258

Traffic Validation Study for Gadag City Bypass - A Case

Study
KARTHIK G L1, POOJA N AKKUR2, VARUNA M 3 and VIJAY KUMAR 4
1,
Post Graduate Student, Department of Civil Engineering, RV College of Engineering, Bangalore-560059,
email- karthiklokeswarappa@gmail.com ,
2.
Post Graduate Student of Civil Engineering, RV College of Engineering, Bangalore-560059, email-
poojaakkur.2@gmail.com ,
3
Asst. Professor, Department of Civil Engineering, RV College of Engineering, Bangalore-560059, email-
varun.m07@gmail.com
4
Chief General Manager (Technical), URS Consulting India Pvt. Ltd, Bangalore-560032, email-
vijay.kumar02@urs.com

Abstract:
India has a total road network of 46.90 lakh km accounting for 87% of Passenger and 62.9% of freight
movement. Though National Highways (NH) constitutes about 1.7% of total road network but carry about 40%
of total road traffic. Cities with population exceeding a value of 1 million on the National Highway Network
demands bypass to reduce congestion.
Any increase in vehicular growth rate on these NHs leads to congestion in cities which are located in the
Vicinity of National Highways. Such condition is existing in Gadag town as there is mixing up of Through
traffic and Local Traffic causing unnecessary slow movement of traffic which in turn increase the vehicle
operating cost. So, a Bypass can be proposed if it validates the traffic volume count and its influence on the
adjoining states based on Origin and Destination (O-D) studies. Hence a Traffic Validation Study has been done
for the proposed Bypass. Project Stretch for bypass Proposal starts from NH-63 near Adani Sompur Village and
ends on SH-136 near Hombal in the state of Karnataka.
From the O-D analysis results it was found that Karnataka state has the maximum influence on the study
corridor accounting to 90% of the total traffic for section 1 and 100% of total traffic for section 2. The AADT at
the two locations were found to be 25003 and 4512 PCUs. The length of the Gadag Bypass as per the proposal
is 6.17Km.
Keywords: Bypass, Traffic Validation, Influence Factor

1. Background
The Project stretch is a part of NH-63 and SH136 in the state of Karnataka. NH-63 starts from the junction of
NH-17 near Ankola in Karnataka and ends at Gooty on NH 7 in Andhra Pradesh. The major cities/towns along
NH-63 in Karnataka State are Yellapur, Kalghatagi, Hubli, Gadag, Koppal, Hospet, Torangallu and Bellary..
Out of its total length about 2km runs through the Gadag city. SH-136 is a State Highway which runs from
Gajendragad to Soaraba within Karnataka state, running for a length of about 285.62 km and about an
approximate length of 18km runs through the Gadag district intersecting NH-63 near Hulkoti just 8 km from
Gadag city on NH 63 and 11km from Gadag city on the way to Hombal. Gadag Bypass starts on NH-63 at
Adavi Sompur Village and ends at Km 32 on SH-136 near Hombal in the state of Karnataka.

Figure.1 Proposed Bypass for Gadag City Karnataka State

2. Need for the Study
Karnataka has one of the largest reserves of high quality iron ore of about 3447 Million tons .The production is
mainly concentrated in Bellary/Hospet area where the Project corridor is located and these mining/industrial
activities have a lot of influence on the project corridor generating a huge amount of freight/goods traffic on the
study stretch. So estimation of future traffic and justification for the proposal of bypass is of prime importance.
In the Present Study Existing Road through the Gadag City was having some Critical Problems as Listed below.
1. Existing two lane road was heavily congested due to encroachment of land by local commercial and
residential buildings.
2. If Upgradation is a choice then it will lead to total and heavy rehabilitation and cost for rehabilitation is more.
3. Opposition from the local community against the proposal for Upgradation.
4. Journey Speed observed through the Gadag city limit section is 17Kmph, very less due to congestion and
local interference.
5. Traffic influence from National Highway and State Highway was more and it was obstructed from local
interference causing delay in travel time and upsetting the psychological condition of the Drivers.
For the Present Study traffic Validation is carried out for construction of Bypass in Gadag ctiy

3. Objectives:
The objective of the present study is to estimate the present and future traffic for the bypass section. The scope
of work includes:
1. To study the existing topographical features of Project Corridor.
2. Estimate the present and future traffic on the bypass sections to justify the lane requirements.
3. To find out Traffic influence on the Project Corridor
4. To Validate the Future traffic Demand for bypass road

4. Review of Related Literature:

There have been a number of Feasibility Studies for City Bypass has been done in Various Countries of the
World, but a thorough literature search did not find similar research done in Gadag City. This paper takes a
unique approach on the Feasibility Studies for a city Bypass. Changes in land use after the construction of
Bypass affects road Safety levels (Wafa Elias.et al., 2011).In Lowa Communites after bypass construction
crash Rates were significantly got down on both old and new road Networks frequencies and rates were
significantly reduced on the old and new road networks and bypass construction also increases traffic safety
level by reducing crash rates.(Lorenzo G.Cena.et al., 2011). The Usefulness of Bypass at Gadag site has been
studied and discussed at different levels but there seems to be less research available in this field, so this study
will provide significant data on the movement of Traffic at present and future to decide whether the construction
of bypass is required are not neglecting other social and economic conditions.

5. Methodology:
Based on the literature review, methodology has been developed to validate traffic volume for the construction
of bypass. It describes the basis for the selection of study area, data collection and data analysis. The surveys,
data collection and analysis carried out during the course of the project work is shown below
Stage 1
Data Collection
1. Traffic Volume Count
2. Origin and Destination Studies
3. Collection of Fuel Sales on the Project Corridor
Stage 2
Data Analysis
1. Estimation of Average Daily Traffic and Average Annual Daily Traffic
2. Analysis of Origin and Destination Data
3. Desire line Diagram and Project Influence Area
Stage 3
Traffic Forecasting and Capacity Assessment (IRC-108-1990& IRC-64-1990)
1. Traffic Forecasting

6. Findings, Analysis and Discussion:

6.1 Survey Details:
Traffic Volume count was carried out at two locations where proposed bypass starts and ends.
1. TVC 1 at Km 196 on NH-63 - Bypass Starting point
2. TVC 2 at Km 32 on SH-136 Bypass Ends
Traffic volume survey counts were carried out for 7 consecutive days for 24 hours with 15 min interval
Table.1 : Traffic Survey Locations on the Project Corridor

Location
Survey
Chainage Place Name

Km196 on NH-63 near Adavi Sompur

TVC
Km 32 on SH-136 on SH-136 near Hombal

Km 196 on NH-63 near Adavi Sompur

O-D
Km 32 on SH-136 on SH-136 near Hombal

Table 2. Average Daily Traffic (ADT) and Annual Average Daily Traffic (AADT)

Average Daily Traffic (ADT) Annual Average Daily Traffic (AADT)

At km 196 At km 32 At km 196 At km 32
(on NH-63) (on SH-136) (on NH-63) (on SH-136)

Total Traffic (nos.) 13273 3317 13827 3340

Total PCUs 23503 4319 25003 4512

6.2 Origin and Destination Studies

In order to study the travel behaviour of vehicular traffic over the project corridor, the immediate and broad
influence area for interaction was identified. The area has been delineated into smaller zones termed as traffic
analysis zones, and the same has been coded with numerals. The areas outside the project corridor are clubbed
and formed zones with respect to their approach to the project road. The zoning system considered for the study
is presented in Table 3.
Table 3. Traffic Analyses Zone

Zone No Zone Name

1 Koppal, Ganigeri, yalburga, Malekoppa, Gangawathi, Ganigera
2 Bellary, Hospet, Hoovina Hadagagali, Itagi, Kudligi, Torangal, Sandur, Hampi
3 Raichur, Sindanur
4 Davangere, Harapanahalli, Harihar
5 Chitradurga
6 Haveri, Hangal, Shiggaon, Byadgi
7 AdavI Sompur,Lakkundi, Dambal, Jantli shirur, Ron, Alur, Meundi, Mundargi, Lingsur, Sompura
8 Hombal, Navalli, Banaganur, Shelwadi, Nargund, Malwad, Tadahal, Lingadhal, Kurahatti,
9 Gadag Town
10 Gadag Rural, Hoolageri, Hulkoti, Dambal, Nargund, Hulkoti, Haliyal, Shirahatti, Betageri
11 Lakshmeeswara, Mandor, Mulgund, Doni, Narsapur, Mallapura, Dindur, Kanavihapura, Yavagal
12 Dharwad, Annegeri,Hubli, Navalgund, Hanagal, Shirguppi, Hallikere
13 Belgaum, Bagalkot, koodalasangama, Mudhol, Badami, Matti Koppa, Gokak, Saundatti, Ramdur
14 Bijapur,Gulbarga, Balaganur, Itakal, Gangapura, Karajagi
15 Uttara Kannad, Mangalore, Karwar, Honnavara, Dandeli, Sirsi
16 Shimoga, Shikaripur, Shiralkoppa, Mallasamudra
17 Rest of Karnataka (South Karnataka), Bangalore, Kalasapur
18 Goa
19 Maharashtra
20 Andhra Pradesh
21 Tamil Nadu & Kerala
22 Rest of India
Table 4. Sample Size Considered for Origin and Destination Studies Depending upon ADT count.

Vehicle Type Km196 onNH-63 Km32 on NH-136

Car/jeep/Van/Taxi 10% 35%

LCV 5% 6%

2 axle 9% 22%

3 axle 5% 13%

MAV 3% 0%
The vehicles during the O-D surveys were interviewed on a random sample basis. Based on the sample size of
different categories of vehicles interviewed during the OD survey, expansion factors were calculated for the
expansion of O-D matrices generated from the sample data to make the assessment of the travel patterns of the
vehicles plying on the project road. Location wise mode wise sample size is presented in the above table.

7. Estimation of Traffic for Gadag Bypass

The possible divertable traffic on to the proposed bypass is estimated from the through traffic plying on the
arterials of Gadag on which the traffic surveys were carried out. This through traffic is estimated by conducting
O-D surveys on the arterials. Two sections have been identified as traffic sections on the Bypass. They are:
Section I: Between NH-63 (near adavi sompur) and NH-63 (near Shanbag Hotel)
Section 2: Between NH-63 (near Shanbag Hotel) and SH-136.

Figure.2 Proposed Bypass Sections

Various identified traffic movements on the bypass are presented in Table 5. Section wise traffic movements on
the bypass are presented in Table 6. Section wise percentage of through traffic is estimated from O-D matrix and
presented in the Table 7

Table 5. Identified Traffic Movements

Zones
Movement
Movement(Both Direction)
No
From To

1 NH-63 (Hospet Side) to NH-63 (Hubli side) 1,2,3,4,5,7,14,20&21 6,10,11,12,13,15,16,18 & 19

2 NH-63 (Hospet Side) to SH-136 1,2,3,4,5,7,14,20&21 8

3 NH-63 (Hubli ) to SH-136 6,10,11,12,13,15,16,18 & 19 8

Table 6. Section Wise Traffic Movements

Section Traffic Movements

Section 1 1 and 2

Section 2 2 and 3

Table 7. Percentage of Through Traffic Based on OD Matrices

% of Through Traffic

Section At Km 196 on NH-63 At Km 32 on SH-136

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

Car/Taxi 62% 0.9% 1.0%

LCV 44% 0.8% 3.2%

2-Axle truck 60% 0.0% 14.3%

3-Axle truck 86% 0.0% 0.0%

MAV//HCM/EME 76% 0.0% 0.0%

Table 8. Estimated Section wise Traffic for Gadag Bypass

AADT
Sl. No Vehicle Type
Km 27+060 to 30+570 Km 24+400 to 27+060

1 Car/Taxi 2124 34

2 LCV 1176 39

3 2-Axle truck 831 5

4 3-Axle truck 1177 0

5 MAV//HCM/EME 557 0

8. Traffic Projection and Capacity Assesment

Traffic Growth rates have been found out from previous feasibility Studies tabulated as below tables
Table 9. Traffic Growth Rate of Commercial Vehicles

Growth Rate
SL No Location
LCV BUS 2 Axle 3 Axle MAV

1 Km 27+060 to 30+570 7.20% 7.60% 4.90% 8.50% 0.00%

2 Km 24+400 to 27+060 6.80% 7.70% 4.50% 8.00% 8.00%

Table 10. Projected Traffic for Section 1(fig.1) KM 27+060 to 30+570

3 Axle MAV (4-6 Total Traffic Total Traffic

Year Car/Jeep /Van LCV 2 Axle Truck
Truck Axle) (no.s) (PCU)

2013 2124 1176 831 1177 557 5865 12419

2014 2277 1256 868 1271 602 6274 13287
2015 2441 1341 907 1373 650 6712 14217
 2016 2617 1433 948 1483 702 7182 15216
2017 2805 1530 991 1601 758 7685 16287
2018 3007 1634 1036 1729 818 8224 17436
2019 3223 1745 1082 1868 884 8802 18668
2020 3456 1864 1131 2017 955 9422 19991
2021 3704 1991 1182 2179 1031 10086 21410
2022 3971 2126 1235 2353 1113 10798 22934
2023 4257 2270 1291 2541 1203 11562 24569
2024 4563 2425 1349 2744 1299 12380 26324
2025 4892 2590 1409 2964 1403 13258 28208
2026 5244 2766 1473 3201 1515 14199 30231
2027 5622 2954 1539 3457 1636 15208 32403
2028 6027 3155 1608 3734 1767 16290 34736
2029 6461 3369 1681 4032 1908 17451 37241
2030 6926 3598 1756 4355 2061 18696 39931
2031 7424 3843 1835 4703 2226 20032 42821
2032 7959 4105 1918 5080 2404 21465 45925
2033 8532 4384 2004 5486 2596 23002 49260

Table 11. Projected Traffic for Section 2(fig.1) KM 24+400 to 27+060

3 Axle MAV (4-6 Total Traffic Total Traffic

Year Car/Jeep /Van LCV 2 Axle Truck
Truck Axle) (no.s) (PCU)

2013 34 39 5 0 0 78 108

2014 36 42 5 0 0 83 115

2015 39 44 5 0 0 89 122

2016 42 48 6 0 0 95 130

2017 45 51 6 0 0 102 139

2018 48 54 6 0 0 109 148

2019 52 58 7 0 0 116 158

2020 55 62 7 0 0 124 168

2021 59 66 7 0 0 132 180

2022 64 71 7 0 0 142 192

2023 68 75 8 0 0 151 204

2024 73 80 8 0 0 162 218

2025 78 86 8 0 0 173 233

2026 84 92 9 0 0 185 248

2027 90 98 9 0 0 197 265

2028 96 105 10 0 0 211 282

2029 103 112 10 0 0 225 301

2030 111 119 11 0 0 241 322

2031 119 127 11 0 0 257 343

2032 127 136 12 0 0 275 366

2033 137 145 12 0 0 294 391

9. Capacity Assesment
The Design Service Volume (DSV) for 2-lane roads as per IRC: 64-1990 is 15,000 PCU. This corresponds to a
Level of Service B (LOS B) which represents a zone of stable low, with the drivers still having reasonable
freedom to select their desired speed and manoeuvre within the traffic stream.
The next level of service, LOS C for 2-lane roads as per IRC: 64-1990 is 21,000 PCU. LOS C is also a zone
of stable flow, but marks the beginning of a range of flow in which the operation of individual users becomes
significantly affected by interaction with others in the traffic stream.
For 4-lane divided carriageways in plain terrain with good earthen shoulders and a minimum 3m median, IRC:
64-1990 suggests a design capacity of 35,000 PCU.
It is commented that the capacity of 2-lane roads can be improved by providing paved shoulders of at least 1.5m
width. Motorcycles, bicycles and such traffic that has a significant adverse impact on lane capacity would be
able to travel on the paved shoulder portion. As such, a 15% capacity increase can be expected for 2-lane roads
with paved shoulders as above.
Table 12. Capacity assessment for Gadag City Bypass

Lane Requirement
Location Year PCU/Day
LOS-B LOS-C

2013 12419 2 Lane with 1.5m Earthen Shoulder

2 Lane with 1.5m Earthen Shoulder
2016 15216 2 Lane with 1.5m Paved Shoulder

2019 18668

2021 21410 4 Lane with 1.5m Earthen Shoulder 2 Lane with 1.5m Paved Shoulder
Section-1(km 27+060 to
km 30+570) 2024 26324

2029 37241 4 Lane with1.5m Paved Shoulder 4 Lane with 1.5m Earthen Shoulder

2031 42821 6 Lane with 1.5m Earthen Shoulder

2013 108

2016 130

2019 158
Section-2(km 24+400 to
km27+060)
2029 301 Single lane with Earthen Shoulder

2031 343

By considering traffic Capacity for LOS-B

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

10. Conclusion:
1. From Origin and Destination Studies, it is concluded that Maximum percentage of road users who are
in favour of using Bypass are from Karnataka State only.
2. From OD Data Percentage ratio of road users who are willing to use Bypass at Chainage 30+570Km
and at 24+400Km are 67% & 3% and the percentage of road users who are not willing to use bypass at
30+570Km and at 24+400Km are 33% and 97% respectively.
3. A comparative study of the influence factors indicated that Karnataka State, where the project stretch
runs has the majority influence of ninety percent (90%). State of Goa, Andhra Pradesh, Tamilnadu &
Kerala and Maharashtra that has its border abutting Karnataka State has an influence factors of three
percent (3%), four percent (4%), two percent (2%) and two percent respectively at Km 196 on NH 63
location, whereas at Km 32 on SH136 location has complete hundred percent (100%) influence by
Karnataka State only .
 4. Base Year traffic at 30+570Km is 12419 PCUs and the Projected Traffic at the end of 20 years will be
49260 PCUs. Similarly Base year Traffic at 24+400Km is 108 PCUs and the Projected Traffic at the
end of 20 years will be 391 PCUs
5. From the Above analysis it can be concluded that Provision of Gadag bypass is technically feasible and
it is recommended to improve the bypass road to 2-lane with earthen shoulder.

11. Acknowledgement:
I would also like to thank Mr. Vijaykumarsagar, Chief General Manager (Technical), Mr. Manjesh
Kumar Y H, Assistant Traffic cum Highway Engineer and Mr. Ashok Rajanavar, Highway Engineer URS-
Scott Wilson India Private Limited, Bangalore, for their substantial support and guidance which helped me
throughout the work in an enormous way. I genuinely thank my seniors Hemanth M. Kamplimath and
Udayshankar C for their extensive support during the project.
At the outset, I would like to convey my Grateful thanks to my parents and friends, Shamanth and Pooja
for their Co-operation, understanding, unstinted support and endless Encouragement during my study to
complete my report successfully.

References:
1. IRC: 64-1990 Guidelines for Capacity analysis for Roads in Rural Areas, Indian Road Congress,
2009.
2. IRC: 102-1988 Traffic Studies for Planning Bypasses Around the towns Indian Road Congress,
2009.
3. IRC SP: 19-2001 Manual for Survey, Investigation & Preparation of Road Projects, Indian Road
Congress, 2009
4. IRC: 108-1996 Guidelines for Traffic Prediction on Rural Highways, Indian Road Congress, 2009.
5. Lorenzo G Cena...et al., A Bayesian assessment of the effect of highway bypasses in Iowa on crashes
and crash rate Journal of Safety Research, Volume 42, Issue 4, August 2011, pp 241252
6. Wafa Elias...et al., The safety impact of land use changes resulting from bypass road constructions
Journal of Transport Geography, Volume 19, Issue6, November 2011, pp 1120-1129.
7. IRC: 9-1972, Traffic Census on Non-Urban Roads. Indian Road Congress, 2009.
8. Annual Report, Ministry of Road transport & Highways, Government of India, 2012-13.Retrieved on
June7, 2014.
9. Report of the Working Group on Central Roads Sector January 2012, Ministry of Road transport
& Highways, 12th Five Year Plan 2012-17.