per prevailing guidelines/norms in
Manual and IRC: SP-21-2009 and Guidelines for National Green Highways
Policy 2015 depending upon the availability of ROW.

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
If the requisite trees are not planted in ROW due to non-availability of land, in
such case, the
Contractor shall deposit the requisite amount (as per latest SOR of Forest
Department) to NHAI.
II. M e d i a n plantation: Median plantation including maintenance for 10 years
shall be done as per
Manual and IRC: SP-21-2009 and Guidelines for National Green Highways Policy
2015.
III. Landscaping: Landscaping (ornamental features, planting trees/shrubs and grass
turf, etc.) of the highway shall be done as per Manual and IRC: SP-21-2009 and
Guidelines for National Green Highways Policy 2015 at all locations envisaged
therein, but not limited to the following:
 Median plantation as per Clause 11.2.4 of the Manual
 Grade Separated intersections
 At grade islands of intersection locations
 Wayside Amenities
 Road side
 Bus bays
 Truck Lay byes
Any other locations as per requirements of Clause 11.3 of the Manual

d) Rest Areas:

Nil
e) Cattle Crossings
- Nil -

f) Development of site for Wayside Amenities

Nil
g) Traffic Aid Posts

Traffic aid post shall be constructed at the toll plaza in consultation with the
Independent Engineer/ NHAI, not exceeding 25 (twenty-five) square meter of
plinth area and 1nos of patrolling vehicles to be provided at these posts to carry
out the obligations. Specification and requirements shall be strictly as per
concession agreement and schedule “D”.
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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
Patrolling should be conducted through Mobile Patrol Team in accordance with
Section 12.10 of the Manual of Specifications and Standards.
h) Medical Aid Posts

The Concessionaire shall, at its cost and in accordance with the type designs
prescribed for such buildings by the State Medical Department (or a substitute
thereof to be designated by the Authority), construct an aid post building and 2
(two) residential quarters and hand them over to the Authority, no later than 30
(thirty) days prior to COD. The Medical Aid Post(s) shall be deemed to be part of
the Site and shall vest in the Authority. Medical Aid Post shall be set up at Toll
Plaza with 1 nos of Ambulance with round-the-clock services for victims of
accidents on the Project Road.
Rescue Ambulances shall be in accordance with Section 12.11 of the Manual of
Specifications and Standards.
i) Vehicle Rescue Posts

Vehicle Rescue post shall be constructed at the toll plaza in consultation with the
Independent Engineer/ NHAI and 1nos of crane services to tow away the
disabled vehicles to be provided at these locations along with necessary
manpower/ driver/ operator. Specification and requirements shall be strictly as
per concession agreement and schedule “D”
j) Telecom System

Telecommunication system shall be developed by providing necessary Network

so that immediate actions can be taken in case of emergency accordance with
Section 12.13 of the Manual of Specifications and Standards.
k) Advanced Traffic Management Systems

The Concessionaire is required to design, install, operate and maintain Advanced

Traffic Management System (ATMS) as part of the project facilities. Advanced
Traffic Management System shall be provided as specified in the manual and as
per NHAI circular No.11014/218/2007-Admn Dated 15-09-2016: Policy Matter –
Technical (214/2016) and shall be maintained throughout the contract period.
Briefly, the ATMS components to be deployed shall inter alia include:
(i) Video Surveillance System (CCTV PTZ Dome / Fixed Camera)
(ii) Video Incident Detection System

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
(iii) Vehicle Actuated Radar Speed Displays
(iv) Emergency Roadside Telephones
(v) Fixed / Portable Variable Message Sign
(vi) Meteorological System
(vii) Portable Weigh in Motion
(viii) Automatic Traffic Counter cum Classifier
(ix) Travel Time Estimation system
(x) The ATMS Control Centre including the equipment (hardware, software, and
local networking)
(xi) Communications System utilizing Optic fiber, GSM/GPRS and Wi-Fi
Communications linked to ATMS Control Centre.
(xii) Power supplies for field equipment: working on Mains power supported with
back-up (largely on renewable energy) to facilitate 24 X 7 operation and for
the ATMS Control Centre working on Mains power supported by UPS and
Diesel generator set of adequate capacities, to facilitate 24 x 7operation.
(xiii) Disaster Management Support System.

10.31 Additional Land Requirement

The proposed alignment is passing predominantly through existing alignment even

though it requires additional land at the locations where the project facilities like Bus
bays, truck lay byes, entry and exit ramps, realignment sections and Interchanges etc
are proposed. The additional land requirement is given below In Table 10.58

Table 10-58 : Additional Land Requirement

Area in
Sl No Description
Ha
1 Total Land Required 254.30
2 Existing ROW 232.61
3 Addl. Land Required 21.69

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 CHAPTER - 11
ENVIRONMENTAL
SCREENING AND
PRELIMINARY
ENVIRONMENTAL
ASSESSMENT
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

11. ENVIRONMENTAL SCREENING AND PRELIMINARY

ENVIRONMENTAL ASSESSMENT

11.1 Introduction

National Highways are the arterial roads of the country for inter-state movement of
passengers and goods. They traverse the length and width of the country connecting
the National and State capitals, major ports and rail junctions and link up with border
roads and foreign highways.

Bharatmala Pariyojana (Package 3/Lot-6) is an umbrella program for the highways

sector that focuses on optimizing efficiency of freight and passenger movement across
the country by bridging critical infrastructure gaps through effective interventions like
development of Economic Corridors, Inter Corridors and Feeder Routes, National
Corridor Efficiency Improvement, Border and International connectivity roads,
Coastal and Port connectivity roads and Green-field expressways.

Bharatmala Pariyojana (Package 3/Lot-6) by National Highway Authority of India

(NHAI) involves roads under Package 3/Lot-6 in the state of Karnataka are Bangalore
Outer- Hoskote (Length –14 km), Padali (near Mangalore Port)-Bantwal (Length – 17
km), Maharashtra/Karnataka border (Kagal) To Belgaum (Length – 78 km), having
total length of 109 km. Roads under Package 3/Lot-6 in the state of Kerala are
Kazhakuttom – Mukkloa (Length – 27 km), Walayar – Vadakkanchery (Length – 54
km), Thrissur – Edapally (Length – 64 km) having total length of 145 km. The total
length of the Roads is about 254 km. The Key features of the scheme are improving
the quality of roads, Total roads construction, integrated scheme, Total tenure of the
program, Segmentation in phases, Constriction on a daily basis, Different categories
of road construction and Multi-source of finding.

The proposed project is a part of the Bharatmala Pariyojana (Package 3/Lot-6)

involving up gradation of existing 4 lane to 6 lane National Highway which is 40 Km
long from Km 515.000 to Km 555.000 on NH-4 (NH-48) from Belgaum to
Shankeshwar Bypass, in the state of Karnataka.

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
11.2 Applicability of EIA Notification, 2006 and Its Amendments

Under the Bharatmala Pariyojana (Package 3/Lot-6), National Highway Authority of

India (NHAI) has undertaken the up gradation of National Highway 4 (NH-48)
Belgaum to Karnataka/Maharashtra border.

As per Clause 7(f) of the EIA Notification 2006 and its subsequent amendments-
“Expansion of National High ways greater than 100 Km, involving additional right of
way or land acquisition greater than 40 m on existing alignment and 60m on re-
alignment or by-passes”.

The proposed project involves expansion of the existing 40 Km of NH-48 with an

ERoW < 40 m and hence does not attract the provisions of the EIA Notification, 2006
and its subsequent amendments.

However, the EIA/EMP report is being prepared as per the guidelines and generic
structure provided in the EIA Notification, 2006 and its subsequent amendments.
Further, the Environmental Impact Assessment (EIA) is being prepared as part of the
Detailed Project Report in order to identify the existing and anticipated impacts on the
environment and proposing suitable mitigation measures during construction and
operation phase along with essential management plan; thereby, minimizing the
impact on environment.

11.3 Project Description

The Project Road is 78Km long from Km 515.000 to Km 592.705 on NH-4 (NH-48)
from Belgaum to Karnataka/Maharashtra border near Kagal, in the state of Karnataka.
Out of total length the project stretch, the existing alignment passes through
Maharashtra for a short length of ~ 400m, now the Project is undertaken for up
gradation of existing 4 lane to 6 lane National Highway.

During NHAI & LA committee meetings, NHAI suggested to split the Project Road
into 2 packages considering the existing two toll plazas, cost of project, to attract
more competitiveness etc., for the purpose of Project Implementation.
Accordingly, the project road is divided in to two packages:
1. Construction of 6 laning from Belgaum to Sankeshwar Bypass from Km. 515+000
to Km. 555+017 of NH-48 in the state of Karnataka on Engineering, Procurement
& Construction (EPC) Mode under Bharatmala Pariyojana (Package-I).

STUP Consultants Pvt. Ltd., 453 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
2. Construction of 6 laning from Sankeshwar Bypass to MH-KNT Border from Km.
555+017 to Km. 592+853 of NH-48 in the state of Karnataka on Engineering,
Procurement & Construction (EPC) Mode under Bharatmala Pariyojana
(Package–II).

The following sections describes the details of Package-1 Section of NH-48 from
Design Ch.515+000 to Design Ch.555+017 (Existing Ch 515+000 i.e Belgaum -
Sankeshwar Bypass (upto End of Bypass towards Kagal). The Site of the Project
Road is a brown field alignment and passes through 17 Villages in 3 Taluks i.e
Belagavi, Hukkeri Taluks in Belgaum District, Karnataka State and 1 Village in
Gadhinglaj Taluk in Kolhapura District, Maharashtra State. Latitude and longitude of
the project corridor lies between 15°57'30.678"N, 74°30'51.636"E and
16°16'18.314"N, 74°27'37.787"E.
I. Details of existing project alignment
Starting point: Near Honaga 15°57'31.06" N,
74°30'51.18" E
Location of the project (CH 515+000
1 Ending point: Sankeshwar Bypass (upto End of
to CH 555+017)
Bypass towards Kagal) 16°16'18.314"N,
74°27'37.787"E.
2 Length of the alignment 40 Km
3 Width of the alignment 60 m
4 No. of grade separators 4
5 No. of Pedestrian Underpasses (PUPs) 7
6 No. of Vehicular Underpasses (VUPs) 3
No. of Cattle walk cum cart track
7 9
(CUPs)
8 No. of Minor bridges 5
9 No. of Major Bridges 4
10 No. of Major junctions 19
II. Environmental settings
 Ghataprabha River: CH: 529+700Km
11 Water bodies along alignment  Hiranyakeshi River: CH: 544+800 Km & CH:
551+900 Km
Northern Dry Zone, Dry climate with an average
12 Climate & Rainfall
annual rainfall of 770 mm
Mixed Land use: Open scrub and mixed jungle.
The Land use along the alignment included
Agricultural land, Human Settlements,
13 Type of land use
Commercial building and religious monuments.
Crops like Tobacco, Rice, Ragi, Maize, Jowar,
Cotton, Horse gram, green gram, Pigeon pea,

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
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Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
Banana, Papaya, Cucumber etc.,
Red loamy soils, gravelly lateritic soils and
14 Soil type
shallow to very deep black soils
Grevillea robusta, Alstonia scholaris,
Callistemon viminalis, Azadirachta indica,
Spathodea companulata, Terminalia arjuna,
15 Biological resources at the project site
Mangifera indica, Cocus nucifera etc.,
Avifauna- Brahminy kite, River tern, Pond heron,
Red vented bulbul etc.,
Protected Area/Wildlife Sancturies/
16 Nil
Eco-sensitive areas
The proposed Project alignment passes through
17 Reserve Forest the reserve forest Namely., Managutti RF,
Benkanholi RF, Sutkatti RF, Daddi RF.
17 Forest land required (ha) Nil
Maharashtra: About ~400m length of the
18 Interstate Boundary proposed alignment lies in the State of
Maharashtra towards the end point.

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

Figure 11-1: Map Showing the Proposed alignment

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

Figure 11-2: Google view of the proposed alignment

11.4 Role of Screening and Scope of EIA/EMP Studies

 Understanding the existing status of Physical, biological and socio-economic aspects

of the environment at the proposed alignment and area under influence.
 Identification, prediction and evaluation of impacts due to project activities on various
environmental components during the Construction and Operational phases of the
project.
 Providing Mitigation and adaptation measures and accordingly formulating
Environmental Management Plan (EMP).

11.5 Baseline Environmental Conditions

11.5.1 Land Use

Net sown area in the Belgaum district is 8,41,900 Hectares, which is 62% of the total
geographical area of 13,44,382 hectares of the district. About 31.4% of the ‘Net sown’
area i.e. 2,31,300 hectares is sown more than once. Major crops grown in the area are

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
jowar, maize, paddy, wheat, bajra, grams, tur, groundnut, sunflower, sugarcane,
cotton, tobacco etc. The district has total area of 13,433.00 Sq. Kms.

Land use pattern of the district Area

Geographical Area 1,344.382
Forest Area 190.424
Land under Non-Agricultural use 69.4
Net Sown Area 841.9
Permanent Pastures 24.8
Cultivable Waste land 12.8
Land under Misc. tree crops and groves 3.1
Barren and uncultivable land 44.3
Current fallows 159.6
Other fallows 7
11.5.2 Climate

The Belgaum district shows semi-arid climatic conditions, there is a distinct climatic
pattern summer season, Rainy season and winter season.

1. Summer season: The Summer season prevail between February to June

months. The rise in temperature varying from 36º-39º C.

2. Rainy Season: The South-West monsoon brings the district with heavy
showers, during the month of June, and continue up to October. Highest
rainfall 2134.6 mm is recorded in Khanapur taluka, the lowest 514 mm in
Raibag taluka.

3. Winter Season: The winter season start from October to February.

11.5.3 Physiography and geomorphology

Karnataka is situated on the western edge of the Deccan Peninsular region of India.
The Karnataka state is divided into four physiographic landforms – the Northern
Karnataka Plateau, the Central Karnataka Plateau, the Southern Karnataka Plateau and
the Coastal Karnataka Region. Belgaum falls under Northern Karnataka Plateau; the
area is mainly composed of the Deccan Trap. It represents an extensive deforested
plateau landscape. It has an elevation of 300 meters to 600 meters from the sea level.
The plateau slopes towards the east.

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11.5.4 Soil

The soils of Belgaum district can broadly be classified into red soils and black soils.
These soils in turn can be grouped into seven categories as given below, out of which
the first five cover large tracks of land while the last two are local in nature.

1. Shallow black soils: They are greyish to dark greyish-brown in colour, with
clayey texture. These soils have poor to moderate infiltration characteristics.

2. Medium black soils: These soils are predominantly derived from Deccan
traps and occupy large parts of the district. They are dark greyish-brown to very dark
greyish-brown with clayey texture.

3. Deep to Very deep black soils: These soils are dark greyish-brown to very
dark greyish-brown in colour and have clayey texture.

4. Mixed red and black soils: These soils occur in the northern parts of the
district. They are dark reddish-brown to dark greyish-brown in colour with silty-clay
to clayey-loam textures.

5. Red loamy soils: These soils occur as small strips in the valleys adjacent to
the Western Ghats. They are generally transported and are loamy to siltyloam in
texture.

6. Lateritic soils: are red in colour and occur as pockets. They occur at high-
levels as insitu in Deccan Trap terrain and at low-levels as transported in Malnad
region.

7. Alluvial soils: are developed over the alluvium deposited by the Krishna
River and its tributaries.

11.5.5 Drainage

The entire district falls in the Krishna river basin except small catchments of
Khanapur, Belgaum and Bailhongal taluks that fall in the catchments of Mahadayi and
Kalinadi rivers that flow towards the west. The river Krishna, along with its tributaries
Ghataprabha and Malaprabha are perennial and effluent in nature and flow in easterly
direction. The drainage density varies from 0.80 to 3.4km/sq.km.

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11.5.6 Geology

The Belgaum District belongs to the Northern Dry zone and Northern Transition
Zone. The annual rainfall ranges from 464.5 - 785.7 mm and about 52 % of the annual
rainfall is received during Rabi season. Belgaum is located at 15.87°N 74.5° E. It has
an average elevation of 751 meters (2463 feet). The city is situated in the north-
western parts of Karnataka and lies at the border of two states, Maharashtra and Goa
on the Western Ghats (50 km from the Goa state border) The elevation is between
450-900 m.

11.5.7 Seismic Zone

According to the new map, the state of Karnataka lies in Zones II and III. The coastal
district as well as the northern interior districts along the border with Maharashtra, lie
in Zone III.

11.6 Preliminary Site Visit

In view of the above, the preliminary site visit for proposed project alignment and
study area was carried out on 20.10.2020 by EHSCPL Team to existing roads,
intersection roads, toll plazas, Rivers, etc.

A. Flora observed in the Preliminary site visit: Tree species located between main
carriageway and service road along with tree species within ERoW is listed below.

Trees: Delonix regia, Dalbergia sisso, Eucalyptus, Tabebuia rosea, Militia pinnata,
Acacia nilotica, Muntingia calabura, Pongamia pinnata, Terminalia catappa,
Holoptelea integrifolia, Grevillea robusta, Alstonia scholaris, Callistemon viminalis,
Azadirachta indica, Spathodea companulata, Terminalia arjuna, Mangifera indica,
Bauhinia purpurea, Tectona grandis, Ficus racemosa, Syzygium cumini, Thespesia
populnea, Swietenia mahagoni, Lagerstroemia parviflora, Acacia auriculiformis, &
Peltophorum pterocarpum.

Herbs and shrubs: Senna auriculata, Ceasalpinea pulchurina, Tecoma stans,

Bougainvillea glabra, Ixora coccinia, Nerium oleander.

Avifauna: Brahminy kite, River tern, Pond heron, Red vented bulbul, Rock dove,
Common myna, White breasted kingfisher, Common crow etc.,

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According to the preliminary study approximately 200 to 300 trees per kilometer was
noticed. Further, about 367 trees were observed at CH-516 to CH-517, similarly about
202 trees were observed at CH-517 to CH-518, 352 trees were observed at CH-518 to
CH-519 and 155 trees were observed at CH-519 to CH-520. A total of 1,076 trees in
a stretch of 4 km was observed during the initial visit.

B. Land Use & Land Cover: The Land use along the alignment were Open scrub and
mixed jungle. The Land use along the alignment included Agricultural land, Human
Settlements, Commercial building and religious monuments. Crops like Tobacco,
Rice, Ragi, Maize, Jowar, Cotton, Horse gram, green gram, Pigeon pea, Banana,
Papaya, Cucumber etc., were observed. The project alignment passes through Reserve
Forests/ Protected Forests namely Managutti Reserve Forest, Benkanholi Reserve
Forest, Katabali Reserve Forest, saindi Halla Reserve Forest, Daddi Reserve Forest,
Islampura Reserve Forest, Kumbarikolla Reserve Forest, Halbhavi Reserve Forest,
Sutkatti Reserve Forest. (Figure 11.4)

C. River System: Rivers such as Ghataprabha River (Hidkal Dam) at CH:

529+700Km, Hiranyakeshi River at CH: 544+800 Km & CH: 551+900 Km (left-bank
tributary of the Ghataprabha River), along the alignment. (Figure 11.5)

D. Project alignment: The preliminary Site visit for the Proposed Project was carried
out throughout the alignment. The EHPC team came across Service roads, Reserve
forest, Human settlement, Bridges, Toll plaza and Water bodies. Above mentioned
detail Photographs (Figure 6) are shown below such as Service roads at Chainage
515+000 Km, Chainage 515+000 Km, Intersect to Rani Channamma University,
Service road, Karnataka Power Transmission Corporation Limited, Hukkeri District,
Belagavi, Bridge Over Hirenyakeshi River (CH: 544+800 Km), Existing Road,
Interaction with STUP Consultancy.

11.7 Detailed Scope of Work

Sl. No. Areas focused Scope of work

 Collection of weather monitoring data
 Selection of AAQM locations as per CPCB
guidelines
1 Ambient Air Quality  AAQM monitoring as per NAAQ standards -
2009, CPCB
 Interpretation of results as per AQI Index,
CPCB

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Sl. No. Areas focused Scope of work
 Impacts and Mitigation Measures

 Selection of Ambient Noise level monitoring

locations as per Protocol for Ambient Noise
Level Monitoring, CPCB
 Ambient Noise level monitoring
2 Ambient Noise Level
 Interpretation of results as per Noise
(Regulation and Control) rules - 2000, CPCB
 Identification of impacts and mitigation
measures

 Collection of the relevant data from the

reports and maps of Central Ground Water
Board (CGWB) Geological Survey of India
(GSI), other Institutions and Departments.
 Identification of Inter-related and Inter–
dependent key factors that play vital role in
the occurrence of ground water its quality and
3 Hydrology and Geology
potential.
 Identification of surface water resources in the
project area.
 Assess the ground water resource potential in
the project area.
 Identification of site-specific environmental
issues and mitigation measures and

 Identification of sampling locations

 Collection, preservation and Transportation of
samples as per CPCB guidelines
Surface and Ground water  Analysis of water samples as per BIS and
4
Quality APHA guidelines
 Interpretation of results as per CPCB and BIS
 Identification of impacts and mitigation
measures

 Identification of Soil types, status, crops and

cropping pattern in the study area
 Identification of soil sampling locations based
on geology and soil maps
 Collection and analysis of soil samples as per
manual of Food and Agricultural Organization
5 Soil characteristics
and Soil manual of Department of Agriculture
and co-operation, Ministry of Agriculture&
Farmers Welfare, GoI.
 Interpretation of results
 Identification of impacts and mitigation
measures
6 Land use assessment  Procurement of satellite imageries from

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Sl. No. Areas focused Scope of work
NRSC
 Processing of satellite imageries by using
ERDAS and Arc GIS and other analytical
tools for generation of land use and land cover
analysis of the study area
 Preparation of thematic maps
 Practical Manual for hands on
training/experiential learning released from
UAS, Bengaluru, AISS & LU and GSI.
 Identification of impacts and mitigation
measures

 Discussion with forest officials and local

people
 Tree enumeration all along the proposed
alignment.
 Identification of sampling locations
 Quadrate and line transect method for
collection of flora
 Transect method for collection of fauna and
point count method for collection of avi-fauna
7 Ecology and Biodiversity data
 Identification of Conservation status of flora
and fauna by using IUCN, BSI and wildlife
schedules
 Assessment of Phyto - sociological parameters
- frequency, density, species richness, species
diversity
 Interpretation of results
 Identification of impacts and mitigation
measures

 Delineation of Demographic profile, Literacy,

Occupation status, infrastructure facilities
available, health status, religion and caste,
cultural properties of the study area
8 Socio-economic studies  Use of PRA Technique i.e Questionnaire
survey and focal group discussions of PAPs
 Identification of structures all along the
proposed alignment
 Prediction of impacts on land acquisition

 Identification of risk and hazards associated

with the project activities during Construction
9 Risk Assessment and Operation phase.
 Identification of impacts and mitigation
measures
10 Impact identification and  Prediction of Impacts on Air quality by using

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Sl. No. Areas focused Scope of work
prediction computer programmed CALINE1.1.
 Prediction of Noise level by using dhwani pro
model.
 Evaluation of impacts by using World Bank
Screening method

11.8 Methodology

EIA is the study to predict the effect of a proposed activity/project on the

environment. A decision making tool, EIA compares various alternatives for a project
and seeks to identify the one which represents the best combination of economic and
environmental costs and benefits.

EIA systematically examines both beneficial and adverse consequences of the project
and ensures that these effects are taken into account during project design. It helps to
identify possible environmental effects of the proposed project, proposes measures to
mitigate adverse effects and predicts whether there will be significant adverse
environmental effects, even after the mitigation is implemented. By considering the
environmental effects of the project and their mitigation early in the project planning
cycle, environmental assessment has many benefits, such as protection of
environment, optimum utilization of resources and saving of time and cost of the
project. Benefits of integrating EIA have been observed in all stages of a project, from
exploration and planning, through construction, operations, decommissioning, and
beyond site closure.

Basic factors to be considered during EIA/EMP studies:

Road factors:

1. Land width available

2. Geometrics – Curvature, Gradient, and pavement width etc
3. Structural condition of road and road structures
Traffic factors:

1. Traffic volume- vehicles per day,

2. Traffic composition
3. Average speed of travel,
4. Time delays if any at railway crossings,

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5. Presence of road intersection – nos./km,
6. Access control,
7. Accidents – fatal and injury accidents per year
Secondary data for the project site and study area such as National standards and
codes of practice of Indian Roads Congress (IRC) and MoSRT&H particular to
environmental issues, Indian Meteorological Dept., Forest Dept., Census of India,
Central Ground Water Board, National Soil Survey and Land Use Board, Central
Pollution Control Board, Karnataka State Pollution Control Board, Dept. of Ecology
and Environment, ENVIS, etc will be collected for initial planning of site visit along
with a group of key experts and fixing of locations for carrying out Ambient air
Quality Monitoring, installation of meteorological station, Ambient noise level
monitoring, surface water and ground water sampling, hydrology and geology studies,
soil sampling, etc. Frequent site visits will be done by key functional area experts and
supporting staff for carrying out sampling, socio-economic survey, ecology and
biodiversity survey, land use studies, Remote sensing and GIS, Risk assessment
studies, Disaster Management, etc.,

1. Project Description

1. Project coverage, master plan, phasing and scope

2. Relevance of the project in the light of the existing development plans of the
region /state/Nation

3. Description of all alternative alignments considered avoiding the ethnic minorities

living in the proposed right-of-way. Details of structures proposed, road safety
measures in highways, traffic management, borrow area management, etc shall be
provided.

4. Procedures and criteria adopted for selection of the alignment of right of way,
alternative alignments considered, if any, details of land acquisition involved,
rehabilitation of villages/ Communities if any, proposed methods there of etc.

5. Overall suitability of the identified alignment and the proposed activity in the light
of the Existing environmental acts and serious deviations, if any.

2. Essential Maps to be provided

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1. Highway alignment plan with the help of latest available cloud free satellite
imagery of project alignment in 1:25,000 scale, and surrounding area covering 10
Km distance on either side of the proposed right of way showing the details of (i)
Protected Areas notified under the Wild Life (Protection) Act, 1972, (ii) Critically
polluted areas as identified by the Central Pollution Control Board from time to
time, (iii) Eco-sensitive areas as notified under section 3 of the E (P) Act, 1986,
and (iv) Inter-state boundaries and international boundaries

2. Alignment plan, with details such as nature of terrain (plain, rolling, hilly), details
of villages, tehsil, districts and states, latitude and longitude for important
locations falling on the alignment shall be submitted.

3. Baseline data collection locations/ stations.

The primary baseline data collection in the RoW and the area falling within 500
meters on the either side of the RoW along with secondary data collection within an
aerial distance of 15 km.

Ambient Air Quality monitoring: Preliminary site visit will be made by the FAE.
Site specific meteorological data will be collected for parameters such as Solar
Radiation (Watt / sq. m), Relative Humidity (%), Temperature (°C), Rainfall (mm),
Wind Direction (Deg), Wind Gust (km/hr), Wind Speed (km/hr) and Dew Point (°C)
by installing Micro-meteorological station at site. Ambient Air Quality Monitoring
Locations/Stations will be decided by the FAE (AQ) in consultation with FAE (AP)
and monitoring will be undertaken by Laboratory by considering the following
aspects:

Methodology Criteria Parameters to be monitored

Ambient Based on the earlier As per National Ambient Air
Air Quality meteorological data (wind Quality Standards, 2009
direction, wind speed and sources
of air pollution).
• Overall planning and network designing of complete ambient air quality
monitoring program will be carried through field planning.

• Principal factors governing the selection of locations of the sampling stations

depends on;

 Resources availability, physical access and security against loss and

tampering.
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 Air quality monitoring will be done in areas where pollution problem exists or
was expected i.e. mainly in

 Recommended Criteria for Siting Monitoring Stations as per: IS: 5182 (Part
14), 2000 will be followed.

 The stations will be selected at a place where interferences are not present or
anticipated.

 Height of the inlet will be maintained at 3 ± 0.5 m above the ground.

 The sampler will be kept more than 20 m away from trees.

 The sampling stations will be identified and located such that, it is away from
nearby major pollution sources.

• After the finalization of AAQM stations by Functional Area Expert (FAE)

recorded geographical coordinates will be communicated to Lab.

• Random checks will be carried out by the FAE during the AAQM in the study
period to ascertain the effectiveness of the work by the Lab.

• The methods adopted for analysis is as recommended in the NAAQS, 2009.

Ambient Noise Levels: Preliminary site visit will be made by the FAE. Preliminary
Ambient Noise Level Monitoring stations/locations will be demarcated by the FAE
(Noise) on Google map/Top sheet. Selection of sampling locations within the study
area will be based on areas covering Residential/Commercial/ Industrial or any other
important areas. For every one minute interval, the readings will be recorded
continuously for 24 hours (Day and Night) and Leq Day dB (A) and Leq Night dB (A)
will be calculated.

Geology, Minerals and Hydrology: Preliminary site visit will be made by the FAE.
Data on Geology and Minerals will be collected from the study area by the FAE.
Hydrogeological study through surveys will be carried out by FAE for inventory of
existing bore wells in the study area to examine geology, groundwater conditions,
depth to water levels, water table elevation, and water quality and drainage pattern.

Water Quality Sampling and Analysis: Preliminary site visit will be made by the
FAE. Water Quality Sampling locations (ground water and surface water) will be
demarcated by the FAE on Toposheet based on the Upstream & downstream of the

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study area, nearby probable effluent disposal sources from Industrial areas &
Households/Apartments, Accessibility to the sampling station with undisturbed flow
of water /stagnant water. Grab (surface and ground) water samples will be collected as
specified in sector specific manuals published by MoEF. Climate influenced physical
parameters such as Temperature, DO and pH will be recorded at site. Surface water
samples will be collected from well-mixed section of the lake 30 cm below the water
surface using weighted bottle. Ground water samples will be collected after running
the tube well for about 5 minutes. Adequate parameter wise preservatives will be
added to the samples and collected samples will be sent to the laboratory by
maintaining 4oC by preserving in Ice Box/Ice Pads through sample collection vehicle.
Separate sterilized bottles will be used for collection of water samples for microbial
analysis. The samples will be analyzed as per the test methods prescribed in
APHA/IS. The details of surface and ground water quality sampling criteria are
detailed below;

Biological Environment: Preliminary site visit will be made by the FAE. Biological
environment data (flora & fauna) will be collected by the through field surveys
covering different land uses within the study area. Stratified random sampling
methods will be adopted for selection of various ecological parameters to study flora
and fauna. All reserve forests, protected areas and ecologically sensitive areas will be
recorded within the study area during the study period.

A. Objectives

1. Collection of field data on flora and fauna using standard methods

2. Identify the forest types and species composition on the ground

3. Identifying non-timber forest products species

4. Identifying the medicinal plants

5. Collection and collation of secondary data through:

 Screening the literatures such as Botanical survey of India/IUCN records for

Plant species endemic/endangered status

 Screening the Wildlife schedules (I-IV) of MOEF and Zoological Survey of

India records to ascertain the faunal species conservation status of the region.

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 Screening of Forest/Wildlife Department management plan to understand the
past management practices.

6. Based on the baseline information and ecological setting suggest the plant species
specific to different land use patterns (industrial & residential types).

7. Preparation of Conservation of Schedule-I, RET and Endemic species,

Compensatory afforestation, greenbelt and agro-forestry plan for the region using
native species.

B. Field sampling

Field visits shall be conducted to all the land use categories coming within the project
area to document the plant and animal species. Information such as location, its
habitat and associated faunal species for each land use category is also collected along
with plant name. The ecology team will also record birds, butterflies, insects, reptiles
and other associated faunal species thriving in the region. The unidentified species on
the field will be collected and then will be identified using local flora and then
typified specimen will be cross checked with the herbarium repository of Botanical
Survey of India / IISc. etc. Quadrate, transect and point count method will be followed
for flora and fauna in the study area.

C. Aquatic life forms

Taking note of the topography and the prevailing riverine conditions, at the site and
connected strategic points, sampling stations for carrying-out the limnological and
Fisheries investigations were fixed.

D. Equipment’s used for Biodiversity Assessment

1. Measuring tape/rope to laid down the transect/quadrate

2. Binocular for birds observations
3. Camera for documenting flora and fauna
4. GPS to record the latitude and longitude of sampling location
5. Camera trap to record animal movements
6. Survey of India Toposheet and other drawings of core and buffer area
7. Compass to see the direction and lay the sampling point
8. Densiometer to know the canopy cover of forest

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9. Sampling bottles/vials and preservatives for sample collection
10. Plant press
11. Herbarium materials for plants
12. Nets, Baiting nets, etc.
E. Secondary data (Seasonality & timing)

The seasonality and timing for collection of data for herbs, climbers, shrubs and fauna
will be based on secondary data and discussion with the local people. Following
procedure will be carried out;

1. Extensive literature survey including review of Forest Working Plan, Wildlife

Management Plan, published literature, BSI, ZSI, ENVIS, FRLHT, IUCN Red
list, Wildlife (Protection)Act, 1972 schedules, MOEF&CC records and other
approved database related to ecology and biodiversity of the region will be
collected and accordingly seasonality and timing will be recorded.

2. Discussions will be held with Forest and Wildlife personnel to validate the
authenticity of secondary data and the availability of the species.

3. Consultations will be held with local community and NGO representatives to

ensure the availability of species in a particular season and the presence of its
habitat.

4. Actual field observations will be made to ensure the habitat availability for the
species in a particular season.

Socioeconomic Environment: Preliminary site visit will be made by the FAE. Socio-
Economic data will be collected by FAE (SE) through project specific questionnaires,
focal group discussions and stakeholder consultations with in the study area. The
selection of sampling villages / households will be decided after frequent site visits
and review of relevant documents such as census data and other secondary data
sources. The criteria for selection of each sampling unit will be decided based on the
socio-economic land use and its relevance in the project site.

A detailed social impact assessment will be prepared for the project.

A. Scoping visit to gain a good understanding of the proposed project.

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A scoping visit to the project site is the first step for a good understanding of the
Project. It helps to understand the social impacts of a project and its various
dimensions.

B. Refer and interact to have a good understanding of the project

Environmental impacts invariably lead to social, health and human right impacts.
Therefore, having a good understanding of the other studies being conducted and
ensuring integration and complementarily with them is necessary to ensure efficiency,
effectiveness and to reduce the burden on local communities.

C. Identify the preliminary ‘social area of influence’ of the project, beneficiary

communities and stakeholders likely to be impacted

Affected peoples include both ‘communities of place’ and ‘communities of interest’.

The location of affected people usually is the project impacted area and 5 to 10 k.m
radius, of the project sites, depending on the possible environmental impacts.

D. Prepare a community profile

Prepare a Community profile to gain a good understanding of the communities likely

to be affected which includes: (a) a thorough stakeholder analysis; (b) a discussion of
the socio-political setting; (c) an assessment of the needs, interests, values and
aspirations of the various subgroups of the affected communities including a gender
analysis; (d) an assessment of their impact history, i.e. their experience of past
projects and other historical events; (e) a discussion of trends happening in those
communities; (f) a discussion of the assets, strengths and weaknesses of the
communities; and (g) opinion of the stakeholders about the project and its impact .

E. R&R Action Plans

 R&R plan with data on the existing socio-economic status of the population in
the study area and broad plan for resettlement of the displaced population, site
for the resettlement colony and rehabilitation of the displaced people, civil and
housing amenities being offered, etc and the schedule of the implementation of
the project specific R&R Plan

 Details of budget provisions (capital & recurring) for the project specific R&R
Plan

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 Institutional arrangements for implementation of R&R

F. Approach & method for Socioeconomic Assessment

The management of the social issues of projects and therefore the full span of SIA
includes the following activities. However, these tasks are not done at the same time,
but depend on specific case and particular context.

F1. The tasks are as follows;

1. Liaise with the EMP team (and any other assessment teams) to ensure that the
social aspects of environmental and biodiversity impacts and the environmental
and biodiversity impacts of social changes are considered in the impact
assessments and management plans.

2. Compile a community profile (i.e. a description of the local social context)

3. Construct a social baseline relevant for decision-making and documenting social

changes (i.e. collect data for key social variables to document the pre-impact state)

4. Identify and implement changes to the project and undertake other actions to
mitigate social impacts

5. Quality of life index will be worked out.

6. Identify ways of enhancing the benefits of the project

7. Enhance local content and local procurement arrangements

8. Monitor social issues

9. Design and implement social investment actions

F2. Develop Socioeconomic Impact Management Plans

4. Identification of environmental impacts and quantification.

Due to the activities of the project, there will be potential impacts on the environment
of varying magnitude. Most of the impacts are likely to occur during the construction
phase of the project. Impacts will be assessed based on the information collected from
the primary and secondary data. Environmental screening method using World Bank
scoring system will be used for impact magnitude assessment.

5. Emergency Response Plan: Major hazards and mitigation measure shall be

delineated and shall be considered in OHS management towards safety in all respect
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due to multidiscipline activity. It also need extremely well coordination and sync in
activity under project leader. All contractors, team, stakeholders shall comely with
OHS policy prepared exclusively. It will be a duty of employer to get all employees
aware of hazards and risk they may be vulnerable and ensure that it to be his
conscious decision as being instrumental in part of project activity. Mock drill shall
also be planned to bring alertness as well as preparedness for the mishaps we have
considered all hazards and risk associated with projects. However, it can be checked
and stalled with OHS plan in place before and during execution. It should be specific
to this particular activity and shall be evaluated at regular interval during construction
as well as after construction. Post installation an offsite DMP shall be prepared in line
with district authority requirement and shall be approved.

6. Budget for Implementing Environmental Management Plan: The purpose of

the monitoring programme is to ensure that the objectives of the project are achieved
through the mitigation measures and result in desired benefits to environment and
local population of the region. To ensure the effective implementation of the EMP, it
is essential to carryout environment monitoring programmes.

7. Details about implementation agencies along with time frame.

EMP provides a delivery mechanism to address the adverse environmental impacts of

a project during its execution, to enhance project benefits, and to introduce standards
of good practice to be adopted for all project related work.

Integrated approach during project planning, design, construction and operation work
acts as a better tool for implementation of Environmental Management Plan. The
EMP measures include mitigation or enhancement measures as appropriate to the
nature of impacts and are explained in the following sections. These include:

 Administrative and technical set up for the Management of Environment.

 Summary matrix for EMP and budget provision for EMP during pre-
construction, construction and operation stage.

 Summary matrix of Environmental Monitoring during construction and

operation stage

 Safeguard/ mechanism to continue the assumptions/ field conditions made in

the EIA for arriving the site suitability.

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8. Additional studies:

 Natural resource conservation and optimization

 R&R action plans

 Road safety

11.9 Environmental Screening

Project Influence Area

Assessment of the baseline environmental status was made based on the primary
baseline data collection in the RoW and the area falling within 500 meters on the
either side of the RoW along with secondary data collection within an aerial distance
of 15 km. The baseline data was collected during October, 2020 to December, 2020.
Further, field inspection in the study area, primary and secondary data collection,
discussions of experts with Government officials and general public. The presented
status of baseline environment comprises of Physical environment, Land use
assessment of study area, Biological (Terrestrial) Environment, Aquatic Environment
and Socio – economic Environment.

Weightage / Ranking system:

Relevant environmental parameters with regard to physical, biological and socio-

cultural components of the environment was collected and analyzed. The identified
sub-parameters have been assigned weightages and each project corridor has been
assessed based on these evaluation criteria as per World Bank screening methodology.
The weightage and ranking system considered is as given below;

Table 11-1: Environment Screening Methodology - Natural Environment

(Scoring Criteria and Weightage)

Environmental Total
Scoring Criteria Score
Attribute Weight
Plains - 1
Topography 4 Rolling terrain - 2
Flood plains/coastal belt - 3
Hilly/mountainous terrain - 4
Vulnerability to Not prone at all - 1
natural hazards
4 Rare occurrence - 2
(such as floods,
cyclones, cloud Prone to natural disasters/risks - 3

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Environmental Total
Scoring Criteria Score
Attribute Weight
burst, landslide,
Highly prone to natural
subsidence, - 4
disasters (regular occurrence)
earthquake etc.)
Number (average) of water 5 or less 1
bodies per km (rivers, canals, 6 to 10 2
Surface water reservoirs, lakes and ponds) –
5 11 to 15 3
resources Crossings as well as water
bodies within 500 mts on either 16 to 20 4
side of the road 21 or more 5
2 or less 1
Over-topping and/or water
logging within 250 mts. on 3 to 4 2
Drainage Conditions 5 either side of the sub-project 5 to 6 3
road (average number of such 6 to 7 4
instances per km) 7 or more 5
Is ground water Yes* 4
Ground water
4 availability/extraction an issue
resources
in the sub-project blocks? No 0
Within 50
1
km
50 to 100
2
Materials km
4 Availability of stone quarries
Availability 100 to 200
3
km
More than
4
200 km
Not at all 1
To some
Is soil erosion an issue in/along 2
Soil Erosion 4 extent
the sub-project road?
Critical 3
Very critical 4
Total 30
Table 11-2: Environment Screening Methodology - Biological Environment
(Scoring Criteria and Weightage)

Environmental Total
Scoring Criteria Score
Attribute Weight
Designated Presence of designated Yes 10
protected area protected areas within 15 km No
10 from the proposed sub
project location boundary 0

Wildlife habitats Occurrence outside the Within 5 km 6

6
(including birds, designated protected areas 5 to 10 km 4

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Environmental Total
Scoring Criteria Score
Attribute Weight
aquatic species from the proposed sub 10 km or more
project location boundary 2

Migratory route / Within 5 kames from the Yes 6

crossing of wild proposed sub project location
No
animals and birds 6 boundary
(outside designated 0
protected areas)
Reserve Forests Presence within 500 m from Yes 5
(RFs) 5 the proposed sub project
No 0
Protected or other Length of forest along the < 5km 1
Forests road with in 250 mts 5 to 10km 2
5 10 to 15 km 3
15 to 20 km 4
20 km more 5
Green Tunnel Length of green Tunnel 2 km or less 1
within 30 mts (on either side) 2 to 5 km 2
4 along the road 5 to 10 km 3
10 km or more 4
Tree in the ROW Number of trees likely to be Up to 1000 1
affected 1000 to 2000 2
4
2000 to 4000 3
> 4000 4
Total 40
Table 11-3: Environment Screening Methodology - Socio- Economic
Environment (Scoring Criteria and Weightage)

Environmental Total
Scoring Criteria Score
Attribute Weight
Settlement Total length of settlement 10 km or less 1
(both town and villages 10 to 20 km 2
5 abutting the road corridors 20 to 30 km 3
30 to 40 km 4
> 40 km 5
Drinking water Total number of drinking 10 or less 1
sources water sources (wells, hand
11 to 20 2
pumps, community water
4
ponds, /taps etc.) within the 21 to 30 3
ROW
31 or more 4
Sensitive Receptors Number of sensitive 10 or less 1
5 receptors with in 50 mts on
11 to 20 2
either of the alignment such

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Environmental Total
Scoring Criteria Score
Attribute Weight
as (educational and health 21 to 30 3
facilities)
31 to 40 4
> 41 5
Religious Structures Number (total) of religious 10 or less 1
structures (Temple, shrine,
11 to 20 2
mosques, church, gurudwara)
4
with in ROW 21 to 30 3
> 31 4
Cultural Properties Number (total) of cultural 5 or less 1
properties (protected / un 6 to 10 2
protected archaeological
4 11 to 15 3
monuments) with in 500 mts
from the alignment 16 to 20 4
21 or more 5
Market place Number (total) of weekly 5 or less 1
market places / hats, grain 6 to 10 2
4 fruits/ vegetable/ fish/ cattle 11 to 15 3
market
> 15 4
Common Property Number (total) of CPRs 5 or less 1
resources (CPR) (pastures/ gauchar land,
4 seating area of the 6 to 10 2
community, cremation / 11 to 15 3
burial ground,) within / along > 15
4
ROW
Total 30

Based on score obtained by various environmental attributes the impacts will be

categorized in to the following categories. The criteria of categorization considered
are as follows;

Table 11-4: Categorization of Environmental Impacts

Sl. No. Impact Category Score Limit

1 Low < 30%
2 Medium 30 – 50 %
3 High 50 - 80 %
4 Very High > 80 %

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11.10 Applicability of Various Legislations

Sl. No Name of the Act/Rule Applicability

A. Pollution
The Air (Prevention and Control
The construction activities involves establishment
1 of Pollution) Act, 1981 &
of hot mix plants for the project which is
KSPCB Categorization
categorized as ‘Orange’ for which Consent has to
The Water (Prevention and
2 be obtained from KSPCB.
Control of Pollution) Act, 1974
 As per Clause 3(3), the State Government
shall take measures for abatement of noise
including noise emanating from vehicular
movements, (blowing of horns, bursting of
sound emitting fire crackers, use of loud
speakers or public address system and sound
producing instruments) and ensure that the
The Noise Pollution (Regulation existing noise levels do not exceed the
3 and Control) Rules, 2000 & its standards specified under these rules.
amendments  Similarly, as per Clause 5A, sound emitting
construction equipment’s shall not be used or
operated during night time in residential areas
and silence zones. While entrusting the
Contractors for the project construction
activities, provisions of this act shall be made
mandatory in the bid document to control
noise pollution.

 As per Clauses 12(4), 12(6) and 12(7), the

import and export of hazardous and other
wastes (Bituminous material-asphalt waste,
tar) may be allowed to users with the
permission from KSPCB. Hazardous waste
Hazardous and Other Wastes
Authorization has to be obtained from
(Management, Handling and
4 KSPCB.
Transboundary Movement)
Rules, 2016  Temporary DG sets will be used during
construction phase. Used Oil needs to be
handled scientifically and disposed to KSPCB
Authorized reprocessors. For this, Hazardous
waste Authorization to be obtained from
KSPCB.

 As per Clause 4(a), the waste generated shall

be categorized into three streams:
biodegradable, non-biodegradable & domestic
Solid Waste Management Rules, hazardous waste.
5
2016  As per Clause 4(c), the construction waste
generated shall be stored separately and
dispose them as per the C&D waste
Management Rules, 2016.
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Sl. No Name of the Act/Rule Applicability
 As per Clause 4(3), all waste generators shall
pay user fee for solid waste management as
per the bye-laws of the local bodies.
The waste generated from the labour camps and
construction activities/site will be segregated and
disposed off to the KSPCB authorized
recyclers/collectors.
As per Clause 190(2), any person who drives or
causes or allows to be driven, in any public place
a motor vehicle shall not violate the standards
prescribed in relation to road safety, control of
Central Motor Vehicles Act,
6 noise and air pollution. While entrusting the
1988
Contractors for the project construction activities,
provisions of this act shall be made mandatory in
the bid document control vehicular air & noise
pollution.
Critically Polluted Areas There are no notified Critically Polluted areas
7 notified by Central Pollution located along the project alignment & study area
Control Board (CPCB) and hence is not applicable.
B. Forest & Wildlife
The Forest (Conservation) Act, The project alignment does not pass Notified
8 1980 & MOEF&CC OM dt: Forest area; Hence the provision of this act is not
20.03.2013 applicable.
The project alignment does not pass along any
notified protected areas such as National parks,
The Wildlife (Protection) Act,
9 Wildlife Sanctuaries, Conservation Reserves, etc
1972
and hence the provisions of this act is not
applicable.
The project involves removal of tree species
located within the project ERoW. As per the
Clause 8 (3)-(vii) of the rules, if the number of
tree felling is more than 50 that are necessitated
The Karnataka Preservation of for any public purpose like road widening,
10
Trees Act, 1976 construction of road, canal, tanks, buildings etc.,
permission is issued after issue of public notice to
invite objections from the public and the same is
considered by the Tree Officer of Karnataka
Forest Department.
C. Wetlands/Lakes
As per this Rules, conversion of wetlands for
non-wetland uses including any kind of
encroachments are prohibited. The Existing road
Wetlands (Conservation and is already in an operation phase, the proposed
11
Management) Rules, 2017 project comprises of flyovers, bridges. The
proposed project involves only expansion from 4
lane to 6 lane and does not cross any wetlands
and only selected area is engaged in extension of

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Sl. No Name of the Act/Rule Applicability
the road. Hence, the provisions of this rules are
not applicable.
As per Clause 14(6) of the Act, 2014,
construction of roads, bridges and likewise other
structures within the lake area including the tank
The Karnataka Lake
bund are prohibited. The proposed project
12 Conservation and Development
involves only expansion from 4 lane to 6 lane;
Authority Act, 2014
however, disturbance near Lake bed will be
avoided thus the provision of this act is not
applicable.
The act specifies about ‘equitable benefit sharing’
and hence the trees proposed on either side the
13 Biological Diversity Act, 2002
road may be useful under PBR. Hence, this will
be included.
D. Socio-Economics
The Land Acquisition Act, 1894 has been
replaced with RFCTLA&RR Act, 2013 which is
applicable for all projects throughout the country.
The same has been referred in line with IRC SP
The Right to Fair Compensation
93 2017
and Transparency in Land
14 The proposed project involves acquisition of land
Acquisition, Rehabilitation and
and demolition of structures within the ERoW.
Resettlement Act, 2013
The provisions of the Right to Fair Compensation
and Transparency in Land Acquisition,
Rehabilitation and Resettlement Act, 2013 shall
be applicable to this effect.
As per Clause 19(1), no construction activities
such as any building within the protected area or
carry on any mining, quarrying, excavating,
blasting or any operation of a like nature in such
area, or utilize such area or any part thereof in
any other manner shall be carried out without the
The Ancient Monuments and permission of the Central Government. In such
15 Archaeological Sites and cases, prior permission shall be sought from the
Remains Act, 1958 Central Government. Belgaum fort, kamal basti
& safa masjid are located at a distance of 11 km
from the proposed alignment and no construction
activities are proposed in or around the
monuments/archaeological sites. Therefore, the
provisions of this Act are not applicable to the
project.

E. Construction
The mining act notifies safe mining activities.
Sand, minerals and construction materials
16 The Mining Act, 1952 required for construction activities shall be
procured from Government authorized approved
quarry sites.

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Sl. No Name of the Act/Rule Applicability
Chapter VI of this act aims at benefitting the
labourers/workers w.r.t. wages, working hours,
The Building and Other
drinking water facilities, toilet facilities,
Construction Workers
accommodation, crèches, first aid/medical
17 (Regulation of Employment and
facilities, etc. While entrusting the Contractors
Conditions of Service) Act,
for the project construction activities, provisions
1996
of this act shall be made mandatory in the bid
document.
As per Clause 6 & 7, no person shall
manufacture, import, export, transport, possess
for sale or use an explosive without prior
The Explosives Act, 1884 and
18 permission. Blasting activities during the
the Explosives Rules, 2008
construction phase may require use of explosives.
Necessary permissions from the Competent
Authority under the act will be obtained.
As per Clause 4(1), every waste generator shall
be responsible for collection, segregation of
concrete, soil and others and storage of
construction and demolition waste generated, as
Construction and Demolition directed or notified by the concerned local
19
Waste Management Rules, 2016 authority in accordance with these rules. All the
C&D wastes shall be segregated, stored and
disposed off as per the rules. The project requires
demolition of structures. Hence, provisions of this
notification are applicable.
Jindal Thermal Power Plants (Sakhar mohalla,
Maharashtra) located within a distance of 143
km, Thermal Power Plants (Bhalwni,
Maharashtra) Plants located within a distance of
154 Km & Bellary Thermal power plant station
Fly ash Notification, 2009 and
20 located within a distance of 251 Km from the
its subsequent amendments
proposed alignment. Therefore, as per the
directions of MOEF&CC, fly ash will be
procured from these Thermal Power Plants for
construction purposes by engaging MoU with
Energy Dept., GoK.
As per Clause 6 and 7, the stone crushers shall
not be established outside the safer zone and the
license for Govt. projects may be granted on
fulfilling the provisions of Air (Prevention and
The Karnataka Regulation of Control of pollution) Act, 1981 and
21
Stone crushers Act, 2011 Environmental Protection Act, 1986 and
subsequent rules. Necessary permissions shall be
obtained from the competent authority for
establishing stone crushers and stone crushing
activities.

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11.11 Administrative Framework

The objective of this framework is to understand the role of various agencies in

environmental management, with specific reference to the present project.

The present Project has been proposed by the NHAI, established as an authority, as
part of the Ministry of Road Transport and Highways (MORT&H), Government of
India.

The National Highways Authority of India (NHAI)

The mandate for the planning, design, implementation and maintenance of the
30,000km National Highway network in India rests with the Ministry of Road
Transport and Highways (MORT&H), Government of India.

To plan and implement projects on a fast track and to expedite the improvements of
the important National Highways, the Government of India has established the
National Highways Authority of India (NHAI). Ministry of Road Transport &
Highways, Government of India has decided to take up various National Highway
Corridors for augmentation of capacity for safe and efficient movement of traffic by
strengthening and upgrading to required width. National Highways Authority of India
(NHAI) has been entrusted to implement the development Projects for these selected
stretches/ corridors either through public-private partnership (PPP) basis or its own
budgetary sources or financial aid from ADB or World Bank etc.

Project Implementation Unit (PIU)

These are separate NHAI units established at the project locations for each of the
project packages, with a Project Director (PD) as its head. The Project Director is
assisted on all technical issues by three managers, which include a manager
(technical), a manager (Environment) and a manager (R&R). This PlUs would play a
key role in implementation of the project including the overall control of construction
activities and implementation of contracts. The various Project Directors, in turn
report to the General Manager, who is responsible for the co-ordination of the project
preparation activities of the various project packages.

The review of the preparation of the Environmental assessments for the project and
ensuring the effective implementation of the Environmental Management Plan will be

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carried out by the Environment Manager at the PIU, in due consultation with the
environmental unit at the Corporate Office.

The project preparation, the designs and the estimates have duly incorporated the
relevant environmental concerns as reflected in this document as well as the
individual EIA reports and the EMPs prepared for the package. It is reasonably
expected, on the strength of these documents that these provisions will be enforced
and that the PIU and the Construction Supervision Consultants working under the
direction of NHAI will have the commitment and the necessary resources to do so.

Environmental and Social Development Unit

To assess advice and monitor the environmental performance of the various projects
being planned, designed and implemented by the NHAI, an Environmental and Social
Development Unit (ESDU) has been established at the Corporate Office of the NHAI.
The Environmental Unit is headed by the General Manager (Environment), and is
assisted by Dy. General Manager (Environment) along with two managers - one each
for the Environmental and Resettlement aspects. For land acquisition, a separate
general manager looks into it.

The Environmental and Social Development Unit is responsible for the co-ordination
of the environmental and social issues of the various project packages and shall work
in close interaction with the environmental managers at the various PlUs.

Construction Supervision Consultants (CSC)

The supervision consultant will assume the powers and responsibilities of the
Engineer for the project road and assist the PIU in implementation of the project. It is
expected that the supervision consultant will have the necessary capability to
supervise the implementation of the environmental measures proposed in the EMP.
The CSC is expected to have the in-house capacity to advise on and supervise the
implementation of the EMP including making the decisions regarding applicability of
enhancement design options and any modifications, if needed, the appropriate
landscape section to be applied etc. For this purpose, it is expected that the CSC will
employ a full time Environmental Specialist.

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Contractors

The Contractor too will have to employ Environmental Engineer/s. Their duty will
include the proper construction and maintenance of the facilities for the labour camps,
the measurement and verification of quantities for environmental enhancement,
ensuring that proper environmental safeguards are being maintained at borrow sites
and quarries from which the contractor procures material for construction. They will
also have to prepare the bills of quantities for the work carried out for enhancement.
In addition, they will have to ensure that proper facilities are available for the
monitoring of ambient air quality and collection of water and soil samples as provided
for in the environmental monitoring plan.

Ministry of Environment & Forests

The Ministry of Environment & Forests (MoEF) is the nodal agency in India to plan,
promote, co-ordinate and oversee the implementation of environmental and forestry
programmes. Principal activities undertaken by the Ministry of Environment &
Forests consist of conservation & survey of flora, fauna, forests and wildlife,
prevention & control of pollution, afforestation & regeneration of degraded areas and
protection of environment, in the frame work of legislations. All the activities of the
proposed Project including its execution and operation will have to comply with the
present environmental regulations by MoEF and their amendments from time to time.

Central and State Pollution Control Boards

Central Pollution Control Board (CPCB) is a statutory authority attached to the MoEF
and located in New Delhi. The main responsibilities of CPCB include inter alia the
following.

• Plan and implement water and air pollution control programs;

• Advise the Central Government on water and air pollution control programs;

• Set air and water standards; and

• Co-ordinate with the State Pollution Control Boards.

Karnataka State Pollution Control Board (KSPCB) is the regulatory body in the state
of Karnataka to enforce various environmental legislations of the Government of

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India. While regulatory powers are delegated to KSPCB from CPCB, more
specifically, the functions of the board are listed below.

• To plan a comprehensive programme for the prevention, control or abatement of

pollution of streams and wells in the State and to secure the execution

• To collect and disseminate information relating to water pollution, air pollution

and the prevention, control or abatement

• To advise the State Government on any matter concerning the prevention, control
or abatement of water pollution and air pollution etc.,

• To plan a comprehensive programme for the prevention, control or abatement of

air pollution and to secure the execution thereof;

• To perform such other functions as may be prescribed or may, from time to time,
be entrusted to it by the Central Board or the State Government.

11.12 Guidelines for Pollution Control

Various guidelines and protocols are available for best environmental management
practices to be implemented during project construction, operation and maintenance
phases of the project. The contractor and the NHAI shall refer these guidelines while
implementation of the project during its life cycle.

Table 11-5: List of guideline manuals for pollution control

Sl. Publication
Name Document code
no. Agency
1 Code of practice for road signs IRC:67- 2010 IRC
2 Environmental Codes of Practice 2010 NRRDA
Environmental guidelines for rails/roads/highway
3 1989 MoEF&CC
projects
Environmental Impact Assessment Guidance manual
4 2010 MoEF&CC
for highways
S.O.1533(E) dated
5 Environmental Impact Assessment Notification MoEF&CC
14.09.2006
Guide to laboratory establishment for plant ISBN 978-92-5-
6 FAO and GOI
nutrient analysis 105981-4
Guideline for requirements for Environmental
7 IRC: 93-2001 IRC
Clearance for road projects
PROBES/75/1999-
8 Guidelines for Developing Green belts CPCB
2000
Guidelines for Environmental Impact Assessment of
9 IRC: 104-1988 IRC
Highway Projects

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Sl. Publication
Name Document code
no. Agency
NAAQMS/36/2012-
10 Guidelines for monitoring of AAQM CPCB
13
Guidelines For National Green Highways Policy 2015
for Plantation, Transplantation, Landscaping,
11 Policy-2015 NHAI, MoRTH
Beautification and Maintenance Activities Along
National Highways
12 Guidelines for Pedestrian Facilities IRC: 103-1988 IRC
Guidelines for Surface and Water Sampling and
13 IS 10500 : 2012 BIS/APHA
Analysis
14 Guidelines for use of Fly Ash in Road Embankments IRC: SP: 58-2001 IRC
Guidelines on bulk bitumen transportation and storage
15 IRC: SP: 39 IRC
equipment
16 Guidelines on preparation and implementation of EMP IRC: SP: 108-2015 IRC
17 Guidelines on Road Drainage IRC: SP: 42-1994 IRC
18 Guidelines on Safety in Road Construction Zones IRC: SP: 55:2001 IRC
19 Handbook on Environmental procedures and guidelines 1994 MoEF&CC
20 Highway Safety Code IRC: SP: 44-1996 IRC
21 Manual on landscaping of roads IRC: SP: 21 – 2009 IRC
Methodology for estimating carbon footprint of road ISBN 978-92-9092-
22 ADB
projects 028-1
Proceedings of International Seminar on sustainable 8.10.2001
23 IRC
development in Road Transport
24 Protocol for Ambient Level Noise Monitoring July, 2015 CPCB
Recommended practice for Borrow pits for Road
25 IRC: 10-1961 IRC
Embankments constructed by Manual operation
Recommended practice for treatment of embankment
26 IRC: 36 – 1974 IRC
slopes for erosion control
Recommended practice for use and upkeep of
27 equipment, tools and appliances for bituminous IRC: 72-1978 IRC
pavement construction
Report containing recommendations of the IRC IRC: SP: 27-1984
28 IRC
regional workshops on Highway Safety
Right to Fair Compensation and Transparency in Land
ACT No. 30 of
29 Acquisition, Rehabilitation and Resettlement Act and GoI and GoK
2013
Rules
30 Road accident Forms IRC: 53-1982 IRC
31 Road safety for children IRC: SP:32 – 1988 IRC
11.13 Baseline Data Collection

Baseline data collection for the proposed Project was carried out on 5th, 6th of
November 2020 for Ambient Air Quality Monitoring, Noise level Monitoring, Surface
water Sampling, Ground water Sampling, Soil Sampling. The details for the Baseline
data collection is given below.

STUP Consultants Pvt. Ltd., 486 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
Sl.
Particulars Parameters Name of the Locations
No.
Particulate Matter10 (PM 10) 1. Starting point near Honaga Village
Ambient Air Particulate Matter2.5 (PM 2.5) @CH 515+000 km
Quality Sulphur dioxide (S02) 2. Sutkatti RF @CH 526+700 km
1
Monitoring Nitrogen Dioxide (NO2) 3. Near Sankeshwar Village @CH
(24 hrs) Lead (Pb), Carbon Monoxide, 549+800 km
Ammonia (NH3)
1. Benoli Village
2. Kittur Rani Chennamma Zoo
3. Maratha Mandal Engineering
Noise level College
2 Measuremen Leq (Day) & Leq (Night) 4. Sutkatti RF
t (24 hrs) 5. Narsingapur Village in Benkanholi
RF
6. Near Ullagaddi Khanapur
7. Near Sankeshwar Village
Physical parameters
pH, Temperature, Electrical
Conductivity, TDS
Chemical parameters
Ground
Alkalinity, Hardness, NO2, PO4, 1. Honaga Village
Water
Cl, SO4, Na, K, Ca, Mg, Fluoride, 2. Vantmuri Village
Quality
3 Silica, Oil & grease, Phenolic 3. Thana Hattargi Village
Analysis
compounds, residual sodium 4. Sankeshwar
(grab
carbonate, Carbonates and
sampling)
Bicarbonates
Heavy Metals
Pb, As, Hg, Cd, Cr-6, Total Cr,
Cu, Zn, Fe
Physical parameters
pH, Temperature, Electrical
Conductivity, TSS, TDS,
Turbidity
Chemical parameters
Alkalinity, Hardness, DO, BOD,
Surface 1. Markandeya River
COD, NO2, NO3, PO4, Cl, SO4,
Water 2. Bhutramhatti lake
Na, K, Ca, Mg, Fluoride, Silica,
Quality 3. Ghataprabha River
4 Oil & grease, Phenolic
Analysis 4. Terani Dam
compounds, residual sodium
(grab 5. Hiranyakeshi River
carbonate, Carbonates and
sampling)
Bicarbonates
Bacteriological parameter
MPN/100ml, Total Coliform
Heavy Metals
Pb, As, Hg, Cd, Cr-6, Total Cr,
Cu, Zn, Fe

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Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
Sl.
Particulars Parameters Name of the Locations
No.
Physical Parameters
Texture, Porosity, Bulk Density
and Water Holding capacity,
Moisture content, Permeability
Chemical parameters
1. Benoli Village
pH, Electrical Conductivity, Mg,
2. Halbhavi RF
Ca, Total Alkalinity, Cl, Na, P,
Soil Quality 3. Benakoli RF
5 Organic Carbon, Available
Analysis 4. Ulagaddi Khanapur
Potassium, Available Phosphorus,
5. Sankeshwar
SAR, Nitrogen, Nitrates, Nitrites,
salinity, Zn, Boron, Lead, Mn, Pb,
Nickel, Barium, Copper,
Hexavalent Chromium, Cadmium,
Mercury, Cation exchange
capacity

11.14 Anticipated Impacts and Mitigation Measures

Anticipated Impacts on Air Environment

Site Preparation:

 Emission of dust due to site clearance and excavation activities

 Emission of dust and exhaust gases due to use of heavy vehicles and machinery
etc.
Construction phase:
 Mixing of road materials
 Operation of hot mix plants, concrete batching plants and asphalt mixing plants.
 Operation of hot mix plants leads to the emission of high levels of SO2, HC and
hydrocarbons.
 During the heating process of bitumen production, volatile toxic gases are
released.
 Handling and storage of aggregates at the asphalt plants
 Construction and allied activities including blasting
 Operation of DG sets
 Dust emissions may cause reduction in growth rate, deposition of dust on leaves,
photosynthetic activity, necrosis, leaf curling, abscission, etc., in the plants.
 Continuous exposure to dust emissions may cause respiratory disorders, eye
irritation, cough, chest pain, infections, etc., in human
Operation phase:
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Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
 During operational phase of the project, air pollution is due to the movement of
vehicles on the road are mainly confined from diesel powered heavy vehicles.

 PM emission due to dust on the road and also from vehicular emissions will
impact the air quality of the area.

Mitigation measures

Site Preparation:

 Vehicles used for transportation of construction materials on public roadways will

be provided with a cover, or the materials will be sufficiently wetted and loaded
onto the trucks by providing at least one foot of freeboard.

 Periodic maintenance of all vehicles, equipment’s and machineries used for

construction shall be done to ensure that the emissions levels are as per norms of
CPCB.

Construction phase

 During unloading activities, the height from which building materials will be
dropped shall be controlled to a minimum height of at least 3ft to contain the
fugitive dust generation.

 DG sets will be engaged in the construction site will be equipped with suitable
stack height.

 All the DG sets to be used during the construction will comply as per CPCB
guidelines.

 As per KSPCB Guidelines, the hot-mix plants with dust extraction unit will be
installed in downwind direction from nearby settlement and located at least 500 m
from the nearest habitation.

 Water will be sprinkled 3 times a day in the line and earth mixing sites, asphalt
mixing site and service roads. In filling subgrade, water spraying is needed to
solidity the material. After the impacting, water will be sprayed regularly to
prevent dust.

 It will be ensured that the human settlements will be 500 m away from the
downward wind direction of asphalt mixing plant.

STUP Consultants Pvt. Ltd., 489 NHAI

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Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
 About 20 feet high barricades will be used on either side of the RoW and around
the construction site to suppress the dust.

 Green Mesh will be used to cover debris where ever excavated muck are dumped
& demolition activities are carried, to suppress fugitive dust emission.

 The unpaved surfaces used for haulage of borrow materials will be maintained
dust free through sprinkling of water twice a day during the period of use.

 Use of Personal Protective Equipment’s (PPE) for all the labor.

Operation phase:

 The air quality shall improve due to the plantation activity carried out in the ROW
during the end of construction phase.

 Bharat stage VI norms will be imposed along with other measures such as the
reduction of vehicular emissions, ensuring vehicular maintenance, etc.

Anticipated Impact on Noise Environment

Site Preparation:

 Movement of vehicles and heavy machineries

 Establishment of labour camps, onsite offices, stock yards, etc

Construction phase:

 Construction activities including operation of machineries devices for breaking

concrete, earth-moving machines, pile drivers, pneumatically driven devices and
combustion engines.

 Construction noise sources include pneumatic hammers, air compressors,

bulldozers, loaders, dump trucks (and their back-up signals), and pavement
breakers

 Noise pollution during pre-construction and construction phase may cause

discomfort and health issues such as headaches, irritation, angst, etc to the
labourers and residential areas located within 500 m from the proposed alignment.

 Operation of DG sets at the construction site will create noise pollution (200m
radius) and will induce vibration effects.

Operation phase:
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Bharatmala Pariyojana (Package-I) Final Feasibility Report
 Increase in movement of vehicles/traffic may cause noise pollution.

 Noise pollution from movement of vehicles may affect the residents/sensitive

receptors located near alignment.

Mitigation measures

Site clearance

 Installation of Silent Zone boards at all places where-ever human activities are
noticed. Proper training to labourers in handling various equipment’s, tools and
other related items will be provided.

 Rubber beadings and proper support to the ground with thick blankets of rubber
mats are preferred to minimize the impact of vibration due to utilization of heavy
equipment’s.

Construction phase

 Hot mix plants will be installed as per the guidelines of KSPCB (preferably on
wastelands). High noise producing generators such as concrete mixers, generators,
graders, etc. will be provided with noise shields.

 Controlled blasting method will be deployed which reduces increased noise levels
and also reduces vibrations effect, including erection of tall barricades (40ft
height) around construction spots.

 Blasting activities will be carried out as per the Explosives Act, 1884 and the
Explosives Rules, 2008.

 Noise standards will be strictly imposed for all construction vehicles. All
construction equipment’s will conform to noise levels of less than 90dB (A).
Silencers and mufflers will be used to minimize the noise levels during
construction phase.

 Ear plugs must be provided to all employees and laborers while working,
irrespective of the noise levels as protection, to receive the noise and as well as
exposure of the same for a longer period.

 Workers will be provided with earplugs, helmets along with periodic health
check-ups

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
Operation phase:

 Noise barriers will be installed all along the project road in a phase wise manner.

 Green belt development and avenue plantation also forms an effective sound
barrier during the operation stage.

Anticipated Impact on Water Environment

Site Clearance & Construction Phase:

 During Construction and pre-construction activities such as site Clearing, grading,

levelling, removal of vegetation/trees along the alignment, excavation, cutting and
filling works, stock piling of materials etc., as a results dust, soil particle
accumulate the surface of the water.

 The surface run-off will carry the sediments and results in the sedimentation of
nearby water bodies and affects the capacity of the water body and in turn creates
turbid condition affecting phytoplankton’s/zooplankton’s survival due to poor
sunlight penetration and reduced inherited quality of water quality of the
lake/drain.

Operation phase:

 Improper drainage arrangements create water stagnation on the surface of the

road.

Mitigation measures

Site Clearance & Construction Phase:

 In lake bed areas, pre-cast construction technique will be used to avoid pollution.

 Construction activities/works will be avoided during monsoon period/rainy days

located near to lakes/natural drains/nala.

 Erection of barricades and water sprinkling shall minimize the deposition of dust
on the waterbodies thereby reducing the impact on avifauna and aquatic biota.

Operation phase:

 Proper drainage system will be designed along the alignment.

STUP Consultants Pvt. Ltd., 492 NHAI

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Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
Anticipated Impact on Soil Environment

Site Clearance & Construction Phase:

 Removal of trees and vegetation & earth works including quarrying leads to
erosion and loss of top soil.

 Vehicle, machine operation & maintenance cause contamination by fuel &

lubricants compaction. These conditions lead to low soil fertility, which in turns
implies low agricultural productivity and reduce source of livelihood in the
affected cropped areas around 500 m along the alignment.

 Utilization of scarified bitumen used oil and diesel spills, Emulsion sprayer and
laying of hot mix, Production of hot mix and rejected materials in the construction
site causes hydrocarbon contamination leading to reduction of soil fertility.

 Sanitation & waste (labor camps) causes contamination from wastes. Discharge of
sewage from the labor camps will leads to modification in biological, chemical,
and physical properties of the soil. This will consequently affect the dynamics of
microbiota, organic matter decomposition, nutrient cycling, physical structure of
the soil, and pest and plant disease severity.

Operation phase:

 Accidental vehicle spills lead to soil pollution.

Mitigation measures

Site Clearance & Construction Phase:

 Turfing of road embankment slopes.

 To avoid spillage of fuel and lubricants, the vehicles and equipment will be
properly maintained and repaired. Maintenance will be carried out on impervious
platforms with spill collection provisions.

 Non reusable bituminous wastes will be dumped in 30cm thick clay lined pits with
the top 30cm layer covered with fertile soil for supporting vegetation growth.

 Sewage generated from the labor camps will be treated in mobile STP of requisite
capacity and the treated water will be reused for dust suppression activities around
the peak construction area. Hence, contamination of soil will not be anticipated.

STUP Consultants Pvt. Ltd., 493 NHAI

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Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
Operation phase:

 Oil interceptors will be proposed to arrest oil and grease.

Anticipated Impact on Biological Environment

Site Clearance & Construction Phase:

 Removal of trees during construction phase leads to loss of habitat for various
avifaunal species, smaller mammals like squirrels and roosting sites for bats in the
region.

 Removal of trees and clearance of vegetation cause disturbance in Microclimate,

habitat loss and disturbance of vegetation and sensitive plant communities.

Operation phase:

 During operation phase, emission of air pollutants is anticipated due to movement

of vehicles which gets deposited on the nearby flora thereby reducing their
photosynthetic activity.

 Movement of vehicles during the operation phase may cause behavioural changes
in the avifaunal species in the region.

Mitigation measures

Site Clearance & Construction Phase:

 Restriction of movement within RoW to avoid trampling of vegetation in the

nearby agricultural lands.

 Green belt development plan and avenue plantation will be carried out.

 Operation phase:

 Regular sprinkling of water to avoid accumulation of dust of leaves

11.15 Results of Screening

Summary of results (weightage) from the environmental Screening Exercise has been
summarized below;

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Bharatmala Pariyojana (Package-I) Final Feasibility Report
Table 11-6: Environmental Screening Methodology – Screening results Natural
Environmental

Sl .No Environmental Attribute Total Weight Score

1 Topography 4 1 (Plains)
Vulnerability to natural
2 4 2 (Rare occurrence)
hazards
1 (Number (average) of water bodies per
3 Surface Water Resources 5
km lees than 5)
1 [Over-topping and/or water logging
within 250 mts. on either side of the sub-
4 Drainage Conditions 5
project road (average number of such
instances per km less than 2)]
5 Ground Water Resources 4 0 (Ground water extraction is not an issue)
1 (Availability of stone quarries within 50
6 Material Availability 4
Km)
7 Soil Erosion 4 2 (To some extent)
Total 30 8
Table 11-7: Biological Environment

Sl. No Environmental Attribute Total Weight Score

Designated Protected 0 (No Presence of protected areas
1 10
Areas within 15 km)
4 (No Occurrence outside the
Wildlife habitat/s (outside protected areas from the proposed
2 6
designated PAS) project boundary within 5 km to
10km)
0 (within 5 Km from the proposed
Migratory route / crossing
sub project No Migratory route/
3 of wild animals and birds 6
crossing of wild animals and birds
(outside designated Pas)
were found)
5 (Presence of Reserve forest with
4 Reserved Forests (RFs) 5 in 500m from the proposed sub
project)
5 Protected or Other Forest/s 5 1 (< 5 km of forest along the road)
6 Green tunnels 4 0 (No presence of Green tunnel)
2 (up to 1000-2000 trees is likely to
7 Tree in the ROW 4
be affected)
Total 40 12

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Bharatmala Pariyojana (Package-I) Final Feasibility Report
Table 11-8: Physical and Socio-economic Environment

Sl. No Environmental Attribute Total Weight Score

2 (Total length of settlement along the
1 Settlements 5
road is 20 to 30km over all alignment)
4 (Number of sensitive receptors
2 Sensitive Receptors 5 within 50 mts on either of the
alignment is between 31 to 40)
1 (Total number of drinking water
3 Drinking Water sources 4
sources is 10 or less) within the ROW
1 (Number of religious structures is 10
4 Religious Structures 4
or less within the ROW)
1 (Number (total) of cultural properties
5 Cultural Properties 4
is less than 5)
1 (Number of weekly market is less
6 Market Places 4
than 5)
Common Property 4 (Number of CPRs more than 15
7 4
Resources along ROW)
Total 30 14
Total weightage wise scoring of the project is 34. Based on score obtained by various
environmental attributes the impacts will be categorized as Medium Category.

11.16 Project Benefits

• The project will provide better connectivity for the commuters accessing various
national and state highways.

• Reduces Traffic congestion and thus helps in reduced heat highland effects.

• The project acts have a bypass for long distance traffic moving interstate.

• The project provides linkage to internal arterial roads and new urban roads will be
developed due to the project.

• Decrease in travel time reduces pollution levels.

• Accidents will be considerably reduced due to proper road safety aspects.

• Vehicle operation and maintenance cost will be considerably reduced.

• Project will boost economic development activities viz., industries, educational

institutions, hospitals, information technology development, housing and other
infrastructure projects, etc.

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Bharatmala Pariyojana (Package-I) Final Feasibility Report
• Direct and Indirect employment opportunities during construction and operation
phase will be increasing.

• Better access to various places reduces travel time of commuters and thus quality
of life will be improved.

• The project provides employment opportunities during construction phase and

operation phase. Further, due to the road development many indirect jobs will be
created.

• The project will bring substantial socio-economic development in the region.

Bauhinia purpurea Syzygium cumini

Terminalia catappa Muntingia calabura

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Cassis specetabulis Alstonia scholaris

Figure 11-3: Flora in the Project Alignment

Agriculture land at CH: 515+100 Km Agriculture land at CH: 516+100 Km

Figure 11-4: Land Use & Land Cover

Ghataprabha River (CH: 529+700Km) Hiranyakeshi River (CH: 544+800 Km)

Figure 11-5: River System Found Over the Alignment

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Service road at Chainage 515+000 Km Chainage 515+000 Km

Karnataka Power Transmission Corporation Bridge Over Hirenyakeshi River (CH:

Limited, Hukkeri District, Belagavi 544+800 Km)
Figure 11-6: Photographs of Existing Alignment

Ambient Air Quality Monitoring

Honaga Village Sutkatti Village

Noise Level Monitoring

Benoli village Maratha mandal college

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Surface Water Sampling

Hiranyakeshi River surface water collection near CH 545 Km to 546 Km

Ground Water Sampling

Sankeshwar village between CH 550 Km Hattargi open well water at CH 536 Km

to CH 554 Km to CH 537 Km
Soil Sampling

Sankeshwar
Figure 11-7: Photographs of Baseline Data Collection

11.17 Environmental Management Plan

Introduction

The Environment Management Plan (EMP) is a site-specific plan developed to ensure

that the project is implemented in an environmentally sustainable manner where all
contractors and subcontractors, including consultants, understand the potential
environmental risks arising from the project and take appropriate actions to properly
manage that risk. EMP also ensures that the project implementation is carried out in

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accordance with the design by taking appropriate mitigation actions to reduce adverse
environmental impacts during its life cycle.

The plan outlines existing and potential problems that may adversely impact the
environment and recommends corrective measures where required. Also, the plan
outlines roles and responsibility of the key personnel and contractors who will be in-
charge of the responsibilities to manage the project site.

The purpose of the preparation of Environment Management Plan is

• To explain the significant impacts that cause by every activity from the proposed
project.

• To determine activity steps handle/overcome negative impacts and improve the

positive impacts on the environment and surrounding area.

• Government bodies which have duty to supervise those activity steps for effort to
manage and handle environmental impacts.

Benefits of Environmental management plan is

• To provide the organization with means of managing its environmental

performance thereby allowing it to contribute to improved environmental quality.

• Helps in cost control and improved relations with the stakeholders.

EMP includes four major elements:

• Commitment & Policy: The management strives to provide and implement the
Environmental Management Plan that incorporates all issues related to air, water,
land and noise.

• Planning: This includes identification of environmental impacts, legal

requirements and setting environmental objectives.

• Implementation: This comprises of resources available to the developers,

accountability of contractors, training of operational staff associated with
environmental control facilities and documentation of measures to be taken.

• Measurement & Evaluation: This includes monitoring, counteractive actions

and record keeping.

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11.18 Institutional Arrangements

The objective of this framework is to understand the role of various agencies in

environmental management, with specific reference to the present project. The present
Project has been proposed by the NHAI, established as an authority, as part of the
Ministry of Road Transport and Highways (MORT&H), Government of India.

Figure 11-8: Structure of Environmental & Social Development Unit

The National Highways Authority of India (NHAI)

The mandate for the planning, design, implementation and maintenance of the
30,000km National Highway network in India rests with the Ministry of Road
Transport and Highways (MORT&H), Government of India.

To plan and implement projects on a fast track and to expedite the improvements of
the important National Highways, the Government of India has established the
National Highways Authority of India (NHAI). Ministry of Road Transport &
Highways, Government of India has decided to take up various National Highway
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Corridors for augmentation of capacity for safe and efficient movement of traffic by
strengthening and upgrading to required width. National Highways Authority of India
(NHAI) has been entrusted to implement the development Projects for these selected
stretches/ corridors either through public-private partnership (PPP) basis or its own
budgetary sources or financial aid from ADB or World Bank etc.

Project Implementation Unit (PIU)

These are separate NHAI units established at the project locations for each of the
project packages, with a Project Director (PD) as its head. The Project Director is
assisted on all technical issues by three managers, which include a manager
(technical), a manager (Environment) and a manager (R&R). This PlUs would play a
key role in implementation of the project including the overall control of construction
activities and implementation of contracts. The various Project Directors, in turn
report to the General Manager, who is responsible for the co-ordination of the project
preparation activities of the various project packages.

The review of the preparation of the Environmental assessments for the project and
ensuring the effective implementation of the Environmental Management Plan will be
carried out by the Environment Manager at the PIU, in due consultation with the
environmental unit at the Corporate Office.

The project preparation, the designs and the estimates have duly incorporated the
relevant environmental concerns as reflected in this document as well as the
individual EIA reports and the EMPs prepared for the package. It is reasonably
expected, on the strength of these documents that these provisions will be enforced
and that the PIU and the Construction Supervision Consultants working under the
direction of NHAI will have the commitment and the necessary resources to do so.

Environmental and Social Development Unit

To assess advice and monitor the environmental performance of the various projects
being planned, designed and implemented by the NHAI, an Environmental and Social
Development Unit (ESDU) has been established at the Corporate Office of the NHAI.
The Environmental Unit is headed by the General Manager (Environment), and is
assisted by Dy. General Manager (Environment) along with two managers - one each
for the Environmental and Resettlement aspects. For land acquisition, a separate
general manager looks into it.
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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
The Environmental and Social Development Unit is responsible for the co-ordination
of the environmental and social issues of the various project packages and shall work
in close interaction with the environmental managers at the various PlUs.

Construction Supervision Consultants (CSC)

The supervision consultant will assume the powers and responsibilities of the
Engineer for the project road and assist the PIU in implementation of the project. It is
expected that the supervision consultant will have the necessary capability to
supervise the implementation of the environmental measures proposed in the EMP.
The CSC is expected to have the in-house capacity to advise on and supervise the
implementation of the EMP including making the decisions regarding applicability of
enhancement design options and any modifications, if needed, the appropriate
landscape section to be applied etc. For this purpose, it is expected that the CSC will
employ a full time Environmental Specialist.

Contractors

The Contractor too will have to employ Environmental Engineer/s. Their duty will
include the proper construction and maintenance of the facilities for the labour camps,
the measurement and verification of quantities for environmental enhancement,
ensuring that proper environmental safeguards are being maintained at borrow sites
and quarries from which the contractor procures material for construction. They will
also have to prepare the bills of quantities for the work carried out for enhancement.
In addition, they will have to ensure that proper facilities are available for the
monitoring of ambient air quality and collection of water and soil samples as provided
for in the environmental monitoring plan.

Ministry of Environment & Forests

The Ministry of Environment & Forests (MoEF) is the nodal agency in India to plan,
promote, co-ordinate and oversee the implementation of environmental and forestry
programmes. Principal activities undertaken by the Ministry of Environment &
Forests consist of conservation & survey of flora, fauna, forests and wildlife,
prevention & control of pollution, afforestation & regeneration of degraded areas and
protection of environment, in the frame work of legislations. All the activities of the
proposed Project including its execution and operation will have to comply with the
present environmental regulations by MoEF and their amendments from time to time.
STUP Consultants Pvt. Ltd., 504 NHAI
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
Central and State Pollution Control Boards

Central Pollution Control Board (CPCB) is a statutory authority attached to the MoEF
and located in New Delhi. The main responsibilities of CPCB include inter alia the
following.

 Plan and implement water and air pollution control programs;

 Advise the Central Government on water and air pollution control programs;
 Set air and water standards; and
 Co-ordinate with the State Pollution Control Boards.
Karnataka State Pollution Control Board (KSPCB) is the regulatory body in the state
of Karnataka to enforce various environmental legislations of the Government of
India. While regulatory powers are delegated to KSPCB from CPCB, more
specifically, the functions of the board are listed below.

 To plan a comprehensive programme for the prevention, control or abatement

of pollution of streams and wells in the State and to secure the execution
 To collect and disseminate information relating to water pollution, air
pollution and the prevention, control or abatement
 To advise the State Government on any matter concerning the prevention,
control or abatement of water pollution and air pollution etc.,
 To plan a comprehensive programme for the prevention, control or abatement
of air pollution and to secure the execution thereof;
 To perform such other functions as may be prescribed or may, from time to
time, be entrusted to it by the Central Board or the State Government.
11.19 Mitigation Measures

11.19.1 Air Environment

Construction phase

 During unloading activities, the height from which building materials will be
dropped shall be controlled to a minimum height of at least 3ft to contain the
fugitive dust generation.
 DG sets will be engaged in the construction site will be equipped with suitable
stack height.
 All the DG sets to be used during the construction will comply as per CPCB
guidelines.

STUP Consultants Pvt. Ltd., 505 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
 As per KSPCB Guidelines, the hot-mix plants with dust extraction unit will be
installed in downwind direction from nearby settlement and located at least
500 m from the nearest habitation.
 Water will be sprinkled 3 times a day in the line and earth mixing sites, asphalt
mixing site and service roads. In filling subgrade, water spraying is needed to
solidity the material. After the impacting, water will be sprayed regularly to
prevent dust.
 It will be ensured that the human settlements will be 500 m away from the
downward wind direction of asphalt mixing plant.
 About 20 feet high barricades will be used on either side of the RoW and
around the construction site to suppress the dust.
 Green Mesh will be used to cover debris where ever excavated muck are
dumped & demolition activities are carried, to suppress fugitive dust emission.
 The unpaved surfaces used for haulage of borrow materials will be maintained
dust free through sprinkling of water twice a day during the period of use.
 Use of Personal Protective Equipment’s (PPE) for all the labor.
Operation phase:

 The air quality shall improve due to the plantation activity carried out in the
ROW during the end of construction phase.
 Bharat stage VI norms will be imposed along with other measures such as the
reduction of vehicular emissions, ensuring vehicular maintenance, etc.
11.19.2 Noise Environment

Construction phase

 Hot mix plants will be installed as per the guidelines of KSPCB (preferably on
wastelands). High noise producing generators such as concrete mixers,
generators, graders, etc. will be provided with noise shields.
 Controlled blasting method will be deployed which reduces increased noise
levels and also reduces vibrations effect, including erection of tall barricades
(40ft height) around construction spots.
 Blasting activities will be carried out as per the Explosives Act, 1884 and the
Explosives Rules, 2008.
 Noise standards will be strictly imposed for all construction vehicles. All
construction equipment’s will conform to noise levels of less than 90dB (A).
Silencers and mufflers will be used to minimize the noise levels during
construction phase.

STUP Consultants Pvt. Ltd., 506 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
 Ear plugs must be provided to all employees and laborers while working,
irrespective of the noise levels as protection, to receive the noise and as well as
exposure of the same for a longer period.
 Workers will be provided with earplugs, helmets along with periodic health
check-ups
Operation phase:

 Noise barriers will be installed all along the project road in a phase wise
manner.
 Green belt development and avenue plantation also forms an effective sound
barrier during the operation stage.
11.19.3 Water Environment

Construction phase

 In lake bed areas, pre-cast construction technique will be used to avoid

pollution.
 Construction activities/works will be avoided during monsoon period/rainy
days located near to lakes/natural drains/nala.
 Erection of barricades and water sprinkling shall minimize the deposition of
dust on the waterbodies thereby reducing the impact on avifauna and aquatic
biota.
Operation phase:

 Proper drainage system will be designed along the alignment.

11.19.4 Soil Environment

Construction phase

 Turfing of road embankment slopes.

 To avoid spillage of fuel and lubricants, the vehicles and equipment will be
properly maintained and repaired. Maintenance will be carried out on
impervious platforms with spill collection provisions.
 Non reusable bituminous wastes will be dumped in 30cm thick clay lined pits
with the top 30cm layer covered with fertile soil for supporting vegetation
growth.
 Sewage generated from the labor camps will be treated in mobile STP of
requisite capacity and the treated water will be reused for dust suppression
activities around the peak construction area. Hence, contamination of soil will
not be anticipated.

STUP Consultants Pvt. Ltd., 507 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
Operation phase:

 Oil interceptors will be proposed to arrest oil and grease.

11.19.5 Biological Environment

Construction Phase:

 Restriction of movement within RoW to avoid trampling of vegetation in the

nearby agricultural lands.
 Green belt development plan and avenue plantation will be carried out.
Operation phase:

 Regular sprinkling of water to avoid accumulation of dust of leaves

STUP Consultants Pvt. Ltd., 508 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under Bharatmala Pariyojana (Package-I) Final Feasibility Report
Table 11-9: Environmental Management Plan

Sl Reference Concurrent
Attributes Management Plan Implementation
No. Document responsibility
Pre-construction phase
The Proposed project is planned to extend the width of
the road, therefore existing physical structure needs
major replacement. National
Topographical Urban
Finalization of In order to avoid social or culturally important Highway
1 survey as part of Development
RoW/ alignment structures, a joint inspection will be convened by Authority of
DPR studies Dept., GoK
engineering and land acquisition team. At unavoidable India
situations, possibility of slight re-alignment may be
verified.
2 Forest land The alignment will not pass through any Forest area - - -
Sourcing of construction materials is from the
Government approved quarries. However, following
conditions are ensured while selecting the site;
 Regular water sprinkling at site
 Trucks carrying stone/gravel/aggregate shall be
Karnataka Minor
Identification of covered with tarpaulins Mines and
Mineral NHAI &
3 borrow areas and  Dust suppression system is in place Geology Dept.,
Concession Rules, contractor
quarries  Use of sharp teeth for shovels GoK
1994 and 2016
 Dust extraction system for drill machines
 Wet drilling and use of sharp drill bits
 Provision of Hoods / Chutes at transfer points
 Use of PPEs by workers
 Rubber pads / mats to reduce noise and vibrations

STUP Consultants Pvt. Ltd., 509 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under Bharatmala Pariyojana (Package-I) Final Feasibility Report
Sl Reference Concurrent
Attributes Management Plan Implementation
No. Document responsibility
 Provision of Garland drains
 Safety precautions while handling blasting,
explosives, magazine, etc.,
 Availability of mine closure plan
Further, borrow areas will be identified as per
MoEF&CC guidelines.
Land acquisition will be planned in consultation with
Land Acquisition, RFC&TLR&R
PAFs. R&R activities will be initiated by giving Revenue Dept.,
4 R&R including Act, 2013 and NHAI
sufficient time to PAFs to relocate and to make GoK
CPR RAP
alternate arrangements.
Demarcation An expert committee will be constituted for
Tree enumeration Forest Dept.,
5 /Numbering of identification of trees for Transplantation and their NHAI
list and EIA report GoK
Trees further monitoring.
Tree cutting will be done only in the expansion area
Excess Cutting of
wherever 6 lane will be developed, care will be taken
trees and bushes
6 so that necessary trees will be removed, and site - Contractor PIU, Dharwad
during site
clearance, tree cutting will be avoided wherever it is
clearance
not required.
Any wells which come inside the alignment, if they
7 Removal of Wells need to be occupied will be replaced at the proximate - Contractor PIU, Dharwad
distance in the same village.
Finalization of While selecting the locations for erection of hot mix Karnataka
KSPCB &
locations for plants, crushers and batching plants following siting Regulation of NHAI &
8 District
erecting hot mix guidelines shall be ensured; Stone Crushers Contractors
Administration
plants, crushers Act, 2011

STUP Consultants Pvt. Ltd., 510 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under Bharatmala Pariyojana (Package-I) Final Feasibility Report
Sl Reference Concurrent
Attributes Management Plan Implementation
No. Document responsibility
and batching plants  Two Km away from NH, habitats, temples, schools
and river
 One and a half Km from SH
 500 m away from link roads
 Eight Km away from the limits of Municipal
corporations
 Four Km away from the limits of District Head
quarters
 Two Km away from the boundary limits of Taluk
Head quarters
 One Km away from the limits of inhabited village
or any land recorded as Forest in Government
records or any private land which is shown as
cultivable land in the revenue records
It is also necessary to ensure;
 Necessary Consents from KSPCB will be obtained
prior to setting up of hot mix plants, batching plants,
etc.
 Complete barricading (30-40 ft) of hot mix plants,
crushers and batching plants
 Regular Water sprinkling (2 hourly once in winter
and summer season & thrice a day in rainy season
depending upon precipitation)
 Temporary garland drains

STUP Consultants Pvt. Ltd., 511 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under Bharatmala Pariyojana (Package-I) Final Feasibility Report
Sl Reference Concurrent
Attributes Management Plan Implementation
No. Document responsibility
18.75 KLD of Secondary treated water will be used for
Karnataka
dust suppression activities and thus reduce the IS 456: 2000
Urban Water
Water for dependency on fresh water. Further, ______KLD/km Plain and
9 Supply And
construction Reinforced NHAI
of water required for construction activities will be Drainage
activities Concrete -
sourced from Karnataka Urban water supply and Code of practice Board,
drainage board. Belagavi
 Labor camp shall be planned 1 K m away from
human habitations
 500 m away from waterbodies / nala / streams
 RO purified drinking water shall be supplied Building and Other
 LPG for cooking shall be provided Construction
 Mobile STP shall be established to treat the sewage Workers
NHAI & Labor Dept.,
10 Labor camps generated from labor camps (Regulation of
Contractors GoK
 Proper sanitation facilities such as latrines, urinals, Employment and
bath rooms shall be provided separately for both Conditions of
men and women Service) Act, 1996
 First aid facilities, canteen, health care, day care
facilities for children shall be provided as per the
guidelines.
 While transportation of fly ash, adequate IRC: SP-58-2001
conditioning shall be done with water to avoid Guidelines for Use
NHAI & Energy Dept.,
11 Sourcing of fly ash escapes to air borne and becomes fugitive dust. of Fly ash in Road
Contractors GoK
 Provision of free board shall be made in the truck Embankments.
sufficiently to ensure spillage / overflow Guidelines for

STUP Consultants Pvt. Ltd., 512 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under Bharatmala Pariyojana (Package-I) Final Feasibility Report
Sl Reference Concurrent
Attributes Management Plan Implementation
No. Document responsibility
 The speed limit of vehicles carrying fly ash shall disposal/utilization
be 40 Kmph. of Fly Ash for
 Transportation of fly ash in thickly populated area reclamation of
shall be avoided as much as possible. Low-Lying Areas
 It should be stored in covered and designated place and in stowing of
to avoid getting air borne. Abandoned
mines/Quarries,
CPCB, 2019.
 Provision of barricade
 Provision of sand flooring for storage of lubricants,
IS 4082: 1996
oil, petrol, diesel, etc.,
Stacking and
Storage of  500 m away from labor camps
Storage of
12 construction  Provision of Damp-proof flooring for cement Contractors NHAI
Construction
materials storage
Materials and
 Green Mesh will be used to cover debris where ever Components at site
excavated muck are dumped & demolition activities
are carried, to suppress fugitive dust emission.
 Provision of safe route shall be ensured for
IRC:SP-55-2001
livestock’s, farmers, pedestrians, etc., connecting to
Guidelines on
project corridor
Traffic safety in Road Contractors & Local Traffic
13  Temporary Traffic control plan shall be prepared by
management Construction NHAI Police
contractor in consultation with Local Traffic police
Zones
and inform the local public for its implementation.
 The construction activities shall be planned phase

STUP Consultants Pvt. Ltd., 513 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under Bharatmala Pariyojana (Package-I) Final Feasibility Report
Sl Reference Concurrent
Attributes Management Plan Implementation
No. Document responsibility
wise to make full utilization of plant and machinery.
 Site clearing and excavation shall not be done on
either side of the cross roads until making provision
for re-routing of existing traffic.
 Sourcing of construction materials to the working
sub sections shall be done during night time so that
day traffic shall not be altered.
 Proper traffic signages, markings, flags, lights and
flagmen shall be ensured while re-routing the
traffic.
 Restriction of movement within RoW to avoid
trampling of vegetation in the nearby agricultural
lands.
 Green belt development plan and avenue plantation
Biological will be carried out in 1:10 ratio as per NHAI Contractor,
14 - PIU, Dharwad
Environment guidelines. Transplantation of trees will also be NHAI
carried out for tree species
 Conservation plan for schedule I species minimizes
the impact on Scheduled species in the region, if
found in the project area.
Construction Phase
The road projects start with site clearing and during
Top soil Contractor,
15 this stage, soil is vulnerable to erosion. Contractor shall - PIU Dharwad
management NHAI
in consultation with identify a designated place for top

STUP Consultants Pvt. Ltd., 514 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under Bharatmala Pariyojana (Package-I) Final Feasibility Report
Sl Reference Concurrent
Attributes Management Plan Implementation
No. Document responsibility
soil storage. This area shall preferably be away from
drainage paths. The slope of the stockpiles shall be
kept at 1:2 with a height restriction of 2 m. These
stockpiles shall be stabilized within 2-4 days with
geotextile mats and grass seeds to avoid erosion. To
avoid any further erosion, temporary drainage facility
shall be provided around the stockpile which is
connected to a pit. As and when requires, top soil shall
be used for redevelopment of borrow areas,
embankment and turfing, plantation activities,
restoration of labor camps, etc. The other soil erosion
control measures for slope stability and embankment
include;
 During slope stability heavy cuts shall be avoided
as much as possible. The height of the
embankment shall be kept minimum to achieve the
ruling grade such that use of earth work is
minimum.
 The embankment slope shall be kept at 3:1 ratio
 Provision of interceptor ditches shall be provided
to avoid surface run off during rainy season.
 When fly ash is used for embankment or for slope
stabilization, it is necessary to ensure the
provisions of filter bed and top cap.
 Use of geo textile mats and vegetative cover with

STUP Consultants Pvt. Ltd., 515 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under Bharatmala Pariyojana (Package-I) Final Feasibility Report
Sl Reference Concurrent
Attributes Management Plan Implementation
No. Document responsibility
grass shall be ensured.
 Regular maintenance shall be ensured when
dislodging of anchorage or stones.
Borrow areas are integral part of any highway
development project. Borrow areas will be identified
by the contractors and NHAI by following the due
procedure as detailed below;
 Borrow area shall be 1 Km away from habitations / IRC 10: 1961 Rev
villages and 500 m away from water bodies. 1989
 Waste lands shall be identified and cultivable lands Recommended
shall not be considered for borrow area. practice for borrow
 Project authorities shall ensure that there is no pits for road
vegetation in the borrow area. embankments
Borrow area Contractor,
16  The identified borrow area shall at least be 50 m constructed by PIU Dharwad
management NHAI
away from approach road. manual operations,
 Complete fencing of the borrow area shall be Clause 305.2.2.2
ensured either with iron mesh or any other means to of MoRTH
avoid entry of livestock, children, etc. specification for
 Depth of soil cut in the borrow area should not roads and bridge
exceed 2 m in any case and not steeper than 1:4 works
ratio.
 Provision of ridges of 8 m width shall be provided
and there will be exit for every 300 m.
 Water shall not be stagnant in any case and by water

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under Bharatmala Pariyojana (Package-I) Final Feasibility Report
Sl Reference Concurrent
Attributes Management Plan Implementation
No. Document responsibility
shall be drained out every day during monsoon.
 Vehicles carrying earthwork to project site shall
have sufficient free board to avoid spillage and
covered with tarpaulins to avoid spreading to air.
 Blasting shall not be encouraged.
 Natural drains shall not be altered by any means.
 A berm shall be provided from the boundary of
adjoining field having width equal to at least half of
the depth proposed for excavation.
 In case if it involves cluster of borrow areas, there
should be distance of 500 m from one to other.
 Temporary roads connecting to borrow area shall be
watered every day (3 times a day) to avoid fugitive
dust emissions affecting adjacent area.
 Restoration of borrow area will be undertaken soon
after construction work complete by using the fill
material available and or by using desilting of lakes
nearby.
 MOEF&CC OM dt: 18.12.2012 and 24.03.2013
shall be ensured while implementation.
The Contractor shall take all necessary measures for
Traffic Control and the safety of traffic during construction and provide,
17 - Contractor PIU, Dharwad
Safety erect and maintain such barricades, including signs,
markings, flags, lights and flagmen

STUP Consultants Pvt. Ltd., 517 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under Bharatmala Pariyojana (Package-I) Final Feasibility Report
Sl Reference Concurrent
Attributes Management Plan Implementation
No. Document responsibility
During construction activity vehicle movement in
project site will be restricted.
Traffic Jams and  Warn the road user clearly and sufficiently in
18 - Contractor PIU, Dharwad
Congestion advance.
 Temporary diversion for vehicle movement will be
planned by the Engineer/contractor.
Alternative road access for the regular road user should
19 Loss of Access be provided in co-ordination with contractor and - Contractor PIU, Dharwad
engineer.
 The contractor shall supply all necessary safety
appliances such as safety goggles, helmets, masks,
ear buds, etc., to the workers and staff.
 Prior permission should be taken before explosion
or blasting activities, people residing the place, The building and
workers they must be informed earlier other construction
Health hazard to
 First-aid facilities shall provide in all the places workers
workers by various Contractor,
20 where building or other construction work is (regulation of PIU, Dharwad
construction NHAI
carried on Employment and
activity
 Day crèches at labour camps to provide day care conditions of
facility for children of working women in the service) act, 1996
construction work.
 Regular health checkup for the workers should be
conducted 6 monthly once.
 Persons working at height should be trained, he

STUP Consultants Pvt. Ltd., 518 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under Bharatmala Pariyojana (Package-I) Final Feasibility Report
Sl Reference Concurrent
Attributes Management Plan Implementation
No. Document responsibility
should be aware instruments handled.
 Workers health history should be known for
Example, asthmatic patient shouldn’t be sent to
dust formed area.
 Precautions should be taken while using Electrical
equipment; it should be placed away from the
human activity.
 Machine used for the construction purpose should
be examined regularly and properly maintained as
per the Indian standards.
 The workers should be trained and supervised for
the safety purpose.
Risk from electrical Contractor,
21  Electric shock is one of the common risk results - PIU, Dharwad
equipment NHAI
from electrical equipment, they must be kept in a
clean and dry area
 All the workers should be provided with Personal
Protective Equipment (PPE).
 Working with electrical equipment in wet and
damp environments should be avoided.
 Test the equipment before handling any electrical
equipment.
Health hazard to  Latrines and urinals should establish in the project
Contractor,
22 workers due to bad site or area where construction work takes place - PIU, Dharwad
NHAI
water and sanitation  Mobile STPs are used to treat the sewage generated

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under Bharatmala Pariyojana (Package-I) Final Feasibility Report
Sl Reference Concurrent
Attributes Management Plan Implementation
No. Document responsibility
from labor camps and solid waste generated shall
be segregated, stored in separate bins
 RO Drinking water facility for the worker will be
provided to avoid water borne diseases
Monitoring of various environmental parameters
during construction phase is important to assess the
Contractor
pollution load from the project and compare the same
Monitoring of through
with that of baseline data collected during EIA studies.
23 environmental - NHAI MOEF&CC
To ensure effective implementation of the mitigation
parameters Recognized
measures, it is essential to carryout Environment
Labs
Monitoring Programme details of the same is given in
Table 11.10 and Table 11.11.
 Regular sprinkling of water during site clearing
activity to prevent the emission of fugitive dust
 Construction and raw material will be stored
appropriately such as sand, cement etc.,
 To avoid fugitive emissions, vehicles delivering Contractor,
24 Air Environment - PIU, Dharwad
loose and fine materials like sand and fine NHAI
aggregates will be covered by tarpaulin sheets
 Adequate stack height for DG sets will be provided
as per CPCB norms.
 Provision of LPG at labor camps
 Installation of Silent Zone boards at all places
25 Noise Environment - Contractor PIU, Dharwad
where-ever human activities are noticed

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under Bharatmala Pariyojana (Package-I) Final Feasibility Report
Sl Reference Concurrent
Attributes Management Plan Implementation
No. Document responsibility
 High noise producing generators such as concrete
mixers, generators, graders, etc. will be provided
with noise shields.
 The plants and equipment used for construction
shall conform to CPCB norms.
 People living near blasting operation sites (if any)
shall be informed before the operational hours.
 In lake bed areas, pre-cast construction technique
will be used to avoid pollution
 Care should be taken to clean spills of oil and Contractor,
26 Water Environment - PIU, Dharwad
grease NHAI
 Silt/sediment fencing is used to protect water
quality in nearby streams, lakes and rivers.
 Solid and hazardous wastes generated will be
stored in the leak proof bins. Scientific segregation
of solid waste at site and regular disposal to
dumpsite will be carried out
Solid & Hazardous
 The excavated earth and muck will be stored at
waste storage, Contractor,
27 designated areas at lower contours. - PIU, Dharwad
handling and NHAI
 Chemical wastes shall be stored in sealed
disposal
containers and handled and disposed of safely.
 Used Oil will be handled scientifically using oil
interceptor and disposed to KSPCB Authorized
reprocessors.

STUP Consultants Pvt. Ltd., 521 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under Bharatmala Pariyojana (Package-I) Final Feasibility Report
Sl Reference Concurrent
Attributes Management Plan Implementation
No. Document responsibility
 Construction area should not be surrounded with
any waterholes, stagnant water etc.,
 Regular health checkup should be done
Hygiene at  Latrines and urinals should be maintained with Contractor,
28 Construction - PIU, Dharwad
proper hygiene NHAI
Camps
 Mobile STPs are used to treat the sewage generated
from labor camps and solid waste generated shall
be segregated, stored in separate bins
Risk caused by All possible precautions should be taken for acts such
Force’ Majure (act as war, terrorism, earthquakes, hurricanes, acts of
Contractor,
29 that can be neither government, explosions, fire, plagues or epidemics. - PIU, Dharwad
NHAI
anticipated nor First aid kit, food facility and shelter should be
controlled) provided.
 All the workers waged for mixing asphalt material,
cement, lime, mortars etc., should be provided with
Personal protective equipment
 Net should be provided when a person is working in
Accidents involving the height Contractor,
30 - PIU, Dharwad
hazardous materials  During excavation activity person should be NHAI
provided with shoves, gloves, mask and goggles
etc.,
 Necessary precaution should be taken while
working using electric equipment
Risk of Lead
31  No man below the age of 18 years and no woman - Contractor, PIU, Dharwad
Pollution

STUP Consultants Pvt. Ltd., 522 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under Bharatmala Pariyojana (Package-I) Final Feasibility Report
Sl Reference Concurrent
Attributes Management Plan Implementation
No. Document responsibility
shall be employed on the work of painting with NHAI
products containing lead in any form.
Operation phase
 Vehicular emissions of critical pollutant
parameters (PM2.5, PM10, SO2, NO2, CO and Pb)
shall be monitored as per the Environmental
Monitoring plan.
 The air quality shall improve due to the plantation
activity carried out in the ROW during the end of
Contractor,
32 Air pollution construction phase. - PIU, Dharwad
NHAI
 Bharat stage VI norms will be imposed along with
other measures such as the reduction of vehicular
emissions, ensuring vehicular maintenance, etc.
 Regular monitoring of the road by patrolling to
know if there is any necessity to repair and
maintain the road.
 The goal of the noise management is to maintain
low noise exposure, such that human health and
well-being are protected. To reduce the noise
Noise reduction reduction poly carbonate noise barriers shall be Contractor,
33 - PIU, Dharwad
management plan installed and this would reduce noise level up to 36 NHAI
dBA.
 Green belt development and avenue plantation also
forms an effective sound barrier during the

STUP Consultants Pvt. Ltd., 523 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under Bharatmala Pariyojana (Package-I) Final Feasibility Report
Sl Reference Concurrent
Attributes Management Plan Implementation
No. Document responsibility
operation stage.
 Periodic monitoring of noise pollution during
operation phase shall be implemented.
 Periodic monitoring of nearby surface and ground
water sources during operation phase shall be
implemented
 Proper drainage management (Rain water
harvesting structures/percolation pits per 500 m) Contractor,
34 Water environment - PIU, Dharwad
should be provided to avoid the unnecessary flow NHAI
of the water
 Oil interceptors will be installed for avoiding the
flow hazardous substances into the nearby
waterbodies
 Periodic monitoring of soil pollution during
Contractor,
35 Soil Environment operation phase shall be implemented - PIU, Dharwad
NHAI
 Oil receptor will be proposed
Solid Waste
 Separate colored bins will be installed on either Management
36 SHW Management
side of the alignment 3 bins per 5 Km will be fixed. Rules, 2016 and
CPCB guidelines
 Traffic Management plan shall be developed
Health and Safety especially along congested locations. Traffic control Contractor,
37 - PIU, Dharwad
measures measures including speed limits will be enforced NHAI
strictly.

STUP Consultants Pvt. Ltd., 524 NHAI

 Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under Bharatmala Pariyojana (Package-I) Final Feasibility Report
Sl Reference Concurrent
Attributes Management Plan Implementation
No. Document responsibility
 Fire extinguisher will be provided in case of any
emergency rescue.
 Regular health checkup 6 monthly once.
 Provision of RO Drinking water facility at labor
camps.
 Creating awareness on STI and HIV by way of
erecting sign boards, hoardings, etc.
Table 11-10: Environmental Monitoring programme for Construction Phase (2.5 years)

Environmental Frequency of
Parameters to be Monitored Standards / Methodology Proposed Locations Responsibility Supervision
Attribute Monitoring
Batching Plant, Hot
Ambient Air Contractor through
PM10, PM2.5, NO2, SO2 Lead NAAQ Standards, 2009 Weekly twice mix plant, stone
Quality MOEF&CC NHAI
(Pb), Ammonia (NH3) and CO CPCB Guidelines for 24 Hours crusher and
Monitoring Recognized Labs
Sankeshwar (4 nos.)
Batching Plant, Hot
mix plant,
Ambient Noise Contractor through
Bhutaramanahatti,
Level Leq Day, Leq Night in dB(A) CPCB guidelines Monthly once MOEF&CC NHAI
Sutagatti, and
Monitoring Recognized Labs
Ullagaddi Khanapur.
(5 nos.)
Standard Operation
Procedures developed Near Biranholi,
pH, EC, Mg, Ca, Alkalinity, Contractor through
using M L Jackson, Solapur and Near
Soil Quality Cl, Na, K, Organic Carbon, Monthly once MOEF&CC NHAI
Manual of FAO and Soil Ullagaddi Khanapur
PO4, SAR, N and Salinity Recognized Labs
manual of Department of (3 nos.)
Agriculture and Co-

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 Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under Bharatmala Pariyojana (Package-I) Final Feasibility Report
Environmental Frequency of
Parameters to be Monitored Standards / Methodology Proposed Locations Responsibility Supervision
Attribute Monitoring
operation, Ministry of
Agriculture, Govt. of
India.
pH, Temperature, EC, TDS,
Alkalinity, TH, TSS, DO,
BOD, COD, NO3, PO4, Cl,
SO4, Na, Fe, K, Ca, NO3, Mg,
Ghataprabha River,
SAR, Total Nitrogen, Oil & Contractor through
Surface water CPCB guidelines, APHA, Hiranyakeshi River
grease, E-Coli and Total Monthly once MOEF&CC NHAI
quality of Lakes 23rd Edition and Terani Dam (3
coliform, Pb, As, Cd, Cr, Cu, Recognized Labs
nos.)
Zn, Total Chromium, Hg, F,
NO2, Carbonate, Bicarbonate,
Phenolic compounds, Residual
Sodium carbonate, Silica
pH, Temperature, EC, TDS,
Borewell each near
Alkalinity, TH,NO3, PO4, Cl,
CPCB guidelines, IS Labour camps area, Contractor through
Ground water SO4, Na, K, Ca, Mg, F, Fe,
10500:2012 (Second Monthly once Solid waste handling MOEF&CC NHAI
quality Pb, As, Cr, Hg, NO2,
Revision) standards area, Sankeshwar, and Recognized Labs
Carbonate, Bicarbonate, Cd,
Vantmuri (4 nos.)
Cu, Zn, T. coliform
Spirometry, Pulse Oxymetry, Environmental Cell
Blood Test, Lung Function Six monthly of Contractors
Health check ups -- Labor camp NHAI
Test, Eye test, Physical fitness once appointed by the
tests NHAI

STUP Consultants Pvt. Ltd., 526 NHAI

 Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under Bharatmala Pariyojana (Package-I) Final Feasibility Report
Table 11-11: Environmental Monitoring programme for Operation Phase (3 years)

Frequency
Environmental Standards/
Parameters to be Monitored of Proposed Locations Responsibility Supervision
Attributes Methodology
Monitoring
Contractor
Ambient Air Bennali, Chikkalgud,
PM10, PM2.5, NO2, SO2 and NAAQ Standards, 2009, 6 monthly through
Quality Sankeshwar and NHAI
CO CPCB Guidelines Once MOEF&CC
Monitoring Hattargi. (4 nos.)
Recognized Labs
Bhutaramanahatti,
Contractor
Ambient Noise Hallbhavi, Sutagatti,
6 monthly through
Level Leq Day, Leq Night in dB(A) CPCB Guidelines Benakoli, and NHAI
Once MOEF&CC
Monitoring Ullagaddi Khanapur. (5
Recognized Labs
nos.)
pH, Temperature, EC, TDS
Alkalinity, TH, TSS, DO,
BOD, COD, NO3, PO4, Cl,
SO4, Na, Fe, K, Ca, NO3, Mg,
SAR, Total Nitrogen, Oil & Contractor
Surface water Ghataprabha River,
grease, E-Coli and Total CPCB guidelines, 6 monthly through
quality of Hiranyakeshi River and NHAI
coliform, Pb, As, Cd, Cr, Cu, APHA, 23rd Edition Once MOEF&CC
nearby Lakes Terani Dam (3 nos.)
Zn, Total Chromium, Hg, F, Recognized Labs
NO2, Carbonate, Bicarbonate,
Phenolic compounds,
Residual Sodium carbonate,
Silica
Standard Operation
H Near Biranholi, Contractor
p , EC, Mg, Ca, Alkalinity, Procedures developed
6 monthly Solapur and Near through
Soil Quality Cl, Na, K, Organic Carbon, using M L Jackson, NHAI
Once Ullagaddi Khanapur (3 MOEF&CC
PO4, SAR, N and Salinity Manual of FAO and
nos.) Recognized Labs
Soil manual of

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 Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under Bharatmala Pariyojana (Package-I) Final Feasibility Report
Frequency
Environmental Standards/
Parameters to be Monitored of Proposed Locations Responsibility Supervision
Attributes Methodology
Monitoring
Department of
Agriculture and Co-
operation, Ministry of
Agriculture, Govt. of
India.
Environmental
Spirometry, Pulse Oxymetry,
Toll plaza and Cell of
Health check Blood Test, Lung Function 6 monthly
-- maintenance Contractors NHAI
ups Test, Eye test, Physical fitness once
employees appointed by the
tests
NHAI

STUP Consultants Pvt. Ltd., 528 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
11.20 Ecological restoration plan

11.20.1 Green belt development

As part of green belt development program, reducing pollution, improving the local
biodiversity and aesthetic values all along the project alignment, the plantation of
several native trees will be carried out, as per the Guidelines for National Green
Highway Policy, 2015 the Green belt development plan should involve plantation of
trees in the ratio 1:10.

Planting Techniques:

• The pit size for planting trees will be maintained at 60 cm x 60 cm x 60 cm.

• Top soil removed from the project area shall be re-used for filling the pit.

• The filling of soil will be completed at least 7 days prior to the plantation.

• 2 years old plants with good condition shall be opted for plantation.

• Two rows of green belt will be developed and shrubs will be planted at the median
of the Road.

• The distance from embankment to Row I will be 1m and distance between the
trees will be 3 m.

• The distance from embankment to Row II will be 4m and the distance between the
trees in the Row II will be 6 m and the same will be maintained on the other side
of the Road.

• The plantation needs to be monitored regularly by watering, weeding, application

of manure and impart proper protection.

• Dead species will be replaced immediately.

Criteria for selection of species for Plantation:

• Project Alignment: Suitable to Agro climatic zone, Pollution attenuation, higher

growth rate, Tolerant to extreme conditions

• Outside the project alignment: Agro forestry, Timber yielding, NTFPs, Fruiting,
social and economic values

• For Transplantation: Cultural and social significance, higher success rate

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
• Around crushers / hot mix plant / batching plant: Pollution attenuation, higher
growth rate, Tolerant to extreme conditions

11.20.2 Procedure for Tree Transplantation:

1. Tools and Equipment’s: Digging and root pruning tools shall be sharp and clean
in order to cut without breaking, crushing or tearing roots. Mechanical digging and
root pruning equipment shall be operated according to manufacturers’
recommendations to minimize root damage. Lifting cables, chains, straps, and/or
slings shall be inspected and used according to manufacturers’ instructions and
specifications.

2. Time for transplanting: Monsoon and winter are preferred. Very hot months i.e.
April, May, and June should be avoided.

3. Pit Digging/ Tree Lifting: The tree transplanter works on hydraulic pressure
generated by truck engine. Conical shaped 4 blades are arranged in such a way that it
penetrates up to 5' m deep in soil with top dia - 9' & bottom dia 4". Once all the blades
penetrate inside soil, then the earth ball is lifted above ground level, there by a pit is
dug or a tree with root stock is lifted. The Tree transplanter comes in two models: 90D
- Trees with basal girth 90 cm. can be lifted and 100D - Trees with basal girth 100 cm.
can be lifted.

• Trees above 100 cm basal girth cannot be lifted. Such trees can be transplanted
with orthodox method.

• Silviculturally, it is considered that trees having basal girth above 100 cm are
mature or over mature. The vigour for survival in over mature trees is less
compared to the younger tree.

• It is advisable to water the area thoroughly two days in advance to facilitate easy
working. Both the sides (up lifting the tree and transplanting site). During
monsoon this may not become necessary.

• Before working ensure that no underground development facilities are coming in

the working zone.

• To reduce the rate of evaporation, minimizing moisture requirement, facilitating

transplanting mechanically it is advised that 1/3 of the crown height from ground
level may be lopped during cold season. During hot period 1/2 of crown height
STUP Consultants Pvt. Ltd., 530 NHAI
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
may be lopped. The forester after considering the local condition may take
appropriate decision. All the sites should not have any underground facilities like
drinking water / drainage / gas lines, cables, RCC construction or hard rock.

• While operation, all the precautions like, wearing helmet, not applying extra
pressure beyond limit to the blades while penetrating, ensure stabilizing pad are
placed at required position during operation and after operation.

• Forked trees should not be allowed.

4. Tree Transport: Once the tree is lifted, then the entire bowl with tree is tilted to
rest on the truck chassis. The branches should be either tide or trimmed properly to
avoid any hindrance during transportation. Heavy traffic areas may require special
assistance for road clearing.

5. Tree Transplanting: After reaching the destination the pit digging process is
reversed and a tree is transplanted. The pit be treated with, Antitermite, antibacterial,
antifungal treatment. (1/3 of the pit be filled with water, 50 grams of phorate powder,
30 ml. of antibacterial liquid, 30 ml. of antifungal liquid, 20 ml. root promoter (IBA
solution), may be pre dissolved and poured in the pit). Add 10-15 kg of organic
manure (vermicompost/compost). After transplanting a ring bund of 2 m. radius be
made manually and it should be watered thoroughly.

6. Post Transplanting Care: After transplanting it should be watered thoroughly. 2-3

watering per week during first month and then after 1 watering per week for 1 month
is found suitable. It also observed at the leaves shed off in 1 month. New leaves sprout
thereafter. In case of termite attack necessary treatment may be given. The Tree
ennumaration format is given in Appendix 11.1 Volume IA: Appendix to Main
Report.

11.20.3 Conservation plan for Schedule – I species

According to Wild Life Protection Act, 1972 a provision has been made for protection
of wild animals, birds and plants with a view to ensuring the ecological and
environmental security of the country and to ensure the future generation to enjoy
natural world. Species specific conservation plan will be prepared after detailed
studies.

STUP Consultants Pvt. Ltd., 531 NHAI

 CHAPTER - 12
INITIAL SOCIAL
ASSESSMENT &
PRELIMINARY LAND
ACQUISITION &
RESETTLEMENT PLAN
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
12. INITIAL SOCIAL ASSESSMENT & PRELIMINARY LAND
ACQUISITION & RESETTLEMENT PLAN

12.1 Background

Infrastructure investments contribute to economic growth and to raising the quality of

life. They contribute to economic growth by reducing the cost of production, by
making possible the diversification of the economy, and by making other factors of
production more productive. There is significant empirical evidence at the
macroeconomic level of a positive correlation between infrastructure networks like
roads, and GDP per capita or growth rates. Transportation industry contributes
roughly 6.3 percent of the GDP and is majorly dominated by road sector. More than
60 percent of freight and 85 percent of passenger traffic is handled by road. Quality of
life is improved by creating amenities in the physical environment and by providing
outputs, such as transportation and communication, which are valued in their own
right.

NHAI have appointed M/s STUP Consultants Pvt. Ltd. The proposed project is a part
of the Bharatmala Pariyojana (Package 3/Lot-6) involving up gradation of existing 4
lane to 6 lane National Highway which is 40 Km long, work to carry out the
Feasibility Studies and Detailed Project Report of this road for upgrading it to 6-lane
access controlled (fully access control for Economic Corridors and National
Corridors) or access controlled 6-laning/8-laning in certain stretches, as required
depending upon traffic. However, for the Environmental and Social Impact
Assessment studies the work is undertaken by M/s. Environmental and Health and
Safety Consultants Pvt Ltd.

The feasibility report is prepared based on the initial site visits and preliminary
investigation for the proposed project stretch and the detailed draft and final ESIA
reports will be submitted after in-depth studies, social surveys and analysis.

12.2 About the Project Stretch

The proposed Project stretch starting from Belgaum to Shankeshwar bypass acting as
part of National corridor GQ: Mumbai – Chennai connecting Mumbai to Bangalore.
The length of the section is 40km. The existing project stretch is already 4lane having
visual traffic observation of 45,000 to 50,000 PCU plying on road. The inhabitants

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
along the project roads estimate to about 15km and it covers 2 talukas and 16 villages
in Belagavi district in Karnataka. There are no forests, Eco sensitive zones,
archaeological structures along the stretch; therefore no clearance is required from the
respective bodies.

12.3 Need for Social Impact Assessment

Improvement and rehabilitation work would entail land acquisition, adverse impact on
structures, other assets and sources of earning, religious properties, impact on
sensitive receptors, common properties etc. The need for addressing social issues at
very beginning of the stage of any development project would minimize adverse
impacts and maximize the benefits through equitable distribution. The loss of private
assets resulting in loss of income and displacement makes social impact assessment an
important input in project design while initiating and implementing developmental
interventions. An understanding of the issues related to social, economic and cultural
factors of the affected people is critical in the formulation of an appropriate
rehabilitation plan. A detailed social impact assessment (SIA) therefore needs to be
carried out to make project design responsive to social development concerns. SIA
also helps in enhancing the project benefits to poor and vulnerable people while
minimizing or mitigating concerns, risks and adverse impacts.

The activities undertaken as part of this assessment includes:

 Identification of stakeholders
 Identification of impacts
 Involvement of people in the assessment process
 Consultation with the stakeholders to improve quality of participatory planning
 Identification of social hot spots
 Identification of mitigation measures to minimize resettlement issues
 Census survey of project affected persons
 Identification of vulnerable affected groups
 Based on the social assessment and impact analysis, stakeholders’ consultation
and R&R policy framework, a detailed Social Impact Assessment has been
prepared. The detailed process adopted in the social assessment is described below

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
12.4 Objective of the Study

The main objective of the study is to ensure that the project addresses the adverse
impacts on the livelihood of the people and that nobody is left worse off after
implementing Resettlement Action Plan (RAP) and those affected have access to
project benefits, during project construction as well as operation stage.

The report aims to highlight the social problems and suggests general and typical
mitigation measures to alleviate social problems of the project-affected people such as
loss of livelihood, displacement and loss of access to community facilities through
widening of roads, service roads, underpasses and other facilities. The specific
objectives of the RAP are as follows:

 To carry out a socio-economic, cultural and political/institutional analysis to

identify the project stakeholders and social issues associated with the project;
 To assess the extent of asset loss and undertake the census of potential project
affected people;
 To develop RAP in consultation with the affected people and project authorities;
and
 To develop a consultation framework for participatory planning and
implementation of proposed mitigation plan.
12.5 Scope of the Study

The study began with the identification of social issues, stakeholders and communities
including socially and economically disadvantaged communities. The focus of SIA is
on identifying local population likely to be affected by the project either directly or
indirectly and undertake census survey. The scope of the study in particular included
the following:

 Identifying key social issues associated with the proposed project and specifies the
project’s social development outcomes;
 Assessing potential social and economic impacts both during the construction
phase and in the operation phase;
 Reviewing policies, regulations and other provisions that related to resettlement
and rehabilitation of project affected people and other social issues;
 Social screening of various project components and likely impacts in terms of land
taking (loss of houses, livelihood, etc.), and resultant involuntary resettlement and
provide inputs (in terms of magnitude of impacts and likely costs for
mitigation) in preparing appropriate mitigation plans;
STUP Consultants Pvt. Ltd., 534 NHAI
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
 Screening the social development issues in the project area and its vicinity and
design the social services that may be provided by the project in order to improve
the quality of life and achieve the projects economic and social goals;
 Update the profile of the population and available infrastructure facilities for
services in the project affected area;
 Based on the assessment of potential social and economic impacts establish
criteria that will assist in the formulation of strategies; to the extent possible
maximize project benefits to the local population and minimize adverse impacts of
the project interventions on the affected communities;
 Inform, consult and carry out dialogues with the project stakeholders on matters
relating to project design, objectives, and implementation and provide specific
recommendations to avoid/minimize high social risks;
 Screen the social development issues in the project area and its vicinity and
accordingly design the social services that may have to be provided by the project
in order to improve the quality of life;
 Identify likely loss of community assets (e.g. school, community assets) including
the religious structures and common property resources (e.g. forest, grazing land)
the impacts of their loss on the local population;
 Assess the impact of influx of construction workers and others (both during civil
works and operation of the project) on the incidence of HIV/AIDS and other
diseases and develop a strategy to control them;
 Assess the capacity institutions and mechanisms for implementing social
development aspects of the project implementation including the social safeguard
plans and recommend capacity building measures; and,
 Develop monitoring and evaluation mechanism to assess the social development
outcomes.
12.6 Project Stretch Location

The Start point of the Project Road NH-48 (Km 515+000) is at Belgaum outer in the
state of Karnataka and End point of the Project Road NH-48 (Km 555+017) is at
Sankeshwar Bypass (upto End of Bypass towards Kagal) in the state of Karnataka. A
map showing the project location presented in Fig 12.1

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

Figure 12-1: Key Plan from Belgaum to Sankeshwar Bypass

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
12.7 Settlements/Habitations

The project road is passing through various settlements/built-up areas. The major ones
are listed below in the table No.12.1

Table 12-1: Major Settlements/ Build up Areas

Sl no From To Length Side Remarks

1 515.000 515.600 0.600 Left Bennali/Honaga
2 516.500 516.800 0.300 Left Built Up area
3 517.760 518.000 0.240 Left Mukti Mutt area
4 519.140 519.500 0.360 Right Bootaramanahatti
5 521.900 522.900 1.000 Left Halabhavi
6 522.250 523.000 0.750 Right Build Up Area
7 530.400 530.900 0.500 Right Benakoli
8 535.550 536.300 0.750 Left Hattargi/Yamakanmarradi
9 536.500 537.000 0.500 Right Thana Hattargi
10 538.800 539.060 0.260 Left Built Up Area
11 542.900 543.420 0.520 Left Built Up Area
12 544.000 544.600 0.600 Left Chikkalgud
13 545.850 546.100 0.250 Right Hebbal
14 547.200 547.500 0.300 Left Gotur
15 548.950 549.200 0.250 Left Built Up Area
Table 12-2: Salient features of the proposed Road and Influence Area

S.NO DESCRIPTION DETAILS

1 Length in Km 40
2 District Belgaum
Mumbai, Pune, Satara to Hubli, Dharwad, Haveri,
3 Connecting Places
Davangiri, Chitradurg and Bangalore
Honaga Industrial Area in Belagavi Taluk, Belgavi District
in the state of Karnataka and ends at Sankeshwar Bypass
4 Near By NH/SH
(upto End of Bypass towards Kagal). NH-13 (Solapur to
Mangalore), SH-20.
5 Attractive Places Belgaum Fort, Gokak Falls, Kittur, Kamal Basati
Wild Life Sanctuaries
6 Nil
and Protected Areas
7 Forest (type) Open
 Ghataprabha River: CH: 529+700Km
8 Water Bodies  Hiranyakeshi River: CH: 544+800 Km & CH:
551+900 Km

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Schools – Primary – 10,
Middle – 12,
Common Property Secondary School – 8. Government Collages – 1.
Resources (CPR) University - 1
9 (Average) Community Health Center – 5,
Hospitals PHC – 11
School Maternity and Child Welfare – 1
Veterinary – 9
Archaeological
10 Nippani Fort – 900 m, Shankarlinga Temple – 450m
Monuments
11 Industries Agro based, Engineering units etc
12 Mines and minerals Bauxite, lime stone, Dolomites, Quartzite, Aluminous
laterite Household Census & Ministry of MSME, GoI
Source: Census-2011, Amenities- District

12.8 Approach & Methodology

Approach and methodology mainly consist of quantitative and qualitative tools and
techniques. The methodology is adopted from the guidelines of Department of Land
Resources, Ministry of Rural Development (MoRD) and subsequent procedure of
Environmental and social safeguards (ESS2 & ESS3). The study as shown will be
conducted in two phases in detailed with analysis.

12.8.1 PHASE – I: PRE-Survey Activities

Collection and review of project literature

This phase intends to familiarize with the concerned and important stakeholders to
identify and collect the available literature and to scope the activities. Thisinvolved
two-pronged approach (a) discussions with Project Implementing authorities and other
concerned officials, b) collection of available relevant project literature. Consultations
will be held with concerned revenue officials to establish the ownership of land.
Literature review and consultations formed the basis for identification of key
stakeholders.

Rapid reconnaissance survey to familiarize field activities

In addition to review and consultations, rapid preliminary field visits were conducted
as part of ground truthing exercise. It provided the elementary idea about field
research preparation and also helped for pilot testing of questionnaires and
checklists.

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Scoping and Other Pre-survey Activities
Both, the review and rapid reconnaissance survey helped in finalizing the study
instruments and inception report detailing the final methodology and work plan.

12.8.2 PHASE – II: PRE-Survey Activities

Step 1 Census and PAP Asset Survey

For widening and improvement of existing alignment the social team conducted an
identification of structures within 60 of proposed ROW. Prior to initiation of physical
identification of the structures, detailed discussions were held with concerned officials
to collect information on ownership of land and ROW. The database will be used later
to identify structures coming within proposed ROW. All the affected properties
belonging to titleholders shall be incorporated in Final Feasibility Report. The
required volume of land and structures with location, size, geometry, type of
construction, name of the owner(s), address etc. shall also be covered. The following
points of exploratory survey include:

 Loss of immovable assets by type and degree of loss;

 Categorisation and Assessment of potential loss;

 Status of ownership

 Legal right on the likely to be affected assets

The survey also includes comprehensive examination of people’s assets, important

cultural or religious sites, and common property resources. The process includes
collecting details of owner or occupant of the structure, its type and usage and
dimensions etc. A structured format shall be used to collect all the relevant
information on project, PAPs and their structures its type and usage and dimensions
etc. A structured format shall be used to collect all the relevant information on project,
PAPs and their structures. For agricultural land affected Title Holders' identification,
the likely to be impacted land survey numbers which is derived from Land Plan will
be taken into consideration.

Step 2 Socio-Economic Impact Assessments

The impact on private land and structures (residential, commercial,) government,
encroachers and squatters in addition, detailed information on impact on community
assets will be collected (religious structure, educational institutions, community

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properties etc). The format for collection of impact information through consultative
process has been placed as Appendix 12.1 Volume IA: Appendix to Main Report. The
base line socio -economic survey provides the baseline information against which
mitigation measures planning needs to be suggested. The socio-economic survey
questionnaire has been placed in Appendix 12.1 Volume IA: Appendix to Main
Report.

Step 3 Consultations & Community participation

The identification of stakeholders involves systematic consultation with project
beneficiaries, project affected people, women, vulnerable and poor members of the
community, and other stakeholders who may have an influence over the project. To
identify social impacts and concerns, consultations will be undertaken with primary
stakeholders: beneficiaries, poor and vulnerable groups, people who may potentially
be impacted adversely by the project, and the implementing agency. Consultations to
be carried out with secondary stakeholders: local community based organizations
(CBOs) and community representatives as well as government departments etc.

12.8.3 Qualitative Survey

Qualitative surveys are conducted for evaluation of both affected population and
implementation capacities. The qualitative survey includes focus group
discussions and in depth interviews with various sections of people such as women,
knowledgeable persons and community leaders to elicit their expectations
and suggestions, which will support and provide additional information collected
through quantitative survey.

12.8.4 Social Impacts

Social impacts identify the potential for loss of land, assets/structures, livelihoods,
willingness of the community to provide land to the project, and other significant
social impacts. Where the extent of adverse social impacts is minor and no
displacement or loss of assets or livelihoods is expected, no further action is required.
However, where the social impact indicates that land acquisition and/or loss of assets
are unavoidable, appropriate resettlement plans will be prepared.

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12.8.5 Research Tools and Instruments

Various social research tools are employed to ensure that, all issues related to the
study need to be adequately addressed so that a meaningful package of deliverables
can be developed. The entire exercise shall be carried out through an appropriate mix
of social research techniques including desk research through review of information,
concerned government departments and project authorities. Structured and semi-
structured interviews, group discussions with the affected people and relevant
government agencies, line departments and community will be undertaken. The study
uses various instruments to collect information for the different stakeholders involved
in the project. The above tasks are planned to flow in a manner that will complete the
project in line with the HPSRTP. The proposed method is illustrated in the form of a
task flow diagram and is shown in Fig 12.2. Each of the above tasks is briefly
discussed in the above sections to demonstrate consultants understanding the project
required.

12.8.6 Legal Policy Provisions and Implementation Capacity

Relevant national and state legislation and regulations are to be reviewed. To study
implementation arrangements and its capacity in delivering the Rehabilitation and
Resettlement services verification of these arrangements and in-depth interviews with
authorities shall be conducted.

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Figure 12-2: Flow Chart of Stage wise activities to be adopted for proposed
project

12.9 Analysis of Alternative and Minimizing Impact

Need for Analysis of Alternative

Social impact assessment of the project is an important component of project
preparation. Environmental and social impact assessment during pre-design stage
helps to minimize, reduce or mitigate potential negative impacts of project action and
enhance positive impacts, sustainability and development benefits. Although many
benefits are expected from the project, social assessments have identified potential
adverse impacts on roadside communities immediately and directly affected by
project construction and operation. These impacts include losses of land, assets and
livelihood. Efforts will be made to reduce potential direct negative social impacts of
the project. The recommendations will be made to incorporate for detailed studies at
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DPR stage from technical and socio-economic perspective so as to enable the DPR
preparation to minimize the negative social impacts as far as possible.

Strategies to Minimize Land Acquisition and Resettlement Impacts

Right at the outset of this assignment, the DPR Team held meetings with the
concerned officials of NHAI HQ and PIU nodal and presented the major
realignment/bypass options with alternatives considering the engineering aspects,
likely impacts on environmental and social aspects to minimize potential land
acquisition and resettlement impacts of the Project. The following strategies were
devised/ adopted:

Road Alignment
As much as possible, the existing road alignments will largely be kept within the
“formation width”. However, if necessitated by the findings of the topographic
surveys and design preparation by the Engineers, re-alignment of some of the Project
roads in certain reaches may be inevitable. In such cases, the Project will (i) attempt to
make a maximum use of the non-productive lands, and refrain from affecting the
productive agricultural and pasture lands and (ii) consider the construction of
bypass road/s to avoid or minimize land acquisition/resettlement effects.

Relocation of PAP’s and Small business enterprise

The Project will assist the local business leaders and affected shop owners with better
land use planning and organize the relocate business area, taking into consideration
the traffic flow, as well as, the safety of the non-motorized traffic and road users.

However, a detailed study on the analysis of alternative and minimizing impacts will
be presented in draft reports of SIA & RAP.

12.10 Consultations and Community Participation

12.10.1 Stakeholders in the Project

In order to engage with the community and enhance public understanding about the
subproject and address the concerns and issues pertaining to compensation,
rehabilitation and resettlement, individual interviews, focus group discussions (FGD)
and meetings were undertaken amongst the various sections of affected families and
other stakeholders, during the census and socio economic survey that was carried out
as part of the detailed project report (DPR) for the subproject. The opinions of the

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DPs, stakeholders and their perceptions were obtained during these consultations. The
consultations with the DPs and other stakeholders will continue throughout the RP
implementation period.

12.10.2 Methods of Public Consultation

Consultations and discussions were held along the project with the affected families
and other stakeholders. Displaced persons were consulted through project census
survey. Consultation meetings were organized to get wider public input from both the
primary and secondary stakeholders. The consultation methods followed to elicit
required information (their views & opinions) are details below.

Table 12-3: Methods of Consultations

Stakeholders Consultation Method

Through Census Survey involving head of the
Displaced Persons
household as respondent
Village Head/representative of Through Focus Group Discussions (FGD) at
Aps affected villages
Through Focus Group Discussions (FGD) at
Local communities
affected villages
Through Focus Group Discussions (FGD) at
Women’s groups
affected villages
Vulnerable groups (SC, ST, Through Focus Group Discussions (FGD) at
BPL) affected villages
Executing Agency,
Individual interview, discussion, joint field visit
Implementing Agency
Line Departments/Agencies Individual meeting/interview, discussion

12.10.3 Preliminary Consultation at the Project Site

In addition to the web disclosure of the draft Resettlement Plan seeking views and
suggestions of the general public, detailed consultations regarding the extent of
involuntary resettlement impact and the mitigation measures to be proposed in the
draft RP will be disclosed to the affected families and general public through public
meetings held during the social surveys and Land acquisition meetings.

At this preliminary stage, consultations were emphasised on mapping of the social

issues related to the project stretch and thereby understand the concerns and
aspirations of the people on the upgradation and improvement of the existing road.
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Individual level Consultations was carried with the project proponents, government
officials, and local authority’s etc. The consultations are to be undertaken with
residents and shopkeepers for dissemination of information about the alignments and
the need of bypasses and safety measures. The consultations with road users and
dwellers will assist in finalizing various issued related to widening of the road with
service roads, paved shoulder and possible realignments etc. Below shows
photographs of the consultation carried out at the site and resemblance of social
sensitive structure and discussion with the key stakeholders.

Human Settlement

Religious place

Small Huts Agricultural Research Station

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(Sankeshwara)

Street Vendor at
Existing Land cover
CH: 515+000
Figure 12-3: Photographs of surrounding features at Project Site

Consultations with STUP personnel Discussions with locals

PAP’s at the site Consultations with local People

Figure 12-4: Initial Consultations with the Key Stakeholders

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12.11 Legal Framework and Project Principles

12.11.1 Introduction

The resettlement policy framework is prepared for Project Road road NH-48 starting
at Belgaum to Sankeshwar Bypass (upto End of Bypass towards Kagal) to be funded
by the National Highway Authority of India (NHAI) an autonomous agency of
Government of India. The land acquisition is to be implemented by the Government
of Karnataka and compensation to be paid on sharing bases by NHAI and GoK. This
RPF is drawn in accordance with the following acts, rules and policies, and generally
accepted practices and principles of resettlement and rehabilitation. The framework
has been developed based on the following policies/ legislations.

12.11.2 Applicable laws and Policies

Right to Fair Compensation and Transparency in Land Acquisition,

Rehabilitation and Resettlement Act, 2013 (RFCTLARR);

The act provides for a transparent process and fair compensation in land acquisition
for public purpose and provides for rehabilitation and resettlement of land owners and
those affected by land acquisition. This act came into effect on January 01, 2014 and
the Land Acquisition Act, 1894 stands repealed.

The Central Government has notified January 01, 2014 as the effective date of the
Act, in accordance with Sec 1(3) of RFCTLARR Act. The existing National
Highways Act (NHA) and other Acts specified in the Fourth Schedule of RFCTLARR
Act will have 1 year to adopt the; (i) compensation for land owners (First Schedule);
(ii) rehabilitation and resettlement entitlements (Second Schedule); and (iii) provision
of infrastructure amenities (Third Schedule).

The Right to Fair Compensation and Transparency in Land Acquisition and

Rehabilitation and Resettlement (Karnataka) Rules, 2015(RFCTLARAR (K)
Rules 2015)

As per the rules of the Land Acquisition of the Karnataka, it provides for the most
expeditious method of acquisition of land for highway projects in the State.

The Right to Fair Compensation and Transparency in Land Acquisition,

Rehabilitation and Resettlement (Karnataka Amendment) Act, 2019

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The amendment to the principle act was made to pursue the megha projects in the
sectors of infrastructure, communication and constructions of the national Highways,
new Railway lines, and drinking water project etc in order to facilitate land
immediately, otherwise there will be high escalation in the costs and also the benefits
of the development will be delayed considerably harming the interest of general
public.

National Highway Act, 1956

Acts are intended to achieve laudable objectives for the improvement and up
gradation of the national and state road networks. Apparently, a
comprehensivepolicyguidelines “A manual on Land Acquisition for National
Highways” issued by MoRTH to address the issues of the land acquisition brought out
the clarity.

Environmental and Social Standards (ESS2 Involuntary Resettlement) & ESS3

Indigenous Peoples

The objectives of the World Bank’s policy with regard to involuntary resettlement are:
(i) involuntary resettlement should be avoided where feasible, or minimized,
exploring all viable alternative project designs; (ii) where it is not feasible to avoid
resettlement, resettlement activities should be conceived and executed as sustainable
development programs, providing sufficient investment resources to enable the
persons displaced by the project to share in project benefits and displaced persons
should be meaningfully consulted and should have opportunities to participate in
planning and implementing resettlement programs; (iii) displaced persons should be
assisted in their efforts to improve their livelihoods and standards of living or at least
to restore them, in real terms, to pre-displacement levels or to levels prevailing prior
to the beginning of project implementation, whichever is higher. And indigenous
population is those who live in the schedule areas.

12.11.3 Preparation of resettlement framework

To comply with the requirement of the Environmental and Social Standards in general
and ESS5 specific to Land Acquisition, Restriction on Land Use and Involuntary
Resettlement the Resettlement Framework (RF) has to be prepared.

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The purpose of the Resettlement Action Plan (RAP) Framework Study is to prepare a
policy framework for land acquisition and resettlement by taking appropriate social
considerations as a basis for detailed study of land acquisition and resettlement to be
conducted in the next stages

A Resettlement Plan (RP) has to be prepared for the priority of core network roads
and any improvements or up gradation depending on the detailed engineering studies
which will be submitted to World Bank for approval before the award of civil works
contracts to ensure as per the principles framed.

12.11.4 Principles of Resettlement Policy Framework

Based on the Government statutes and World Bank policy, the following Resettlement
principles will be adopted to the project.

a) Screen the project early on to identify past, present, and future involuntary
resettlement impacts and risks. Determine the scope of resettlement planning through
a census and socio-economic survey of displaced persons, including a gender analysis,
specifically related to resettlement impacts and risks. Measures to avoid and minimize
involuntary resettlement impacts include the following: (i) explore alternative
alignments which are less impacting, (ii) ensure the appropriate technology is used to
reduce land requirements, (iii) modify the designs, cross sections, and geometrics of
components to maximize the RoW and ensure involuntary resettlement is avoided or
minimized.

b) Where displacement is unavoidable, improve, or at least restore, the

livelihoods of all displaced persons through; (i) land-based resettlement strategies,
where possible, when affected livelihoods are land based, and when loss of land is
significant, or cash compensation at replacement cost for land when the loss of land
does not undermine livelihoods, (ii) prompt replacement of assets with access to
assets of equal or higher value, and (iii) prompt compensation at full replacement cost
for assets that cannot be restored.

c) Ensure those displaced persons without titles to land or any recognizable legal
rights to land are eligible for resettlement assistance and compensation for loss of
non-land assets at replacement value.

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d) Improve the standards of living of the displaced poor and other vulnerable
groups, including women, to national minimum standards or standard before
displacement whichever is higher.

e) Carry out meaningful consultations with displaced persons, host communities,

and concerned nongovernment organizations. Inform all displaced persons of their
entitlements and resettlement options. Ensure their participation in planning,
implementation, and monitoring and evaluation of resettlement programs. Pay
particular attention to the needs of vulnerable groups, especially those below the
poverty line, the landless, the elderly, women and children, and indigenous peoples,
and those without legal title to land, and ensure their participation in consultations.

f) Prepare a Social Impact Assessment (SIA) and Resettlement Plan (RP)

elaborating on the entitlements of displaced persons, the income and livelihood
restoration strategy, institutional arrangements, monitoring and reporting framework,
budget, and time-bound implementation schedule.

g) Disclose a draft resettlement plan, including documentation of the consultation

process in a timely manner, in an accessible place and a form and language(s)
understandable to displaced persons and other stakeholders. Disclose the final
resettlement plan and its updates to displaced persons and other stakeholders.

h) Pay compensation and provide all resettlement entitlements before physical or

economic displacement and before commencement of civil works in that stretch of the
road-project. Implement the resettlement plan under close supervision throughout
project implementation.

i) Establish a grievance redress mechanism to receive and facilitate resolution of

the concerns of displaced persons.

j) Monitor and assess resettlement outcomes, their impacts on the standard of

living of displaced persons, and whether the objectives of the resettlement plan have
been achieved by taking into account the baseline conditions and the results of
resettlement monitoring. Disclose monitoring reports.

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12.11.5 Eligibility criteria

The displaced persons falling in any of the following three categories will be eligible
for compensation and resettlement assistance in accordance with the principles of
environmental and social framework:

I. Those who have formal legal rights to land (including customary and
traditional rights recognized under the laws of the country) (such as pattadhars);

II. Those who do not have formal legal rights to land at the time the census
begins but have a claim to such land or assets; provided that such claims are
recognized under the laws of the country or become recognized through a process
identified in the resettlement plan (such as those in occupation, for over 30 years, of
the land for which there is no claim of ownership or whatsoever and there is no
dispute to the occupier’s claim for the said land); and

III. Those who have no recognizable legal right or claim to the land they are
occupying (squatters and encroachers occupying the RoW or government land).

Cut-off Date: For title holders, the date of SIA notification [Sec 4(2)] of intended
acquisition as per the provisions of RFCTLARR Act will be treated as the cut-off
date, and for non-titleholders the start date of project census survey for the subproject
will be the cut-off date. There will be adequate notification of cut-off date and
measures will be taken to prevent encroachments/squatting after the cut-off date is
established. Non-title holders who settle in the affected areas after the cut-off date will
not be eligible for compensation. They however will be given sufficient advance
notice (60 days) to vacate the premises and dismantle affected structures prior to
project implementation. The project will recognize both licensed and non-licensed
vendors, and titled and non-titled households

12.11.6 Entitlement matrix

In accordance with the principles of this resettlement policy framework, all displaced
households and persons will be entitled to a combination of compensation packages
and resettlement assistance depending on the nature of ownership rights on lost assets
and scope of the impacts including socio-economic vulnerability of the displaced
persons and measures to support livelihood restoration if livelihood impacts are

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envisaged. The displaced persons will be entitled to the following five types of
compensation and assistance packages.

 Compensation for the loss of land, crops/ trees at their replacement cost;
 Compensation for structures (residential/ commercial) and other immovable assets
at their replacement cost.
 Assistance in lieu of the loss of business/ wage income and income restoration
assistance;
 Assistance for shifting and provision for the relocation site (if required), and
 Rebuilding and/ or restoration of community resources/facilities.
An Entitlement Matrix has been developed, that summarizes the types of losses and
the corresponding nature and scope of entitlements; and is in compliance with
National Laws. If the GoK adopts any higher provisions for compensation and
assistances then such higher provisions will apply. The entitlement matrix presents the
entitlements corresponding to the tenure of the DPs in the following order.

a) Impact to private property (title holders) consisting of: (i) loss of private land; (ii)
loss of private residential structure; (iii) loss of private commercial structure; (iv)
impact to tenants (residential / commercial / agricultural) of title holders; and (v)
impact to trees, standing crops, etc;
b) Impact to Nontitle holders consisting of: (i) impact to squatters; and (ii) impact to
encroachers;
c) Loss of employment to agricultural and non-agricultural workers/employees;
d) Additional assistance to vulnerable DPs; and Unforeseen impacts
e) Unforeseen impacts
Table 12-4: Entitlement Matrix

Sl.No Impact Category Entitlements Implementation Guidelines

Section I. TITLE HOLDERS - Loss of Private Property
1 Loss of Land a Land will be acquired on
(agricultural, payment of compensation as per
homestead, RFCTLARR Act 2013.
commercial or b Agricultural land owners: (i) who As and when GoK issues rules
otherwise) are marginal farmers; and (ii) regarding onetime/annuity payment
who become marginal farmers or towards economic rehabilitation, the
landless due to the land difference, if any, will be paid to the
acquisition for this project; will affected land owner.
be entitled for Rs. 50,000/- as
interim payment in lieu of
annuity policy.
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Sl.No Impact Category Entitlements Implementation Guidelines

2 Loss of residential In addition to Compensation for For partly affected structures, the DP
structure land and Assistances listed above will have the option of claiming
under S.No.1 compensation for the entire
Cash compensation at PWD structure, if the remaining portion is
a plinth area rates for structure unviable.
without depreciation and with
b 100%
Right solatium
to salvage affected
c materials
One time assistance of Rs.25,000
to all households who lose a
cattle shed
d One time assistance of Rs.25,000
for each affected family of an
artisan or self employed or own
non-agricultural land and who
has to relocate.
e An alternative house as per IAY
specifications in rural areas and a Stamp duty and registration charges
constructed house/flat of will be born in case of new houses or
minimum 50 sq.m. in urban areas sites.
or cash in lieu of house if opted
(the cash in lieu of house will be
Rs.70,000/- in line with GoI IAY
standards in rural areas and
Rs.1,50,000 in case of urban
areas), for those who do not have
any homestead land and who
f One time subsistence allowance
have to relocate.
of Rs.36,000/- for affected
households who require to
relocate due to the project
g Shifting assistance of Rs.50,000/-
for those who have to relocate
h One time Resettlement
Allowance of Rs.50,000/- for
those who have to relocate
3 Loss of In addition to Compensation for
Commercial land and Assistances listed If the affected structure is not viable
structure above under S.No.1 for continuing business, DP has the
Cash Compensation at PWD option to offer the entire structure for
a plinth area ratesfor structure acquisition
without depreciation with 100%
b Right
solatium to salvage affected
materials

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
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Bharatmala Pariyojana (Package-I) Final Feasibility Report

Sl.No Impact Category Entitlements Implementation Guidelines

c One time grant of Rs.25,000/- for If the business owner is different
loss of trade/self employment for from the structure owner, the one
the business owner time grant for loss of trade/self
employment, will be paid to the
business owner.
d One time subsistence allowance
of Rs.36,000/- for affected
households who require to
relocate due to the project
e Shifting assistance of Rs.50,000/-
for those who have to relocate
f One time Resettlement
Allowance of Rs.50,000/- for
those who have to relocate
4 Impact to tenants 4.1 Residential
(residential / a 1-month notice to vacate the
commercial rental premises
/agricultural) b Rental allowance at Rs.3,000/-
per month in rural areas and
Rs.4,000/- per month in urban
areas, for six months
c Shifting assistance of Rs.10,000/-
4.2 Commercial
a 1-month notice to vacate the
rental premises
b Rental allowance at Rs.4,000/-
per month in rural areas and
Rs.6,000/- per month in urban
areas, for six months
c Shifting assistance of Rs.10,000/-

d Commercial tenants will receive

the one time grant of Rs.25,000/-
for loss of trade/self employment
provided under 3(c) above in lieu
to the owner
4.3 Agricultural Tenants
a In case of agricultural tenants
advance notice to harvest crops
or compensation for lost crop at
market value of the yield
determined by the Agricultural
Department

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
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Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

Sl.No Impact Category Entitlements Implementation Guidelines

5 Impact to trees, a Three months (90 days) advance
standing crops, notification for the harvesting of
other properties, standing crops (or) lump sum
perennial and equal to the market value of the
non-perennial yield of the standing crop lost
crops: determined by the Agricultural
b Department
Compensation for trees based on
timber value at market price to
be determined by the Forest
Department for timber trees and
for other trees (perennial trees)
by the Horticultural Department
with 100% solatium.
c Loss of other properties such as
irrigation wells will be
compensated at scheduled rates
of Public Works Department
(PWD) with 100% solatium.
Section II. Additional Assistance for Women (Title and Non-title holders)
6 Loss of Land / a Reimbursement of stamp duty
house / shop and registration charges, for
purchase of property out of the
compensation/R&R assistance in
the name of women within 3-
years from LA award/R&R
Section III. NON TITLE HOLDERS - award.
Impact to squatters / Encroachers
7 Impact to 7.1 Loss of House
Squatters a Compensation at PWD plinth
area rates without depreciation
for structure
b Right to salvage the affected
materials
c House construction grant of
Rs.70,000 for all those who have
to relocate.
Additional house site grant of
Rs.50,000 to those who do not
have a house site,
d One time subsistence allowance
of Rs.18,000/-
e Shifting assistance of Rs.10,000/-
7.2 Loss of shop
a Compensation at PWD plinth
area rates without depreciation
for structure

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

Sl.No Impact Category Entitlements Implementation Guidelines

b Right to salvage the affected
materials
c One time rehabilitation grant of
Rs.20,000 for reconstruction of
affected shop
d One time subsistence allowance
of Rs.18,000/-
e Shifting assistance of Rs.10,000/-
7.3 Cultivation
a 2-month notice to harvest
standing crops or market value of
compensation for standing crops
8 Impact to 8.1 Cultivation Market value for the loss of standing
Encroachers a 2-month notice to harvest crops will be decided by the Spl.
standing crops or market value of DRO in consultation with the
compensation for standing crops, Agriculture or Horticulture
if notice is not given. Department.
8.2 Structure
a 1-month notice to demolish the
encroached structure
b Compensation at PWD plinth
area rates without depreciation
for the affected portion of the
structure
Section IV. Loss of Livelihood Opportunities
9 Loss of a Subsistence allowance equivalent Only agricultural labourers who are
employment in to minimum agricultural wages in fulltime / permanent employment
non-agricultural for 3 months of the land owner, or those affected
activities or daily full time employees of the business,
agricultural wages will be eligible for this assistance.
or other wage Seasonal agricultural labourers will
workers not be entitled for this assistance.
Section V. Impact to Vulnerable DPs
10 Vulnerable a Training for skill development. One adult member of the displaced
Households This assistance includes cost ofhousehold, whose livelihood is
training and financial assistance
affected, will be entitled for skill
for travel/conveyance and food. development.
The LARRU with support from the
b One time assistance of Rs.5,000 NGO will identify the number of
for all those major impacted eligible vulnerable displaced persons
households based on the 100% census of the

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

Sl.No Impact Category Entitlements Implementation Guidelines

c Displaced vulnerable households displaced persons and will conduct
will be linked to the government training need assessment in
welfare schemes, if found consultations with the displaced
eligible and not having availed persons so as to develop appropriate
the scheme benefit till date. training programmes suitable to the
skill and the region.
Suitable trainers or local resources
will be identified by LARRU and
NGO in consultation with local
training institutes.
Section V. Unforeseen Impacts
Unforeseen impacts encountered during implementation will be addressed in accordance with the principles of
this policy

12.12 Implementation / Mobilization and Work Program

12.12.1 Planning and Purpose of Implementation

The resettlement program has to be co-coordinated with the timing of civil works. The
required coordination has contractual implications, and will be considered in
procurement and bidding schedules, award of contracts, and release of cleared
Corridor of Impact (COI) sections to project contractors. The project will provide
adequate notification, counselling and assistance to affected people so that they are
able to move or give up their assets without undue hardship before commencement of
civil works and after receiving the compensation. The implementation schedule
provides the key benchmarks of implementing the RP. All other activities related to
implementation and land acquisition will be undertaken simultaneously. It is the
responsibility of the PIU to ensure that the RP is successfully implemented in a timely
manner. The implementation schedule needs to be updated periodically and monitored
judiciously. Resettlement and Rehabilitation is complete only when the following
criteria are met.

A. Assuring that the amounts of money assessed and finally approved for
compensation and financial assistance are paid to the genuine PAPs, well in advance
to:

 Actual possession of land and/or clearing of ROW, and

 Award of contracts for the civil works under this Project.

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
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Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
B. Hiring and managing NGO/Consultants for providing technical assistance in
RP implementation.

C. Make necessary arrangements for and assuring active participation of all the
concerned officials and field staff in the training courses on the Resettlement Policy
and Practices and/or RP Implementation. The concerned official and field will
include:

 NHAI, PIU and PWD

 Land Revenue Department in Belgaum District of Karnataka

 District Land Acquisition Collectors and their field staff; Project NGO/s.

12.12.2 Process of RAP Implementation

The process of land acquisition has to be initiated soon after the prioritisation of the
core network roads for improvements and widening respectively. Although
acquisition is a very complex process it will be planned to complete the entire process
in one year from the time of preliminary draft notification for acquisition.

Table 12-5: General Timeframe for Land Acquisition

Step LA Process Agency Responsible Timeline

LA Proposal to Revenue Department; Project
1 description – scope of land acquisition, Executive Agency Week 1-2
location.

2 Publication of Notice expressing the intend to Revenue Department Week 3-4

acquire the land under Section 4 of LAA

3 Field survey, inventory of assets affected Revenue Department Week 5-20

4 Declaration under Section 6 notification Revenue Department Week 21-22

5 Compensation assessment & award preparation Revenue Department Week 23-24
6 Dispute/Objections (Grievance Redressal) Aggrieved parties Week 25-26
7 Possession of land, marking, clearance Revenue Department Week 23-52
8 Disbursement of compensation cheques Revenue Department Week 23-52
Land acquisition to be completed in a total of 52 weeks (One Year)

The land-strips required for widening of the Project roads will be acquired under
normal land acquisition procedures laid down in RFCT LARR, 2013, Act.

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Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
Compensation for the acquired lands and other affected assets will be assessed by the
Land Acquisition Officer’s (LAO) in consultation with PAPs. The total amount
assessed will be deposited by Agency, to District Collector of the respective region,
who will then make payment of compensation money to the entitled APs, soon after
the notice of compensation award as per the LA act. Then, the LAOs will take
possession of the acquired lands and hand over to NHAI, respectively, for starting
construction works (improvements and widening) of the Project awards. Payment of
compensation will be made at least 30 days (one month) prior to the actual possession
of the acquired lands. No land will be possessed without full payment of due
compensations to the affected landowners and their tenants. However, in case of a
dispute, the assessed/allocated amount of compensation will be pledged in the names
of the concerned APs, pending a decision. In such an exceptional case, the Project
(NHAI) may possess the land without payment of compensation, but after 30 days
(one month) of the filing of the grievance with the Grievance Redress Committee
(GRC) or a case with the Court of Law.

The various activities involved in the process of land acquisition, roles and
responsibilities and an approximate time-frame for carrying out these activities are
presented in the Table 12.6. It should be noted that that, normally, the whole process
of land acquisition may take about a year, as given in table. However, a margin of
additional six months is provided herein to make provision for any unforeseen
situation/circumstances that may arise during the RP implementation.

Table 12-6: Land Acquisition - RP Activities, Responsibilities and General

Timeframe

RP Activity Group Responsible 2020 2021

No. (Land Acquisition & Primary Secondary III IV I II III IV
Resettlement)
1 RAP Disclosure – Brochure PDs NHAI/PIU
Distribution

2 Review Census/Inventory & NHAI/PIU Engineers

Rates
3 Preparation/Submission of NHAI Engineers
Requisition
4 Transfer of Funds to District PDs LAC
LACs
5 Preliminary Notification - LAA LACs NHAI/PIU
Section-4

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Bharatmala Pariyojana (Package-I) Final Feasibility Report

RP Activity Group Responsible 2020 2021

No. (Land Acquisition & Primary Secondary III IV I II III IV
Resettlement)
6 Land Survey – Size of Land of LACs NHAI/PIU
each AP
7 Detailed Compensation LACs NHAI/PIU
Assessment
8 PAP Consultations & Re- LACs NHAI/PIU
adjustments
/NGO
9 Preparation of Compensation LACs NHAI/PIU
Awards
10 Final Notification – LA Section-6 LACs NHAI/PIU

11 Disbursement - Compensation LACs NHAI/PIU

Cheques
/NGO
12 Possession of Land from LACs NHAI/PIU
Landowners

13 Hand-over of Land to H LACs NHAI/PIU

NHAI/PIU
/PD
14 Grievance Redressal / Law Suites GRCs/Court NHAI/PIU
/NGO

15 Award of Contract for PDs Contractor

Construction

16 Construction Civil Work Get Contractor PD

Started

12.12.3 Disclosure and Community Participation

Information will be disseminated to DPs at various stages. In the road-project

initiation phase, the LARRU will be responsible for issue of public notice to acquire
particular land/property for road-project component along with program
information/details. The notice will be published once in local newspapers. The
LARRU along with local self-government leaders/revenue officials/officials from
DE’s office will also conduct meetings with DPs in addition to the public notification
to ensure that the information is given to all of them.

• Inform and explain the entitlement policy and various options to the affected
people (APs) prior to payments of compensation and other financial assistance;
and

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Bharatmala Pariyojana (Package-I) Final Feasibility Report
• Socially prepare the affected persons, particularly house-owners and shop/SBE
owner-operators for relocation.

• Help counter rumours and prevent unnecessary distress;

• Bring clarity on issues that might be raised by the affected persons, including the
affected houses, shops/SBE and fruit orchard owners about their entitlements and
benefits through question-and-answer sessions

• Solicit help from the local community/business leaders and encourage their
participation in RP implementation; and

• Attempt to ensure that vulnerable groups understand the process and their needs
are specifically taken into consideration.

12.12.4 Grievance redressal committee

Grievance Redressal Committee (GRC) will be established at two-levels, one at

regional level and another at State level, to receive, evaluate and facilitate the
resolution of displaced persons concerns, complaints and grievances. The GRC will
provide an opportunity to the PAPs to have their grievances redressed prior to
approaching the State level LARR Authority. The GRC is aimed to provide a trusted
way to voice and resolve concerns linked to the project, and to be an effective way to
address displaced person’s concerns without allowing it to escalate resulting in delays
in project implementation.

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 CHAPTER - 13
COST ESTIMATES
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
13. COST ESTIMATE

13.1 General

The Project cost estimates have been prepared based on various items of works
required such as:

a) Road Works such as concrete pavement, bituminous pavement, entry and exit
ramps, drainage, intersections, road furniture, such as truck laybyes, bus bays,
augmentation of existing toll plaza highway lighting, arboriculture,
environmental management plan, slope protection works etc.,

b) Structure Works such as proposed Major bridges, Minor bridges, VUP, Grade
separators, Interchanges, Elevated roads, widening of all existing structures
including CD works, repairs and rehabilitation of existing structures etc.,

Retaining Walls such as RCC walls and RE walls for the approaches of grade
separator structures,

13.2 Estimation of Quantities

The quantities of major items of works have been worked out based on following:

 Site Clearance: The area considered for Site Clearance is the area within the
proposed Right of Way.
 Earth Works: This item provides for roadway excavation, earthwork in
embankment, sub-grade and shoulders, medians, islands including disposal of
surplus earth and unsuitable material. In this stage, the construction of
embankment height has been taken as per site condition. Sub-grade soil having a
CBR>=10% will be taken from borrows area for main carriageway works
whereas the existing subgrade soil or available excavated soil has been used for
the widening/ formation of existing service roads/ new service roads.
 The pavement quantities like GSB, DLC and PQC for Main carriageway and
GSB ,WMM & Bituminous items etc. have been worked out for service roads
based on Typical Cross Sections and Pavement design is done based on traffic
CBR values for existing soil and borrow soil.
 The estimation of quantities for Repair & Rehabilitation is proposes based on
site conditions of structures and have been worked out as per site requirement in

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Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
order to maintain durability of structures and natural drainage system of project
area.
 Traffic Signs and Markings: Proposed as per site requirement and the quantities
have been calculated as per Design Plan and IRC standard.
 The quantities for junctions, bus bays, traffic appurtenances and other
miscellaneous items have been calculated from the standard drawings.
 Based on typical cross section estimates of new construction for service
road/slip roads has been prepared.
 A study of the existing structures has been carried out to ascertain the structure
to be retained or re-constructed. Cost of the Repairs, Rehabilitation, and up-
gradation of stretches are worked out by experienced bridge engineers.

13.3 Project Cost

The basic widening proposals of pavement from 4 laning to 6 laning have been
considered based on the following pavement types and lengths. The details of
proposed type of pavement for Main Carriageway shall be as given bin below:

Proposed Type of Pavement for Main Carriageway

Belgaum to Sankeshwar Bypass

Total length
Sl.No Type of Section Proposed Pavement Type
(km)
Section with Existing Flexible Strengthening and Widening from 4
Pavement other than proposed lane to 6 lane with Continuously
1
grade separators and re- Reinforced Concrete Pavement
alignments, if any (CRCP)
Widening from 4 lane to 6 lane with
Section with Existing Rigid Total length of
Rigid Pavement along with repairs to
Pavement other than proposed road from Ch:
2 existing rigid pavements as per
grade separators and re- 515+000 to
Schedule- E i.e. Maintenance
alignments, if any 555+017
Requirements
Approaches to Proposed Grade
Separator, VUP,VOP, LVUP Continuously Reinforced Concrete
3
etc., for main road and re- Pavement (CRCP)
alignment sections, if any

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Bharatmala Pariyojana (Package-I) Final Feasibility Report
The details of pavement crust for Main Carriageway are as under:

Continuously Reinforced Concrete Pavement (CRCP)

 Pavement Quality Concrete – 280mm
 Dry Lean Concrete (DLC) – 150mm / 100mm(min) ( for new pavement crust /
white topping on existing flexible pavement respectively)
 Granular Sub base ( GSB) including Drainage Layer - 250mm ( 150mm +
100mm DL)
 Sub grade – 500mm

Rigid Pavement
 Pavement Quality Concrete (PQC) – 300mm
 Dry Lean Concrete (DLC) – 150mm
 Granular Sub base (GSB) including Drainage Layer - 250mm ( 150mm + 100mm
DL)
 Sub grade – 500mm

The pavement composition for service road for flexible pavement has been worked
out for 10 MSA for varying CBR values of existing subgrade as per IRC 37-2018 and
the same are considered in the estimates.

13.4 Methodology

In this report estimation of cost has been carried out based on the design requirements
of widening of existing 4 lane highway to 6 lane highway and project facilities. The
process involved in the cost estimation has been described under the following
sections:

13.5 Rate Analysis

Rate analysis has been carried out as per prevailing Schedule of Rates (SOR),
National Highway Circle Dharwad for the year 2018-19 and which effective and
applicable for current year. The rate in SOR are including all the leads for the basic
construction materials such as cement, steel, aggregates, sand etc., and hence no
separate lead has been added except for mixed material leads, bituminous materials,
flyash for the use in the embankment material and concrete pavements. Following the
review, it was noted that the similar items either are not available in SOR or have
been considered as per prevailing industry rates. For most of the items, for which rates

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are not available in SOR, the basic rate of major items was assessed from prevailing
industry rates and then, rate analysis was carried out strictly in accordance with the
procedure described in the latest “Standard Data Book for Analysis of Rates” of
MORTH 5th revision. The basic rates have been adjusted considering the lead for
each contract package separately. Rate analysis has been carried out for each item of
structures including those for rehabilitation works according to the Standard Data
Book of MORTH 5th revision, wherever required.

13.6 Cost Abstract

The cost estimate is prepared for Widening of existing 4 lane divided carriage way
with service roads to 6 lane divided carriage way with service roads on either sides
including all the proposed facilities as per IRC standards. The Total Capital Cost of
the project cost is estimated as Rs. 1541.02 Crores (Including LA and R&R) and
Abstract of the Total Capital Cost of the Project is given below in Table No.E.17.
Civil Construction cost is estimated as Rs.1176.37 Crores excluding GST and
Estimated Project Cost is worked out as Rs. 1,436.61 Crores including GST,
Utilities shifting cost Centages etc., The Abstract of Cost Estimate is presented
below in Table No 13.1:

Table 13-1: Cost Summary

Amount in Rs.
Sl. No. Description
Crores
(I) Cost of civil work
1 CIVIL CONSTRUCTION COST 1,176.37
2 GST @ 12% 141.17
3 Total Civil Construction Cost including GST' 1,317.54
UTILITY SHIFTING COST (Excl.supervision cost of Utility
4 15.53
shifting works)
Total Civil Construction Cost including GST and Utility Shifting
5 1,333.07
Cost
(II) Centages

6 Add Contingency Charges on '(1)' @ 2.8 % 32.94

7 Supervision Consultancy Charges on '(1)' @ 3 % 35.30

8 Agency Charges on '(I)' @ 3 % 35.30

Total Civil Cost including Agency, Contingency & Supervision
9 103.54
Charges

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Bharatmala Pariyojana (Package-I) Final Feasibility Report
Amount in Rs.
Sl. No. Description
Crores
10 Estimated project cost (EPC) 1,436.61

Total project cost per Km in Rs. Crores 35.90

(III) Pre Construction activities

1 Land Acquisition Cost and R&R 37.95

2 Forest Clearance Charges (Tree Cutting Charges) 0.19

Supervision Charges on shifting of Utilities works
3 0.39
(Assumed 2.5% for estimate)
Subtotal (III) 38.53
Maintenance for 10 years @ 5% in total on '3' above as per
(IV) 65.88
Article 14 and to be paid separatey on contract price

Total Capital Cost 1,541.02

Total capital cost per Km in Rs. Crores 38.51

Note: The cost of pre-construction activities are likely to change based on the actual
requirement and at the time of execution.

Cost abstract has been worked out and the details of cost abstract for civil works are
as under:

Table 13-2: Cost Estimate Abstract Summary

Sl no Description Amount (Rs) (R4)

A ROAD WORKS
1 Site Clearance 171,963,394
2 Earthwork 779,618,479
3 Pavement and Entry / Exit Ramps 3,369,898,798
4 Drainage 1,334,732,854
5 Road Furniture 565,670,036
6 Intersections 122,783,093
7 Bus bay 67,134,592
8 Truck bay 43,614,368
9 Toll Plaza 249,421,825
10 Arboriculture 13,464,678
11 Highway Lighting 283,712,295
11A Environmental Management Plan 65,881,710

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Bharatmala Pariyojana (Package-I) Final Feasibility Report
Sl no Description Amount (Rs) (R4)
Repair and Rehabilitation of Exising Concrete
11B 79,700,000
Pavement
Routine Maintenance of Project Highway during
11C 59,700,000
Construction Period
Total Road Works 7,207,296,122
B STRUCTURE WORKS
12 Major Bridge n Viaduct(New) 34 08 41 084
13 Major Bridge-Service roads 17 38 01 810
14 Elevated Road(New) 60 22 48 378
15 Trumpet flyover (New) 5 83 71 515
16 VUP (New) 41 49 48 817
17 VUP (Widen) 5 66 66 299
18 PUP (Widen) 1 55 54 230
19 CUP (Widen) 80 38 326
20 CUP (Reconstruction) 58 40 924
21 Grade separator (Widen) 1 35 84 098
22 Minor Bridge (New) 2 21 82 650
23 Minor Bridge (Widen) 10 19 02 656
24 LVUP 2 33 95 429
25 VOP 41 13 48 992
26 Box Cvt (New) 21 72 426
27 Box Cvt (Widen) 1 81 49 287
28 Pipe Cvt (Widen) 5 47 85 164
29 Dismantling of Structures 57 90 161
29A Repair of Existing Bridges 7 85 27 072

Total Structures Works

2,408,149,317

C EARTH RETAINING STRUCTURES

30 RE Walls 130 28 87 798
31 RCC Walls 84 52 71 140
Total Retaining Wall Works 2,148,158,938

D CIVIL CONSTRUCTION COST (A+B+C) 11,763,604,376

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Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
Sl no Description Amount (Rs) (R4)

CIVIL CONSTRUCTION COST in Crores 1,176.37

E GST @ 12% 141.17
CIVIL CONSTRUCTION COST INCLUDING
F 1,317.54
GST
G UTILITY SHIFTING WORKS 15.53
CIVIL CONSTRUCTION COST INCLUDING
H 1,333.07
GST AND UTILITY SHIFTING COST

13.7 Operation and Maintenance Cost

Major maintenance cost is assumed for every 7 years after initial construction.
Operation and maintenance cost includes:

 Periodic Maintenance
 Routine Maintenance
 Operation Cost

Periodic maintenance cost includes long terms maintenance works depends upon
pavement design, traffic loads etc., considering the concrete pavement for main
carriageway, no periodic maintenance would be required other than tinning of the
concrete surface to improve the skidding characteristics of concrete pavement
whenever texture depth is less than prescribed limits due to wear and tear of concrete
surfaces. However for service roads, after initial traffic loading of 10 MSA is
achieved in subsequent years, the Service Roads shall be strengthened and overlaid
suitably to ensure maintenance requirements during O&M period.

Routine Maintenance cost includes:

 Road Maintenance
 Structure Maintenance
 Road Property Maintenance
 Incident Management
 Equipment Based survey Investigations

Operation Cost include Manpower, Toll collection services, Security, Route

operations, Systems, operations, Plaza operation, Electricity expenses, professional
fee and other contingency charges. All the O&M expenses have been considered
based on the NHAI circulars for the purpose analysis in BOT projects.
STUP Consultants Pvt. Ltd., 568 NHAI
 CHAPTER - 14
ECONOMIC AND FINANCIAL
ANALYSIS
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
14. ECONOMIC AND FINANCIAL ANALYSIS

14.1 Economic Analysis

14.2 Introduction

The section of NH 48 between Belgaum (Km 515.000) and Sankeshwar Bypass (upto
End of Bypass towards Kagal) (Km 555+000) in the state of Karnataka has been taken
up on priority for upgrading it to 6-lane access-controlled facility in order to facilitate
smooth freight movement under Bharatmala Pariyojana. The project road as described
in Table 14.1

Table 14-1: Details of Road Sections

Pavement Type
Sl Length Service
Section Phase Main Carriageway
No (Km) Road
Rigid Flexible Flexible
Belgaum to
Sankeshwar
1 Bypass (Km Package I 40.00 24.79 15.21 40.00
515.000 to Km
555.000)
The lengths of different pavement types have been worked out from the condition
survey of existing road. The proposed improvement of present 4-lane road stretches
will mainly serve the economy of both the states of Karnataka and Maharashtra. The
pavement type of the existing road is a combination of both flexible and rigid. The
improvement proposals include providing a 6-lane road with pavement types as,
existing rigid pavement to rigid pavement and existing flexible pavement to
continuously reinforced concrete pavement (CRCP) for main carriageway. The
existing single lane service roads with flexible pavement on either side will be
widened to 2-lane with flexible pavement. This involves certain social costs in terms
of utilization of scarce resources and public investment, to have significant benefits
flowing to the society. Hence it becomes imperative to undertake an economic
analysis to examine whether such projects are significantly beneficial to the society or
the economy.

The improvement will bring about a reduction of vehicle operating costs, travel time,
accidents, environmental hazards etc. In the present analysis, the benefits are accrued

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
from saving in vehicle operating costs (VOC) and travel time costs for passengers and
goods (VOT). The following sections describe the steps followed in the economic
analysis using Highway Development and Management (HDM-4) model, considering
inputs from the prevailing ground situation.

14.3 Approach and Framework of Analysis

The economic analysis of the project road allows accessing the physical, functional
and economic feasibility of the specified project alternative by comparing against a
base case or a ‘Without Project’ scenario. The analysis covers the following;

 Life cycle costing of pavement structural performance

 Prediction of road deterioration
 Estimation of road user costs (VOC and VOT)
 Calculation of economic and financial benefits by comparing project alternatives
 Maintenance of roads
The economic analysis is done through HDM-4 model, which compares the transport
cost for road agency and road users under ‘without project’ and ‘with project’
scenarios. The economic internal rate of return (EIRR) derived from undiscounted net
benefit streams, have been used to determine the economic viability. The different
scenarios considered are;

 ‘Without Project’ (Do nothing / Base Case): Keeping the 4-lane existing road
stretch with minimum routine and periodic maintenance.
 ‘With Project’: Improvement with 6-lane dual main carriageway and providing
two lane service roads on either side with rehabilitation and upgrades to specified
standards along with routine and periodic maintenance.

As the existing pavement types are both flexible and rigid, the analysis has been
carried considering three different situations, viz,

 Main carriageway - existing rigid pavement to proposed rigid pavement

 Main carriageway - existing flexible pavement to proposed CRCP
 Service road – existing flexible pavement to proposed flexible pavement

The results of all the three situations have been combined to carry out the economic
analysis. The total quantitative benefits and costs at economic prices due to
improvement of study stretch determine the EIRR and NPV of the project road.

STUP Consultants Pvt. Ltd., 570 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
14.4 Assumptions and Inputs

The calibration of the model and its sub models have been done following the local
conditions, engineering inputs and data collected from various concerned departments
as far as possible. The analysis for the project road is being carried out considering the
following assumptions;

1. Analysis period is taken as 25 years starting from 2021 including the construction
period
2. Construction period taken as 30 months for the sections, starting from 2022. The
outlay for 3 years period is assumed as 20%+ 40%+ 40%.
3. The economic cost for all the items has been assumed as 90% of the financial cost.
4. Salvage value considered as 10% of economic cost at the end of analysis period
5. Rise and Fall – 5 m/Km
6. Average curvature – 15 deg./ Km
7. Speed Limit – 40 Km/hr for existing road and 80 Km/hr after improvement on
main carriageway. For service road the speed limits have been considered as 30
Km/hr and 60 Km/hr respectively.
8. Sub grade CBR – 8%
9. Roughness (IRI) – 2.5 and 4.0 for existing main carriageway in 2020. The same
for existing service road considered as 4.5.
10. No non–motorized vehicle has been considered in the analysis
11. Average altitude - 670 m
12. Discount rate – 12%
13. Time values for different vehicles have been considered based on per capita
income of the state, work force participation rate and ADB documents for Jaipur
and Mumbai Metro Rail projects.
14. Non-work time value assumed as 40% of work-time value.

The key inputs for vehicle fleet are presented in Table 14.2.

Table 14-2: Assumed Vehicle Input Values at Economic Prices (in INR)

Two Three 2-Axle 3-Axle

Item Car Bus MAV LCV
Wh. Wh/Auto Truck Truck

Vehicle
5,05,000 63,600 1,67,500 13,00,000 13,48,000 15,21,000 17,49,000 7,70,600
Price INR
No. of 4 2 3 6 6 10 12 4
Wheels
No. of 2 2 2 2 2 3 4 2
Axles
Passengers 4 1 3 35
Tyre Price 3,500 1,170 1,170 11,100 11,100 11,100 11,100 5,400
INR.(INR/
Fuel 38 38 38 35 35 35 35 35
lt)
STUP Consultants Pvt. Ltd., 571 NHAI
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

Two Three 2-Axle 3-Axle

Item Car Bus MAV LCV
Wh. Wh/Auto Truck Truck

Lubricating
Oil 99 99 99 99 99 99 99 99
(INR/lt)
Maint.
Labor 162 145 145 242 242 242 242 194
(INR/ hr)
Crew
Wages 145 - 129 242 242 242 242 145
(INR/ hr)
Annual
Overhead 27,900 1,500 4,350 1,08,000 39,000 73,000 68,600 16,000
(INR)
Interest 12 12 12 12 12 12 12 12
Rate
PCSE (%) 1 0.5 1 2 2 2 2 2
Working 1,950 1,300 3,600 2,200 2,100 2,100 2,100 1,500
Hours km 32,000 16,000
Annual 21,900 1,00,000 75,000 75,000 75,000 60,000
Avg. life 10 10 8 8 8 8 8 8
(Yrs) Value of Time
Work 194 113 60 60 0 0 0 0
(INR/hr)
Non-work 78 45 24 24 0 0 0 0
(INR/hr)
Cargo 0 0 0 0 60 60 113 20
(INR/hr)
14.5 Traffic Assignment

The traffic assignment on the proposed road has been carried out based on the traffic
volume at Hattargi Toll Plaza (Km 537.770), along with origin-destination surveys.
AADT data from Hattargi Toll Plaza have been considered. Based on the analysis
with due considerations for future development, the traffic assignment has been
worked out for the year 2020-21. It is planned that two wheelers, auto rickshaws and
slow-moving vehicles will move on service road and the rest of the traffic will move
along the main carriageway.

In 2020, AADT for the prohject stretch is estimated at 15,950 vehicles on main
carriageway and 7,879 vehicles on service road (total 29,347 PCU). The share of
goods vehicles comprising of MAVs, 2 / 3 axle trucks and LCVs is 24%. The
presence of cars and two wheelers for the project stretch is to the tune of 36% and
33% respectively (Table 14.3).

STUP Consultants Pvt. Ltd., 572 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
Table 14-3: AADT (2020)
Main Carriageway Service Road

Grand Total
Pass. Auto
Total (No)

Total (No)

(No)
Wheeler
Pickup

& Cab
2 Axle

3 Axle
Truck

Truck

MAV

Two-
LCV
Car/
Jeep

Van
Bus

1,93 1,42 1,41 15,9 7,87 23,8

8,528 768 962 913 7,773 106
6 5 8 50 9 29

14.6 Traffic Forecast

Traffic growth rates for all categories of vehicles have been worked out based on the
past trends of registered motor vehicles and the econometric models as per IRC 108-
2015. The econometric models have been developed with respect to relevant
economic indicators like GVA (Gross Value Added), NSVA (Net State Value
Added), population, and per capita income (PCI) of Karnataka state which influence
the growth for all the vehicle categories. The time series data was collected from RBI
Statistical Handbook and Government Departments and the elasticity coefficients
were derived from empirical models evaluating the relationship between traffic
growth and suitable economic indicators. The elasticity values and growth rates
calculated have been suitably modified to suit the future traffic scenario. For
estimation of future economic indicators, the following facts have been taken into
consideration;

 It is observed that the GDP has followed a declining trend and has come to 4.2%
in year 2019 and is likely to come down further in year 2020 due to impact for
major economic activities in India with Covid-19. As per IMF estimates, the GDP
growth projection for 2020, 2021 and 2025 are -10.3%, 8.8% and 7.2%
respectively. The CEBR also forecasts that the Indian economy will expand by 9
per cent in 2021 and by 7 per cent in 2022. Growth will naturally slow as India
becomes more economically developed, with the annual GDP growth expected to
sink to 5.8 per cent in 2035.
 As per the Survey of Professional Forecasters (SPF) conducted by RBI (64th
round-received during May 7-28, 2020), Real Gross Domestic Product (GDP) is
likely to contract by 1.5 per cent in 2020-21 but is expected to revert
to growth terrain next year, when it is likely to grow by 7.2 per cent. Real gross

STUP Consultants Pvt. Ltd., 573 NHAI

Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
value added (GVA) is expected to decline by 1.7 per cent in 2020-21 but is likely
to record 6.8 per cent growth in 2021-22, supported by uptick in industrial and
services sector activities.
 The growth of GDP between 2011-12 and 2018-19 is observed as 6.95% p.a. As
per Economics and Politics International the growth of GDP for 2021-22 would be
8.8% p.a and likely to reach 7.18% p.a by 2025-26.
 The growth of NSDP for Karnataka and Maharashtra between 2011-12 and 2018-
19 is observed as 9.03% and 6.75% p.a respectively. Average NSDP growth
works out as 7.8% p.a.
 The growth of PCI for Karnataka and Maharashtra between 2011-12 and 2018-19
is observed as 7.86% and 5.63% p.a respectively. Average PCI growth works out
as 6.6% p.a.
 The average growth rate of population for Karnataka and Maharashtra is 1.47%
p.a as per 2011 Census. By 2021-31 the growth rate is expected to be 0.97% p.a
(calculated based on “Report of the Technical Group on Population Projections,
Census of India”).

Based on the above discussions, future growth rates (2021-22 onwards) for socio-
economic indices are assumed as, Population - 1.2% p.a, PCI - 6.5% p.a, NSDP -
7.5% p.a and GDP - 7% p.a, with decline in growth rate by 10% every 5 years, due to
government policies and technological development.

From the past census data of traffic at the toll plaza, the traffic growth rates have been
worked out. Growth of passenger auto rickshaws has been kept constant over the
years at 2% p.a. For other vehicle types where the actual / modelled growth is less
than 5% p.a, a value of 5% p.a in the base year is assumed.

Generated traffic of 5% of each category of vehicles has been assumed from 2024 due
to the improvements. The adopted growth rates are shown in Table 14.4. The number
of total fast vehicles including generated traffic is presented in Table 14.5.

Table 14-4: Adopted Traffic Growth Rates

Two- Pass. Car/ Pickup 2&3
Slab Year Bus LCV MAV
Wheeler Auto Jeep Van Axle
2019-2023 8.56% 2.00% 8.55% 6.28% 8.79% 8.79% 5.00% 10.06%
2024-2028 7.70% 2.00% 7.70% 5.65% 7.91% 7.91% 4.50% 9.05%
2029-2033 6.93% 2.00% 6.93% 5.09% 7.12% 7.12% 4.05% 8.15%

STUP Consultants Pvt. Ltd., 574 NHAI

 Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
Two- Pass. Car/ Pickup 2&3
Slab Year Bus LCV MAV
Wheeler Auto Jeep Van Axle
2034-2038 6.24% 2.00% 6.23% 4.58% 6.41% 6.41% 3.65% 7.33%
2039-2043 5.62% 2.00% 5.61% 4.12% 5.77% 5.77% 3.28% 6.60%
2044-2048 5.05% 2.00% 5.05% 3.71% 5.19% 5.19% 2.95% 5.94%
Average
6.72 2 6.72 4.93 6.91 6.91 3.93 7.9
2020-2045
Table 14-5: Projected AADT including Generated Traffic
Main Carriageway Service Road

Grand Total

Grand Total
Car/

(PCU)
Two-Wh.

(No)
Pickup

2 Axle

3 Axle
Truck

Truck
Year

MAV

Total

Total
Auto
LCV

Pass.
(No)

(No)
Van
Bus

Jeep

2020-2021 8,528 768 962 1,936 1,425 913 1,41 15,950 7,773 106 7,879 23,829 29,347
8
2021-2022 9,257 816 1,047 2,106 1,496 959 1,56 17,242 8,438 108 8,546 25,788 31,751
1
2022-2023 10,04 867 1,139 2,291 1,571 1,007 1,71 18,641 9,161 110 9,271 27,912 34,360
9 8
2023-2024 10,90 922 1,239 2,493 1,650 1,057 1,89 20,158 9,945 112 10,057 30,215 37,192
8 0
2024-2025 12,33 1,023 1,403 2,824 1,810 1,160 2,16 22,720 11,246 120 11,367 34,086 41,958
4 5
2025-2026 13,28 1,081 1,514 3,048 1,891 1,212 2,36 24,391 12,112 123 12,235 36,626 45,088
4 1
2026-2027 14,30 1,142 1,634 3,289 1,977 1,266 2,57 26,188 13,045 125 13,170 39,358 48,461
6 4
2027-2028 15,40 1,206 1,764 3,549 2,066 1,323 2,80 28,122 14,049 128 14,177 42,299 52,095
7 8
2028-2029 16,59 1,274 1,903 3,830 2,159 1,383 3,06 30,203 15,131 130 15,261 45,464 56,012
2 2
2029-2030 17,74 1,339 2,039 4,103 2,246 1,439 3,31 32,218 16,180 133 16,313 48,530 59,812
1 1
2030-2031 18,97 1,407 2,184 4,395 2,337 1,497 3,58 34,371 17,301 136 17,436 51,807 63,879
0 1
2031-2032 20,28 1,479 2,339 4,708 2,432 1,558 3,87 36,672 18,500 138 18,638 55,310 68,231
4 3
2032-2033 21,68 1,554 2,506 5,043 2,530 1,621 4,18 39,131 19,782 141 19,923 59,053 72,891
8 8
2033-2034 23,19 1,633 2,684 5,402 2,632 1,687 4,53 41,758 21,153 144 21,297 63,055 77,878
1
24,63 0
4,86
2034-2035 1,708 2,856 5,748 2,728 1,748 44,286 22,473 147 22,619 66,906 82,685
6 2
2035-2036 26,17 1,786 3,039 6,116 2,828 1,812 5,21 46,971 23,875 150 24,025 70,996 87,797
1 8
2036-2037 27,80 1,868 3,234 6,508 2,931 1,878 5,60 49,823 25,365 153 25,517 75,340 93,236
3 1
2037-2038 29,53 1,953 3,441 6,925 3,038 1,946 6,01 52,852 26,947 156 27,103 79,955 99,021
6 2
2038-2039 31,37 2,043 3,662 7,369 3,149 2,017 6,45 56,069 28,629 159 28,788 84,857 1,05,177
7 3
2039-2040 33,13 2,127 3,873 7,794 3,252 2,083 6,87 59,145 30,238 162 30,400 89,545 1,11,072
7
34,99 9
7,33
2040-2041 2,215 4,096 8,244 3,358 2,152 62,393 31,937 165 32,103 94,496 1,17,308
6 3
2041-2042 36,95 2,306 4,332 8,719 3,469 2,222 7,81 65,824 33,732 169 33,901 99,724 1,23,903
9 7
2042-2043 39,03 2,401 4,582 9,222 3,582 2,295 8,33 69,447 35,628 172 35,800 1,05,24 1,30,880
2 3 7
2043-2044 41,22 2,500 4,847 9,754 3,700 2,371 8,88 73,275 37,630 176 37,806 1,11,08 1,38,260
2 3 0
2044-2045 43,30 2,593 5,098 10,260 3,809 2,441 9,41 76,913 39,530 179 39,709 1,16,62 1,45,286
3 0 3
2045-2046 45,48 2,689 5,363 10,792 3,922 2,513 9,96 80,736 41,527 183 41,709 1,22,44 1,52,679
9 9 6
14.7 Project Cost and Phasing

For the purpose of carrying out the economic analysis, the cost estimate has been
prepared based on the preliminary design and latest Schedule of Rates, Karnataka.
The construction period has been estimated as 30 months starting from 2022. The
STUP Consultants Pvt. Ltd., 575 NHAI
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
capital outlay is assumed as 20% in fist year, 40% in second year and 40% in third
year. Cost for land acquisition is considered at market value to capture the opportunity
cost. The financial and economic costs per Km are presented in Table 14.6.

Table 14-6: Estimated Project Cost

Cost components Cost in million INR

Civil construction 13330.7

Contingency 329.4
Utility Shifting 1.9
Forest clearance 142.8
LA cost at market value 353.0
R & R cost 353.0
Lumpsum provisions @ 6% of civil
3.9
construction. cost
Total Cost - Financial 14,514.7

Improvement to rigid pavement/ CRCP

– Main c/w (assumed 75% of total cost)
Financial cost / Km 272.151 / Km
Economic cost (90%) / Km 244.936 / Km
Widening of Service road (assumed
25% of total cost)
Financial cost / Km 90.717 / Km
Economic cost (90%) / Km 81.645 / Km
The total financial construction cost of the improvement excluding maintenance costs
has been worked out as INR 14,515 million at current financial prices (considering
land acquisition at market rate). The cost for improving main carriageway and service
road has been considered as 75% and 25% of the total cost respectively. For main
carriageway the average economic cost / Km works out to be INR 244.94 million. The
same for service road works out to be INR 81.65 million.

Normal maintenance will be done after completion of construction works for the
whole life cycle period. Normal maintenance includes several work categories that
will be triggered considering yearly condition survey. The economic costs for each
maintenance category are considered as presented in Table 14.7.

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
Table 14-7: Maintenance cost
Economic cost (in INR)-
Works
2020
Flexible Pavement
Pothole patching Rs 180/m2
Edge repair Rs 135/m2
Crack sealing Rs 180/m2
50m m overlay (6 -10year interval)-Periodic Rs 450/m2
Reconstruction at 9 IRI - Responsive Rs 2,700/m2
Rigid pavement
Replacement of slabs /overlay (>10% c/w cracked) Rs 1,980/m2
Joint sealing Rs 180/m
Diamond grinding-Periodic (every 10 years) Rs 32/m2

14.8 Project Benefits

Road user benefits will be mainly from vehicle operating cost (VOC) savings and
value of travel time (VOT) saving. Social benefits will accrue from improvements in
the form of quality of life and environment and appreciation of abutting land value,
which have not been included in analysis. Undiscounted cost and benefit streams as
generated through HDM are shown in Table 14.8. It may be noted that, the negative
values in capital (capex) and recurrent (opex) costs indicate the salvage value in the
former and avoided operation and maintenance costs for the latter in ‘With Project’
situation (compared to ‘Without Project’ situation), which adds up as benefits.

Table 14-8: Undiscounted Comparison of Cost Streams

All costs are expressed in: INR (million)

Ye Increase in Road Agency Costs Decrease in Road User Costs Net

ar Benefit
Capital Recur Total VOC VOT Total
20 0.00 rent
-12.49 -12.49 0.00 0.00 0.00 12.49
21
20 2,612.65 -12.49 2,600.15 -0.40 0.00 -0.40 -2,600.55
22
20 5,225.29 -12.49 5,212.80 1.18 0.00 1.18 -5,211.62
23
20 5,225.29 - 4,637.92 8.10 0.03 8.13 -4,629.79
24
20 0.00 587.37
- -1,146.49 531.76 1,575.3 2,107.15 3,253.64
25
20 0.00 1,146.
10.93 10.93 528.70 9
1,687.1 2,215.86 2,204.93
26 49 6
20 0.00 10.93 10.93 581.32 1,809.6 2,390.94 2,380.01
27
20 0.00 10.93 10.93 645.10 2
1,942.1 2,587.27 2,576.34
28
20 0.00 10.93 10.93 716.47 8
2,085.3 2,801.86 2,790.93
29
20 51.11 349.40 400.51 798.08 9
2,240.2 3,038.32 2,637.81
30 4
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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
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Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

Ye Increase in Road Agency Costs Decrease in Road User Costs Net

ar Benefit
Capital Recur Total VOC VOT Total
20 0.00 rent
10.93 10.93 883.34 2,409.0 3,292.41 3,281.48
31
20 0.00 10.93 10.93 971.20 7
2,590.4 3,561.65 3,550.72
32
20 0.00 10.93 10.93 1,073.43 5
2,787.6 3,861.05 3,850.12
33
20 0.00 10.93 10.93 1,187.38 2
3,001.6 4,189.05 4,178.12
34
20 0.00 - -178.07 1,314.39 8
3,234.3 4,548.69 4,726.76
35
20 0.00 178.07
266.11 266.11 1,453.98 0
3,487.4 4,941.38 4,675.27
36
20 0.00 10.93 10.93 1,595.17 0
3,763.0 5,358.22 5,347.29
37
20 0.00 10.93 10.93 1,768.43 6
4,063.8 5,832.24 5,821.31
38
20 0.00 10.93 10.93 1,962.14 0
4,392.3 6,354.49 6,343.56
39
20 51.11 94.23 145.33 2,179.37 5
4,752.0 6,931.46 6,786.13
40
20 0.00 10.93 10.93 2,480.69 9
5,149.6 7,630.35 7,619.41
41
20 0.00 266.11 266.11 2,747.19 5
5,582.4 8,329.65 8,063.54
42
20 0.00 10.93 10.93 3,039.22 5
6,048.1 9,087.34 9,076.41
43
20 0.00 10.93 10.93 3,396.55 1
6,547.2 9,943.84 9,932.91
44
20 -1,306.32 - -1,484.39 3,799.86 9
7,096.2 10,896.13 12,380.52
45
To 11,859.12 178.07
- 10,860.54 33,662.6 7
76,245. 1,09,908. 99,047.73
tal 998.58 6 61 27

14.9 EIRR and Sensitivity Analysis

The Economic Internal Rate of Return (EIRR) and Net Present Value (NPV) of
various stretches are shown in Table 14.9.

Table 14-9: EIRR and NPV of Various Sections

EIRR NPV (million
Section
(%) INR)
Belgaum to Sankeshwar Bypass (Km
21.75% 11,021.25
515.000 to Km 555.000)

Sensitivity analysis has been conducted to test the robustness of EIRR to different
variations in market and project-specific parameters. It has been conducted in three
scenarios;

Case – I : Construction Cost increased by 15%

Case – II : Benefit/ traffic decreased by 15%

Case – III : Cost increased by 15% and Benefit decreased by 15%

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
The EIRR and NPV in different scenarios along with switching values for increase in
cost and decrease in benefit for the whole corridor are presented in Table 14.10.

Table 14-10: Economic Analysis and Sensitivity Analysis for full corridor
(Package I)
Sl.
Details EIRR NPV (INR million)
No.
1 Base Case 21.75% 11,021.25

2 Construction cost increases by 15% 19.73% 9,644.50

Switching Value 120.00%
Traffic/benefits decrease by 15% 19.42% 7,991.32
3
Switching Value 54.00%
Both capital costs increase by 15%
17.57% 6,614.58
4 and benefits decrease by 15%

It is observed that the EIRR values are more sensitive for reduction of benefits than
increase in cost. The EIRR beyond the threshold value of 12% indicates that the
project investment is robust to withstand variations in both cost and traffic parameters.

14.10 Conclusions

In the analysis social benefits covering environmental and quality of life have not
been evaluated, though that will have a positive impact on benefit. From the above
facts and present opportunity cost of money, the project can be considered as
economically viable.

14.11 Financial Analysis

Project FIRR has been assessed as 13.67% for Belgaum to Sankeshwar Bypass. As
assessed by financial consultants based on the assumptions circulated by finance
division of NHAI vide circular no. NHAI/11033/CGM(Fin)/ 2011 dated 29.04.2011,
Corrigendum to Circular dated 29.04.2011 issued vide circular no.
NHAI/11033/CGM(Fin/2011 dated 25.11.2011 and Circular no. 37012/09/2009-H
dated 16.06.2014 issued by MORTH for financial analysis for the Project.

The above FIRR has been assessed based on the NHAI circular dated 8th January,
2021 i.e MHAI / Policy Guidelines / Standard Documents / 2021 Policy Circular No.
11.26.

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 CHAPTER - 15
CONCLUSION AND
RECOMMENDATIONS
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report

15. CONCLUSION AND RECOMMENDATIONS

15.1 Introduction

The project road lies on NH 48 (NH 4) and starts at Design Ch.515+000 to Design
Ch.555+017 (Existing Ch 515+000 i.e Belgaum - Ch 555+000) Sankeshwar Bypass
(upto End of Bypass towards Kagal) for the length of 40.017 km has 4-lane
configuration with one toll plaza at Hattargi. The existing project road comprises of 4
lane divided carriageway with paved shoulders for entire length except Vantmuri ghat
section where it has 6 lane carriageways with paved shoulders. Construction of 4
laning was completed in the year 2004 under BOT Annuity and the concession period
ended in Dec 2019. At present the road is under annual Maintenance contract under
NHAI.

15.2 Conclusion

In the project road, there are 04 Major bridges, 5 Minor Bridges, 04 Garde Separators,
7 PUPs, 03 VUPs, and 9 CUPs. The existing Project Road has Service roads on both
sides for substantial length except in Vantamuri Ghat section, toll plaza location and
at major bridge locations etc., the existing Project Road includes existing Sankeshwar
Bypass. There is a toll plaza i.e. Hattargi Toll plaza covering Project Road.

Existing ROW along the alignment is 60.0m for most of its length except Ghat section
where the existing ROW is 35.0m only. The proposed 6 lane alignment centre line has
been designed along existing median to avoid any land acquisition subjected to
improvement of standards as per 6 laning manual wherever required.

The existing traffic on the Project Road as per the Traffic Surveys conducted and
collected in October 2020 is 32209 PCU/day at Km 537+770. As per IRC SP-84, the
total traffic exceeds design service volume along the Project Road for a 4 lane
highway with paved shoulder at LOS B of 40, 000 PCU per day and at LOS C of
60,000 in the year 2023 and 2029 at Km 537+770. However, the Project Road is
proposed to be widened from existing 4 lane to 6 lane as part of National Corridor and
as per agreement and as per NHAI circular NHAI/Bharatmala/EC/DPR/2016 dated
30.10.2019.

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
The Right of Way has been proposed as minimum 60 m for accommodating the 6
Lane carriageway configurations with service roads on both sides as per Manual and
as per agreement and as per NHAI circular NHAI/Bharatmala/EC/DPR/2016 dated
30.10.2019 except Vantamuri Ghat section where it is proposed as 35m only for 6
lane road without service roads. The improvement proposals including grade
separators have been generally contained within the PROW of 60m. In addition, land
is required at locations of project facilities like Truck lay byes, Bus bays, Toll plazas,
entry & exit ramps, trumpet interchanges etc.

The Project Road is having no. of black spots and accident locations and particularly
median opening locations and junctions. Apart from that there are no. of NH, SH and
MDR crossings along the project highway. Considering the black spot and accident
locations, stake holders representations, road connectivity, closure of existing median
openings as per 6 laning Manual and after a detailed site inspection along with NHAI
officials and detailed discussions, Grade Separator facilities such as VUPs , LVUPs ,
VOPs and Trumpet Interchange etc are proposed and included in the Project
Proposals.

The existing carriageway has both flexible and rigid pavements and length of existing
flexible pavement and rigid pavements are 30.435 and 49.599 Km both LHS and RHS
together (from Km 515+000 to Km 555+017).

Alternative pavement options are designed for widening and new construction.
Continuously Reinforced Concrete Pavement (CRCP) shall be provided as per IRC:
118-2015 for all the approaches of the proposed Grade Separators such as VUP, VOP,
Elevated Roads, Underpasses etc., Widening of existing pavement is designed as per
IRC 58. Existing rigid pavement is proposed to be widened to 6 lane to the applicable
typical cross sections with the new Rigid pavement as per IRC: 58 including Toll
Plaza & its approaches. Truck laybye locations, Deceleration / Acceleration lanes of
Entry & Exit Ramps, merging taper portion of Entry and Exit ramps to service roads
are proposed with Rigid Pavement.

CRCP white topping has been proposed over existing flexible pavement along Main
Carriageways in accordance with provisions of per IRC: 118-2015 and IRC:SP-76-
2015 as per design requirements. Design life of Rigid Pavement and CRCP are
considered as 30 years and Design life for Flexible Pavement shall be 20 years which

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Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
will be strengthened suitably to ensure smooth functioning till end of Concession
period. Life Cycle Cost Analysis (LCCA) for 30 years’ time horizon has been carried
out and analysed pros and cons of proposed pavement while recommending option of
CRCP in consultation with the NHAI.

Initial Environment Examination (IEE) indicates that the proposed project road does
not fall under purview of EIA Notification 2006 and its amendments and hence
Environment Clearance is not required. The alignment is not passing through any
Sanctuary or ESZ and hence the NBWL/SBWL clearance is not applicable. No forest
land is proposed to be acquired and hence forest clearance is not required in this
project.

15.3 Recommendations

Based on the findings of this feasibility study the following recommendations are
made:

1. The Project Road is proposed to be widened from existing 4 lane to 6 lane as

part of National Corridor and as per agreement and as per NHAI circular
NHAI/Bharatmala/EC/DPR/2016 dated 30.10.2019 to standard Six Lane divided
carriageway configuration along with service roads as per IRC SP -87-2019.
Service roads are not proposed at Ghat section, toll plaza locations etc., where as
minimum one side service road is proposed all major bridge locations for the
segregation of local traffic from through traffic.

2. As per Life cycle cost analysis, PQC is economical compared to flexible

pavement for all new grade separator approaches and overlay on existing flexible
pavements. Considering the life cycle cost analysis, grade separators such as
VUP, LVUP, Elevated roads etc., involving filling in approaches, and importance
of Project Road as National Corridor etc., and Continuously Reinforced Concrete
Pavement (CRCP) with a design life of minimum 30 years is recommended for
above grade separator approaches, as white topping over existing flexible
pavement and also in reconstruction sections.

3. Existing rigid pavement is proposed to be widened as rigid pavement to make 6

lane roads to the applicable typical cross sections with the new rigid pavement
crust as per IRC: 58 including Toll Plaza & its approaches. Truck lay bye
locations, Deceleration / Acceleration lanes of Entry & Exit Ramps, merging
STUP Consultants Pvt. Ltd., 582 NHAI
Construction of 6 laning from Belgaum to Sankeshwar Bypass from
Km.515+000 to Km.555+017 of NH-48 in the State of Karnataka on
Engineering, Procurement & Construction (EPC) mode under
Bharatmala Pariyojana (Package-I) Final Feasibility Report
taper portion of Entry and Exit ramps with service roads are proposed with Rigid
Pavement.

4. Additional Proposed structures (excluding widening/reconstruction of existing

structures) such as 01 Major bridge on Main carriageway across Dudhganga
River, and 04 Major bridges for service roads, 02 Minor bridges for Main
carriageway and 02 elevated road sections i.e. in Vantamuri Ghat Elevated Road
cum Bridge across Ghataprabha River, 01 trumpet interchange near Hattargi Toll
plaza, 01 VOPs, 05 VUPs, 02 LVUPs are proposed. All existing service road
minor bridges are proposed as high level bridges.

5. There are 69 existing culverts and 01 additional Box culverts are proposed to
cater for the drainage adequacy of the project road.

6. Existing toll plaza at Hattargi are proposed to be expended to 16 lanes and

augmented as per 6 laning manual. Apart from those 24 busbays with bus
shelters, 8 truck lay byes are proposed. Road furniture, Advanced Traffic
Management System is proposed as per 6 laning manual requirements.

7. Total Capital cost of the Project is estimated as 1541.02 crores (Including LA and
R&R) for a length of 40.017 km. The capital cost of the project is assessed for
EPC mode of project implementation as discussed and in consultation with
NHAI. The capital cost includes civil construction cost including GST, financing
charges, IDC, contingencies land acquisition and R&R cost, Utility shifting cost,
Trees cutting costs etc.,

8. The EIRR estimated for the project are 21.75%. FIRR estimated for the project
are 13.67%.

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