PREPARATION OF FEASIBILITY- CUM - DETAILED PROJECT REPORT, SURVEY AND PREPARATION OF LAND PLAN FOR

IMPROVEMENTS TO JUNCTIONS ON OLD NH-4 FROM HUBBALLI TO DHARWAD

Construction of Elevated Corridor from Km 135.650 to

136.450 on NH 63, from Km 249.00 to 250.050 on NH4
and from km 193.800 to 193.350 on NH 218 for
Decongestion of traffic at Rani Chennamma Circle in
Hubli City / Taluk in the state of Karnataka on EPC mode.

DPR (DETAILED PROJECT REPORT) -

FEBRUARY 2020

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Contents

1 SUMMARIES...................................................................................................................................... 8
1.1 Executive Summary ................................................................................................................... 8
1.2 Detailed Summary ................................................................................................................ 21
2 OVERVIEW OF PWD, NH DIVISION, HUBLI ORGANISATION & NHDP ................................................. 30
3 PROJECT DESCRIPTION .................................................................................................................... 36
3.1 Introduction……………………………………………………………………………………….. ....... 36
3.2 Review of Available Information/Reports ................................................................................. 41
3.3 Hubli – Dharwad City Profile .................................................................................................... 42
3.4 Existing Traffic and Transport Situation, Parking Situation and Storm water Drainage………...43
4 SURVEY AND INVESTIGATION .......................................................................................................... 57
4.1 Introduction .............................................................................................................................. 57
4.2 Reconnaissance and Alignment Study..................................................................................... 57
4.3 Topographic Survey................................................................................................................. 57
4.4 Road Inventory and Condition Survey...................................................................................... 58
4.4.1 Road Inventory ........................................................................................................................ 58
4.4.2 Road Alignment ....................................................................................................................... 58
4.4.3 Road Condition Survey ............................................................................................................ 58
4.5 Structure Inventory .................................................................................................................. 59
4.5.1 Inspection of Bridges and Culverts .......................................................................................... 59
4.6 Pavement Roughness Survey ................................................................................................. 60
4.7 Pavement Structural Strength .................................................................................................. 61
4.8 Subgrade characteristics and Strength ................................................................................... 61
4.9 Material and Geo-Technical Investigation ................................................................................ 62
4.9.1 Material Investigation ............................................................................................................... 62
4.9.2 Material Testing ....................................................................................................................... 63
4.10 Methodology for Conducting Sub-soil Investigations ................................................................ 64
4.10.1 Objectives and Scope of Work ................................................................................................. 64
4.10.2 Field Investigations .................................................................................................................. 64
4.10.3 Laboratory Testing ................................................................................................................... 65
5 SOCIO-ECONOMIC PROFILE.............................................................................................................. 66
5.1 Social and Cultural Environment .............................................................................................. 66
5.2 Health Facilities ....................................................................................................................... 66
5.2.1 Existing Situation ..................................................................................................................... 66
5.2.2 Basic Public Health Indicators ................................................................................................. 67

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5.2.3 Disease Pattern ....................................................................................................................... 67

5.2.4 Role of HDMC in Health Programmes ..................................................................................... 67
5.2.5 Comparison with URDPFI norms ............................................................................................. 68
5.2.6 Key Issues ............................................................................................................................... 67
5.3 Educational Facilities ............................................................................................................... 68
5.3.1 Existing Situation ..................................................................................................................... 68
5.3.2 Key Concerns .......................................................................................................................... 70
5.4 Recreational Facilities .............................................................................................................. 70
5.4.1 Parks, Grounds and Open Spaces .......................................................................................... 70
5.4.2 Town Halls and Libraries ......................................................................................................... 70
5.4.3 Sports Facilities ....................................................................................................................... 71
5.4.4 Key Concerns/Issues ......................................................................................................... 72
5.5 Salient Features of the Comprehensive Development Plan ..................................................... 72
5.6 Economic Profile ...................................................................................................................... 73
5.6.1 Background ............................................................................................................................. 74
5.6.2 Overview of the Economic Situation of the State and Town ..................................................... 74
5.6.3 Karnataka State Economic Profile ........................................................................................... 75
5.6.4 Gross District Domestic Product (GDDP) ................................................................................. 75
5.6.5 Dharwad District Economic Profile ........................................................................................... 76
5.6.6 Economic Profile – Hubli - Dharwad ........................................................................................ 76
5.6.7 Industrial and Commercial Activities ........................................................................................ 77
5.6.7.1 Industries in Dharwad ................................................................................................................ 77
5.6.7.2 Industries at Navnagar ............................................................................................................... 77
5.6.7.3 Informal Commercial Activity....................................................................................................... 78
5.6.8 Specific Norms for the ULBs .................................................................................................... 79
5.7 HORTICULTURE …………………………………………………………………………………………….80

5.7.1 Key Issues ............................................................................................................................... 80

6 DESIGN BASIS, STANDARDS AND SPECIFICATIONS ............................................................................ 82
6.1 Introduction .............................................................................................................................. 82
6.2 Design Basis............................................................................................................................ 82
6.3 Design Elements ..................................................................................................................... 84
6.4 Geometric Design .................................................................................................................... 84
6.4.1 General.................................................................................................................................... 84
6.4.2 Guiding Standards .................................................................................................................. 84
6.4.3 Terrain Classification ............................................................................................................... 86

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6.4.4 Design Speed .......................................................................................................................... 86

6.4.5 Capacity Analysis .................................................................................................................... 87
6.4.6 Lane Requirement ................................................................................................................... 87
6.4.7 Lane Width .............................................................................................................................. 87
6.4.8 Shoulders ................................................................................................................................ 88
6.5 Cross Sectional Elements ........................................................................................................ 88
6.5.1 Right of way ............................................................................................................................. 88
6.5.2 Road Width .............................................................................................................................. 89
6.5.3 Median..................................................................................................................................... 89
6.5.4 Cross-Fall ................................................................................................................................ 90
6.5.5 Proposed Cross Sections ........................................................................................................ 90
6.6 Horizontal Alignment.............................................................................................................. 114
6.6.1 Horizontal Curves .................................................................................................................. 114
6.6.2 Transition Curves................................................................................................................... 114
6.6.3 Super-elevation ..................................................................................................................... 115
6.6.4 Widening of Carriageway on Curves ...................................................................................... 115
6.6.5 Sight Distance ....................................................................................................................... 116
6.7 Vertical Alignment .................................................................................................................. 116
6.7.1 Gradient................................................................................................................................. 116
6.7.2 Vertical Curves ...................................................................................................................... 117
6.8 Access to Project .................................................................................................................. 119
6.8.1 Access ................................................................................................................................... 119
6.8.2 Service road .......................................................................................................................... 119
6.8.3 Median opening ..................................................................................................................... 119
6.8.4 Separator, Footpath and Drain in Built up Areas .................................................................... 120
6.8.5 Utility Corridor ........................................................................................................................ 120
6.8.6 Road Embankment ................................................................................................................ 120
6.9 Pavement Design .................................................................................................................. 120
6.9.1 General.................................................................................................................................. 120
6.9.2 Pavement Design Options ..................................................................................................... 120
6.10 Design of Road Junction: At-Grade Intersections and Interchanges ..................................... 120
6.10.1 At-Grade Intersection............................................................................................................. 120
6.10.2 Design Factors ...................................................................................................................... 121
6.10.3 Design Standards .................................................................................................................. 121
6.10.4 Design Traffic Volume ........................................................................................................... 121
6.10.5 Design Vehicle....................................................................................................................... 121
6.10.6 Design Curves ....................................................................................................................... 121

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6.10.7 Width of Lanes....................................................................................................................... 121

6.10.8 Number of Lanes ................................................................................................................... 122
6.10.9 Traffic Signs and Markings at Intersections............................................................................ 122
6.10.10 Typical Designs ..................................................................................................................... 123
6.10.11 Interchanges .......................................................................................................................... 123
6.10.12 Ramps ................................................................................................................................... 123
6.10.13 Warrants ................................................................................................................................ 123
6.10.14 Types …………………………………………………………………………………………………..123
6.10.15 Design Standards .................................................................................................................. 123
6.11 Design Standards for Bridges and Structures ........................................................................ 123
6.11.1 Broad Features...................................................................................................................................... 124
6.11.2 Loading Standard .................................................................................................................. 124
6.11.3 Design Standards for Structures ............................................................................................ 125
6.11.4 Seismic Design ...................................................................................................................... 127
6.11.5 Soil Parameters ..................................................................................................................... 128
6.11.6 Foundations ........................................................................................................................... 128
6.11.7 Sub-structures ....................................................................................................................... 128
6.11.8 Super-structures .................................................................................................................... 128
6.11.9 Protection works .................................................................................................................... 129
6.11.10 Guard Rails in Bridge Approaches ......................................................................................... 129
6.11.11 Design of Road Signs, Markings and Safety Features and Other Accessories ...................... 129
6.11.12 Traffic Signs........................................................................................................................... 129
6.11.13 Mandatory / Regulatory signs ................................................................................................ 130
6.11.14 Warning / Cautionary signs .................................................................................................... 130
6.11.15 Informatory signs .................................................................................................................................. 130
6.11.16 Road Markings ...................................................................................................................................... 130
6.11.17 Kilometer Stones ................................................................................................................................... 130
6.11.18 Delineators ............................................................................................................................................. 130
6.11.19 Traffic Safety Measures ....................................................................................................................... 130
6.11.20 Landscaping and Arboriculture ........................................................................................................... 131
6.12 Drainage ................................................................................................................................ 132
6.12.1 Sub-surface Drainage .......................................................................................................................... 132
6.12.2 Surface Drainage .................................................................................................................................. 132
6.12.3 Median Drain ......................................................................................................................................... 132
6.13 User Facilities ........................................................................................................................ 132
6.13.1 Toll Plaza................................................................................................................................................ 132
6.13.2 Truck Lay byes ...................................................................................................................................... 132

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6.13.3 Bus Bays and Bus Shelters ................................................................................................................. 132

6.13.4 Highway Landscaping .......................................................................................................................... 132
6.13.5 Lighting ................................................................................................................................................... 132
6.13.6 Safety Barries ........................................................................................................................................ 133
6.13.7 Road Furniture ...................................................................................................................................... 133
6.13.8 Specifications ........................................................................................................................................ 133
7 TRAFFIC SURVEYS AND ANALYSIS....................................................................................................134
7.1 The Context ........................................................................................................................... 134
7.2 Study Area ............................................................................................................................. 134
7.2.1 Introduction ............................................................................................................................ 134
7.2.2 Regional Setting .................................................................................................................... 135
7.3 Traffic Surveys ....................................................................................................................... 136
7.3.1 Mid-Block Traffic Count Survey………………………………………………………………… ..... 136
7.3.2 Turning Movement Survey………………………………………………………………………...... 137
7.3.3 Pedestrian Count Survey…………………………………………………………………...…..........137

7.3.4 Survey Locations……………………………………………………………………………………...137

7.3.5 Origin and Destination Survey……………………………………………………………………….139

7.4 Traffic Analysis………………………………………………………………………..……….................158

7.4.1 Traffic Forecast - Dharwad……………………………………………………………………….………183

7.4.2 Traffic Forecast - Hubballi……………………………………………………………………….……… 184

7.5 Traffic Management Measures……………………………………………………………………............185

8 IMPROVEMENT PROPOSAL .............................................................................................................192

9 PAVEMENT DESIGN REPORT ...........................................................................................................208
9.1 Introduction ............................................................................................................................ 208
9.2 Design Guide Lines ............................................................................................................... 208
9.3 Pavement Investigation ......................................................................................................... 208
9.3.1 Pavement Condition Survey – Visual Inspection ............................................................................. 208
9.3.2 Exiting Pavement Composition ........................................................................................................... 209
9.3.3 Soil Investigations ................................................................................................................................. 209
9.4 Axle Load Survey .................................................................................................................. 211
9.5 Traffic Volume count Survey .................................................................................................. 211
9.6 Traffic Growth Rates .............................................................................................................. 211
9.7 Traffic Load............................................................................................................................ 212
9.8 Preliminary Design of Flexible Pavement ............................................................................... 212

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9.8.1 Sub-base layer ...................................................................................................................................... 212

9.8.2 Base Layer ............................................................................................................................................. 213
9.8.3 Pavement Design as per IRC 37 ........................................................................................................ 213
9.8.4 Preliminary Design of Rigid Pavement .............................................................................................. 214
10 COST ESTIMATE ..............................................................................................................................216
10.1 Project .................................................................................................................................. 216
10.2 Construction Program ............................................................................................................ 216
10.3 Typical cross sections ............................................................................................................ 216
10.4 Estimation of Quantities ......................................................................................................... 216
10.5 Unit Rate ............................................................................................................................... 216
10.6 Sources of Material ................................................................................................................ 216
10.7 Project Cost ........................................................................................................................... 217
11 CONCLUSION AND RECOMMENDATION ..........................................................................................218
11.1 Conclusion ............................................................................................................................. 218
11.2 Recommendations ................................................................................................................. 223

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1 SUMMARIES
1.1 EXECUTIVE SUMMARY

This report presents the Detailed Project Report, conducted by Spectrum Techno-Consultants on behalf of PWD,
NH DIVISION, Hubli, Karnataka for improvements to nominated urban junctions in Hubli – Dharwad in the state
of Karnataka. All the nominated junctions lie in the Hubli-Dharwad urban stretch of the existing National Highway
4 that connects the city of Mumbai in the west to Bangalore in the south. All the junctions are at-grade and
experience severe traffic congestion due to a large number of conflict points between heavy through traffic, local
access traffic, pedestrians, on-street parked vehicles and cyclists. The junctions lack modern traffic treatments,
controls and basic pedestrian facilities.

 The RFP for this project stipulated grade separation measures at nominated congested intersections in Hubli
Dharwad.
 The scope of the project was expanded during the course of the project by PWD officials, MoRTH officials,
local and federal ministers to keep in line with the overall government planning for this area which warrants
connectivity from Hubli Railway station to Hubli Airport.
 The submitted DPR was finalized after many meetings with all the stakeholders including the Honourable
Federal Minister for Road Transport & Highways, PWD Officials, Local, State and Federal Ministers.
 In Aug 2018, the Honourable Federal Minister for Road Transport & Highways requested to stage the overall
project into three stages due to fund constraints.
 The entire project was staged accordingly as advised. Hubli was staged into Stage 1 & Stage 2 and entire
Dharwad proposal was included in Stage 3. The figures below depict Hubli - Stages 1 & 2.

Figure 1: HUBBALLI - Stage 1

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Figure 2 : HUBBALLI - Stage 1 + Stage 2

 STCPL is informed by PWD officials that Hubballi Stage 1 works are to be taken up first.
 Accordingly, in the proposal for Stage 1 (Figure 1), STCPL was instructed by PWD officials in Oct 2019 to
also include the Vijaypur arm in the Stage 1 proposal given the funding availability. STCPL accordingly
submitted the revised proposal as follows:

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Figure 3: HUBBALLI – Revised Stage 1

 To this revised proposal, comments were given by CE, RO, MoRTH, Bangalore vide letter Ref No:
RW/BNG/NH-63, 4 & 218/105/2019/1868 dated 27 Sep 2019. The comments given by CE, RO, MoRTH,
Bangalore have been addressed by STCPL after several joint meetings with MoRTH and PWD officials.
The „compliance‟ was submitted by STCPL on 13th Oct 2019.
 Subsequently, in joint meetings with MoRTH and PWD officials during Nov 2019 and Dec 2019, STCPL
was instructed by CE, RO, MoRTH, Bangalore to also include in Stage 1 the up-arm to cater for traffic
coming from Hubli Airport and heading towards Rani Chennamma Circle and beyond using the proposed
flyover. Accordingly, the proposal was again revised and options prepared for this up-arm as suggested by
CE, RO, MoRTH, Bangalore. The option approved by CE, RO, MoRTH, Bangalore for this up-arm is
shown in Fig 4 & Fig 5 below:

Figure 4: HUBBALLI – Revised Stage 1 including Up-Arm for traffic from Airport

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Figure 5: HUBBALLI – Approved Arrangement of Up-Arm for traffic from Airport

Some of the limitations associated with the geometric arrangement for this up-arm are as follows:
a) Proposed longitudinal gradient is approx. 5%.
b) Design speed achievable is only 20kmph due to sharp radius. This may result in long queue
lengths.
c) Merging length of 180m required as per IRC is not available. This would be unsafe and may result
in traffic hazards/congestion.
The above limitations and arrangement was discussed several times with and approved by CE, RO, MoRTH,
Bangalore.
Regarding the brief history of this project, the nominated junctions as per the original RFP/TOR were as follows:
HUBLI:
(1) Rani Channamma Circle in Hubballi.
(2) Kamaripeth Junction in Hubballi on Old NH-4.
(3) New English Medium School Junction in Hubballi on Old NH-4.
(4) Bankapur Chowk Circle in Hubballi on Old NH-4.

DHARWAD:
(5) Jubilee Circle in Dharwad.
(6) Old DSP Office Circle in Dharwad.
(7) Dimhans Circle (Mental Hospital) In Dharwad.

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Rani Chennamma Circle in Hubli and Jubilee Circle in Dharwad are identified as major accident-prone junctions
in the City Development Plan for 2041 for Hubli – Dharwad.

Map 1: Three nominated junctions in Dharwad depicted in yellow as per original TOR.
In addition to the three nominated junctions above, the client and ministers subsequently, at the time, requested
consultancy services for extending the scope of proposed flyover at Jubilee Circle, Dharwad to also cover the
following junctions on PB road going towards Hubballi:
1. Court Circle
2. NTTF Circle
3. Bagalkote Petrol Pump (BP) Circle
4. Kalghatagi Toll Plaza Circle
with the possibility of the landing ramps preferably in the vicinity of Kalghatghi Toll Plaza Junction on PB Road.

Map 1A: Additional scope of Dharwad Works

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Map 2: Four nominated junctions in Hubballi as per original TOR depicted in yellow.

The nominated junctions in Hubballi were to be as follows:

(1) Rani Chennamma Circle

(2) Kamaripeth Junction on Old NH-4.
(3) New English Medium School Junction on Old NH-4.
(4) Bankapur Chowk Circle on Old NH-4.

In addition to the four nominated junctions above, the client and ministers subsequently, at the time, requested
consultancy services for additional fly-overs as extended & additional part of this project considering various
governmental reports, the city‟s future growth/traffic needs, in context with smart city features and to ensure
smooth & faster connectivity between Hubli Railway station and Hubli Airport.

The additional junction improvements suggested & proposed to Spectrum at the time are as listed below:

HUBLI:

1. Rayyanna Circle - Gadag Road , Hubli

2. Court Circle – Vijayapura Road, Hubli
3. Glass House Circle - Dharwad Road, Hubli
4. Hosur Circle - Dharwad Road, Hubli
5. Vikas Nagar Circle, Airport / Gokul Road

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As advised to STCPL at the time, the overall government planning for this area warrants connectivity from Hubli
Railway station to Hubli Airport and additional improvements/treatments are therefore required to enable efficient
traffic operations, by supplying engineering services for the additional junctions listed above.

Map 2A: Additional Scope of works at Hosur Junction and Gokul Road area, Hubballi

Accordingly, on this project, Spectrum followed a rigorous process for the development of the concepts and
mitigating measures for the nominated intersections. In tandem with the site data collection phase, a comprehensive
review of various government reports/proposals/master-planning studies/land-use plans/development plans/traffic
and transportation reports/plans, BRTS proposals, environmental and socio-economic reports was carried out. This
review along with detailed traffic analysis and forecasts, site data, site constraints and client interaction was all
consolidated for the development of the concepts at each nominated intersection. Existing traffic studies and future
predictions were reviewed. Existing and proposed land-use was examined along with road transport data,
population statistics, socio-economic parameters to understand the development impacts and to establish the traffic
growth rate, traffic patterns and projections for the horizon year. Specialist traffic studies, analysis and state-of-the-
art VISSIM simulation was deployed for validation of the proposed concepts that include grade-separation and at-
grade treatments. Each interchange site was meticulously studied and alternate designs were prepared (particularly
for Rani Chennamma Junction) to determine the most appropriate arrangement of structures and ramps and
accommodation of BRTS and pedestrian traffic through the interchange area. The design options considered all
merging, diverging and weaving sections as well as all conflict points in the interchange. The proposed solutions
are engineered to conform to the broad visions and policies for these intersections by improving their operations,
efficiency, safety and functionality for all modes including pedestrians.

Being one of the most costly parts of the road system, interchanges are expensive to construct initially and
exceptionally expensive to reconstruct to a new configuration when the traffic using them is at peak capacity during
daily operation. For these reasons, the initial interchange designs should provide flexibility well beyond the target
design life. Flexibility is built into the interchange design for Rani Chennamma junction to accommodate possible
future changes, particularly when changes to land use are likely to substantially alter traffic patterns. This flexibility
is provided (i.e. built in) by ensuring that additional arms could be accommodated for the “ultimate stage” of the

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interchange without requiring significant changes. This flexibility is accommodated in the carefully engineered
layout of the proposed elevated rotary interchange at Rani Chennamma Junction by making provision for the NH4
arm towards Bankapur Chowk in Stage 2. Particularly for the interchange proposed at Rani Chennamma Junction,
we have considered and taken into account the long-term layouts and configurations in addition to the normally
shorter “design life” of individual stages.

The construction of an interchange typically results in long periods of disruption and delays (and hence cost) to
road users, particularly if an existing interchange is to be reconstructed. The solution proposed for Rani
Chennamma Junction provides for future expansion without reconstruction.

For interchange design, the expected traffic volumes for a horizon of 10 years and 20 years suitable for staging are
determined. These are essential for the analysis of ramp layouts (including intersections) and lane numbers required
for the interchange. Interchanges are expected to provide adequate capacity and level of service to the through and
turning traffic expected to use them from their commissioning to the end of the planning horizon, or as otherwise
determined using a staged approach.

In urban situations, it may not be feasible to provide for a planning horizon of 20 years, and it may occur that the
capacity is reached in a short time from opening. It is therefore necessary that the design provide reasonable
capacity and achieve a balanced level of service throughout the network and along the entire link. A 10 year
forecast is therefore supplied based on the extent of information available.

Following solutions are proposed for the nominated congested intersections:

 Rani Chennamma Circle in Hubballi:
This junction is the most critical amongst the lot and attracts about 1.6 lakhs vehicles in day. The total
volume of vehicles at this junction is about 83,771 PCU while the peak hour volume is 12,378 PCU. There
are more than 200 conflict points at this intersection making it a dangerous intersection. Grade-separation is
warranted as per IRC guidelines. In addition to at-grade treatments, an Elevated Rotary Interchange with
dedicated, delineated arms to service Vijapur Road, Gadag Road and Dharwad Road along with future
provision for the Bangalore arm (future expansion without reconstruction) is proposed following rigorous
traffic analysis and client input. The form and shape of the rotary interchange was arrived at after carefully
analysing the through traffic movements, turning traffic movements, junction safety and capacity and to
minimize land acquisition.
 Hosur Junction in Hubballi:
Considering the developments proposed, Smart City proposals and client input, the dedicated arm to/from

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Dharwad is proposed to continue up to and beyond Hosur Junction with a dedicated left turning lane onto
Gokul Road towards Hubli Airport. This enables direct signal-free connectivity beyond Hosur Junction for
traffic travelling towards and from Dharwad. The at-grade service road widths at Hosur Junction are
constrained due to existing abutting developments and the BRTS proposal. The at-grade service road widths
at Hosur Junction were approved after many meetings with PWD and MoRTH officials in which various
options were investigated to increase the at-grade service road widths. Site constraints and existing abutting
developments were the principal impediments to improvements. The proposed arrangement at Hosur Junction
also provides for a dedicated one-way left arm towards Hubli airport/Gokul Road to ensure direct
connectivity to Hubli airport from Hubli Railway Station.
 STAGE 3 - DIMHANS circle (Mental hospital) in Dharwad to Jubilee Circle in Dharwad continuing up to
Kalaghataghi Junction on PB Road:
Jubilee Circle is the most critical junction in Dharwad and the total volume of vehicles is about 68,647 PCU,
while the current peak hour volume is about 5707 PCU. There are more than 80 conflict points at this
intersection making it a dangerous intersection. As per IRC guidelines, grade separation for future capacity is
warranted. After rigorous traffic analyses, simulation, client input and review of various government reports,
a continuous, elevated 4 lane – 2 way flyover is proposed from DIMHANS junction (near the Dharwad New
Bus Stand gate) all the way up to Kalaghathaghi Toll Plaza Junction going towards Hubballi on NH4. This
proposed arrangement flies over DIMHANS junction, Old DSP Office Circle junction, Jubilee Circle, Court
Circle, NTTF Circle, Bagalakote Petrol Pump (BP) Circle and Kalghatagi Toll Plaza Circle and gives direct
signal-free connectivity for Hubli-bound heavy through traffic as well as Belagavi-bound heavy through
traffic. The proposed arrangement also provides for dedicated access to through traffic travelling
towards/from Karwar Road at Kalghatagi Toll Plaza Junction. This proposed overall arrangement warrants
minimal land acquisition.

 STAGE 2 - From the Rotary Interchange at Rani Chennamma Junction via Kamaripeth Police Station
Junction and beyond Bankapur Chowk:

Client input as well as the forecasted traffic at Kamaripeth Police Station, New English Medium School
junction and Bankapur Chowk warrant grade-separation. As informed by the client, considering that four-
laning works are proposed at-grade for the Bangalore leg under a separate project by the client, the Bangalore
arm from the interchange is currently deferred and future provision for a Continuous flyover from the
elevated rotary interchange at Rani Chennamma Circle along and above the existing NH4 together with at-
grade treatments at the congested and narrow intersections -Kamaripeth Police Station Junction, New English
Medium school junction and Bankapur Chowk is proposed. The future provision for the Bangalore arm from
the elevated rotary interchange at Rani Chennamma Junction allows for future expansion without
reconstruction.

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The major factors that justified grade separation at all the nominated intersections were:
• Traffic volumes, directional distribution and requirement to maintain uninterrupted flow for through
traffic;
• Junction capacity in urban areas;
• Current and future traffic considering the growth of the city and planned developments.
• Safety and capacity of at-grade crossing movements.
• Pedestrian Safety at-grade.

At-grade intersections always have a potential for accidents due to conflicting crossing and turning vehicular
movements, regardless of layout, signing and signalization. By separating the levels of intersecting roadways, both
accidents and delays are reduced. Safety is improved at many at-grade intersections under the proposed
flyover/rotary interchange by the provision of the proposed solutions through reduction of conflict points.

For the nominated intersections in Dharwad, at-grade treatments and a continuous elevated two-way flyover along
and above the existing PB on NH4 is proposed. The chief reasons for this include:

 The distances between the intersections: Separate flyovers at each location i.e. DIMHANS, Old DSP office
circle, Jubilee Circle, Laxmi Talkies Junction, Bagalakote Petrol Pump (BP) junction and Kalghatagi
Junction would have created additional conflict points with at-grade traffic (through merging, diverging and
crossing vehicular movements) when entering and exiting ramps. This would be hazardous and would not
be safe given the distances. If the existing intersections were located much further apart, separate flyovers
could be considered.
 Provision of a continuous elevated corridor for through traffic achieves the following objectives:
o Maintains uninterrupted flow for through traffic. This also contributes towards making the at-grade
intersections below much safer by reducing the number of conflict points.
o Augments capacity for the given site constraints.
o Does not create additional conflict points created by the provision of separate flyovers at each
junction.

At Rani Chennamma junction in Hubballi, an elevated rotary interchange is proposed. Efficient and clear access
control will be enforced in which adequate signage, modern treatments and controls will be placed well in advance
of the rotary and at appropriate locations on the rotary to inform drivers of the lanes to comply with for travelling
towards the respective directions. The outermost lanes of the rotary are designed to enable quick and efficient
clearance of through traffic in the respective major directions identified through the traffic analysis. The rotary will
be appropriately access-controlled through the judicious use of modern traffic treatments and measures to
streamline traffic for efficient operation and management of traffic. The function of the outermost dedicated lanes is
to act as dedicated corridors for through traffic and this traffic will not use the inner circulatory portion of the rotary

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interchange. The second outermost lanes will permit weaving maneuvers. Slow-moving traffic such as three-
wheelers will not be permitted access onto the rotary interchange. Consistent driver behaviour will be enforced
through the use of carefully designed and appropriately placed modern traffic treatments and measures. By doing
so, a slow-speed zone is envisaged for the rotary and the entire at-grade intersection below thereby making it much
safer and welcoming to pedestrians. It is anticipated that by doing so, local commercial establishments will stand to
benefit by the increased patronage which in turn will help enhance the local economic activity and commerce.

Contemporary urban landscaping and urban elements that fit in with the local character of the area are also
proposed at Rani Chennamma junction. This includes modern urban elements such as trees, paving material for
footpaths and roundabout cladding, tactiles, benches, modern signages for pedestrians and vehicular traffic, street-
lights, colour scheme for the flyover piers and graffiti and live walls incorporating vertical planters on the walls
underneath the ramps.

Rani Chennamma Junction is thus envisaged as a safe and welcoming intersection for a vibrant local
community which includes pedestrians and all modes.

Complimented with modern at-grade traffic treatments and contemporary urban landscaping that is visually
delightful, the proposed treatments deliver functionally efficient and safer intersections that are pedestrian-friendly,
flexible and aesthetically pleasing for a modern Hubli-Dharwad.

The proposed solutions require minimal land acquisition. The specifics and rationale for the proposed solutions at
each of the nominated intersections is elaborated in sufficient detail in this report. To construct the proposed
mitigating measures, the estimated costs anticipated are as follows:

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COSTS

Construction of Elevated corridor from Km.135.650 to 136.300 on NH63, from Km.249 to

250.050 on Old NH-4 and from Km.192.910 to 193.350 on NH218 for decongestion of traffic in
Ranichennamma Circle in Hubli City/Taluk in the state of Karnataka on EPC Mode
ABSTRACT

S.NO. PARTICULARS amount

1 Site Clearance and Dismantling -

1 Earth Work 49,13,791
2 Granular Base Course and Sub Base 3,12,81,498
3 Pavement (Asphalt & Concrete) 7,64,74,075
4 Construction of Culverts ( Pipe/Box) - New, Widening & Reconstruction 3,07,362
5 Structures :- 1801643370
6 Drainage and Protective Works 2,61,59,074
7 Junctions, Traffic Signs Marking and Other Appurtenances 2,20,05,380
Traffic management during construction and Maintenance during
8 4,96,216
construction
0 Horticulture & Landscaping -
0 Project Facilities (Landscaping, Water kiosk, Beautification of area, -
9 CCTV ) Works (Highway lighting)
Electrical 1,11,36,956
11 Restortion of Dismantled BRTS Work 2,97,15,302
12 Restortion of At Grade road Damages 4,39,82,398
13 Sub-Estimate for traffic diversion , Landsacping,Railing,CCTV work 1,37,89,704
Total Amount 2,06,19,05,126
Total Civil Cost (A) 206.19
b GST 12% on (A) 24.74

Total cost of work for tendering purpose / Total cost including GST 230.93

c Contingencies at 2.8%of (A) 5.77

d Supervision Charges @ 3% of (A) 6.19
e Agency Charges @ 3% of 6.19
Total cost after Applying Centages as per Circular 249.08
f Miantanance Charges for First 10 Years 3.75% 7.73
B Total Civil Construction Cost (B) 256.81
h Price of Escalation 5% per year of A 10.31
Total Project Contract Cost 267.12
1 Utility Relocation 6.28
2 Land Acquisition 24.60
Total Capital Cost of Project 298.00

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The estimated costs are calculated as stipulated for project cost estimation of capital-intensive PWD, NH
DIVISION, Hubli government projects. The unit rates of all items of construction work have been analyzed as per
the guidelines given in Standard Data Book of MORT&H. The rates of materials, hire and operating cost of various
machinery and equipment and labour cost are obtained from the CSR of Dharwad (2018-19). Market rates are
adopted for items for which the rates are not available in CSR. The location of material quarries like gravel, sand,
crushed aggregate are obtained from the material investigation. A lead chart is prepared in the material investigation
report.

The delivery of major capital projects especially those of long duration and external exposure, involves complex
transactions with considerable uncertainty. Imperfect information exists in long-term projects and this could lead to
under or over investment. Typically, in the road transport sector, some projects, especially large scale or complex
infrastructure projects run over budget. The cost overrun is mainly because cost computations do not consider
uncertainty and risk elements inherent in the projects. Risk analysis deals with this type of uncertainty. Inherent (or
planned) risk represents uncertainty in the scope of work and its pricing, quantities or unit rates for items in the base
estimate, or variance in the construction method. Contingent risk is due to unmeasured items outside the base
estimate, which mostly correspond to the estimation of the contingent allowance. Unforeseen circumstances, such
as weather impacts, industrial issues, safety, planning approval conditions, design development, owner
requirements, geotechnical investigations and potential claims from contractors, are some examples. To measure
the potential overall cost of a project, it is necessary to understand the potential risks and opportunities, how these
are managed, the potential financial exposure after risk management and the potential cost implications. Monte-
Carlo simulation is a sophisticated means of risk assessment which could be applied to all stages of a project from
identification to scoping, development and delivery.

In line with global best practice, Spectrum deployed Monte-Carlo simulation at the draft feasibility stage. The
estimated block costs were compared with results of Monte-Carlo simulation which is deployed for risk analysis
and quantification of uncertainty. Monte-Carlo simulation, in the context of this work, forecasts a range of possible
project costs and the probability of the occurrence of those costs by taking into account uncertainties and associated
risks. This approach is in-line with Western best practice for cost estimation of publicly funded road projects. This
work is also intended to draw the attention of transport agencies such as PWD, NH DIVISION, HUBLI to Best
Practice Cost Estimation in the preparation of cost estimates for any proposed project(s) that require funding from
the Federal Government.

This report recommends the proposed solutions for the nominated intersections.

The proposed solutions separate the major crossing movements and enable maximum traffic volumes to operate
uninterrupted. By minimising conflicts, the proposed solutions offer safer and welcoming intersections that are
functionally efficient, aesthetically pleasing and for Rani Chennamma Junction provide flexibility for future

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expansion without reconstruction and give a visually pleasing view of the historically significant and heritage listed
Rani Chennamma statue when travelling over the rotary thereby enhancing the community character and pride of
the locals.

To achieve the vision for a vibrant community asset and safe-for-all intersection as outlined in the various
government reports/proposals/master-plans/documents, a safe intersection that caters for all modes, is efficient in
form and function, is welcoming to the community and is flexible enough for future expansion without
reconstruction is envisaged by the provision of an elevated rotary interchange with dedicated, delineated arms along
with at-grade treatments at Rani Chennamma Junction in Hubli in Stage 1 & Stage 2 and a continuous two-way
flyover along and above PB road (i.e. NH4) between DIMHANS via Jubilee Circle and upto Kalghataghi Junction
in Dharwad together with up/down ramps and carefully designed plus appropriately placed at-grade treatments in
Stage 3.

1.2 DETAILED SUMMARY

The road corridors intersecting the nominated junctions pass through urban areas in Dharwad and Hubli. Hubli &
Dharwad are twin cities in the state of Karnataka in India.

The management and operations of the twin cities is the responsibility of Hubli Dharwad Municipal Corporation
(HDMC) which is the second largest municipal authority in the state after Bangalore. Hubli-Dharwad covers an
area of 202.28 Sq.Kms out of which built-up area is approximately 72.78 Sq. kms including 45 villages and a large
number of extensions spread in all directions. Hubli is an important industrial centre, with more than 1000 allied
small and medium industries already established ranging from machine tools, electrical, steel furniture, food
products, rubber and leather industries and tanning industries. Dharwad has excellent educational facilities with
institutions like Karnataka University and Agricultural University delivering high-quality education. There are large

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number of Arts, Science, Commerce and Law Colleges in the city as well as Karnataka Medical College, S.D.M.
College of Dental Sciences and Engineering and technical institutions. Due to these educational and industrial
facilities, the city attracts considerable floating population. The population of the twin cities is estimated to be more
than 900,000 as of 2009. Hubli-Dharwad's population increased at a rate of 21.2% between 1991 and 2001.
According to the land use plan of 2000, residential area constitutes 31% of the total developed area of 10,374
Hectares. The commercial and industrial establishments occupy 3% and 5% respectively & 6% of area is under
open space, park and playgrounds. The area under circulation is approximately 22% while the Public and semi-
public use occupies 17% of the developed area. 16% of the area consists of water sheet & vacant lands.

Hubli-Dharwad has a well-developed road network system, connecting it to various cities across the states. The
major roads in both cities follow a radial pattern. NH4 is the major corridor of Hubli-Dharwad passing through
the central city core and connects Pune and Bengaluru. Roads originating from the centre of Hubli city connect the
city with major towns like Bijapur, Karwar, Marmagoa, and Solapur. Dharwad is predominantly set to the west of
NH4. In Dharwad too, all important roads radiate from the centre. As per the HDUDA comprehensive development
plan, 22% of the land use is reserved for traffic and transport. However, there is a need to increase the road density
in the city to cater to the increase in the vehicle population and to support the traffic management efforts without
which quality of transportation infrastructure would deteriorate.

The primary system of roads in the twin cities consists of national highways, regional highways (state and district),
and together they constitute the arterial roads. Three major national highways pass through Hubli-Dharwad. NH4
connecting Bengaluru to Pune passes through the twin cities and is like a spine for Hubli-Dharwad. The other
highways which connect the twin cities with Bijapur, Karwar, and Goa are:
 NH218 - Hubli–Bijapur Section
 NH63 - Hubli-Gadag Section

The state highways connecting Hubli-Dharwad are SH65 - Bijapur-Dharwad Road, Dharwad- Anamond road and
Haliyal- Dharwad- Hubsur road. The major district roads connect Kalghatagi, Soundatti, and Halyal etc.

The twin city has a large share of registered two-wheelers (approximately 71%). During the past decade, Hubli
has seen considerable economic and per capita growth rate due to which the number of motor vehicles has
increased. Contrary to Hubli, the growth has been slow in Dharwad.

The transport infrastructure for Hubli-Dharwad was mainly developed during the late 19th century. During this
period, the railway network was installed, and a number of arterial roads were constructed. Hubli-Dharwad city is
well connected to other towns in the north Karnataka region through a well-developed road network and also with
other cities of the state and country through road, rail, and air ways. Hubli is well connected by the rail network to
Bengaluru and other major cities such as Mumbai in the north and Thiruvananthapuram in the south. Being an

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important railway junction, there are daily trains to Bijapur, Solapur, Bellary, Pune, Ajmer, New Delhi, Hyderabad,
Ahmedabad, Vasco, Vijayawada, Mysore, Tirupati, Chennai, and Howrah. National Highway 4 that connects
Mumbai in the west to Bangalore in the south passes through Hubli – Dharwad. All the nominated junctions lie on
NH4 which is also known as PB Road between Dharwad and Hubli. Along this PB road, there is a proposed BRTS
corridor currently under construction. The vision for the BRTS corridor is to transform Hubli- Dharwad into the
most livable and sustainable city in the region through creation of safe, affordable and world class bus rapid transit
infrastructure and services, with focus on commuter comfort and convenience, integration of modes and
information technology. The BRTS corridor is 22.25 km long with the width of the cross sections ranging from 44
m to 35 m. The BRTS buses will travel on a dedicated corridor from Hosur circle in Hubli to Jubilee circle in
Dharwad. Beyond Hosur circle up to CBT, Hubli and beyond Jubilee circle up to CBT, Dharwad, the BRT buses
will travel along with mixed traffic. There is no BRTS lane in solid approaches. The width of the road proposed by
BRTS which includes the BRT corridor, mixed traffic lanes, foot paths etc is as follows:
 Hosur circle, Hubli to Naveen Hotel: 35m
 Naveen Hotel to Gandhinagar cross: 44m
 Gandhinagar cross to Jubilee circle: 35m
The trunk corridor includes segregated bus ways, controlled bus stations, physical and fare integration
with BRT feeder, off-board ticketing through smart cards and tokens, and high quality buses (standard as
well as articulated). The corridor is designed for operating regular and express services. The BRT corridor
mostly consists of 2 lanes for BRTS buses on either side of the median bus station facilitating overtaking
lanes for express services. 4 vehicular underpasses are proposed to facilitate movement of traffic across
the BRTS corridor. Salient features of the BRTS are:

 Central Bus Lanes with Median Bus Stops.

 Closed System: BRT lane is restricted only for BRT buses.
 Automatic Vehicle Tracking System.
 Off-board fare collection.
 At-level boarding and alighting.

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Map of BRTS Corridor

Typical cross sectional view of proposed BRTS corridor for 44m width.

The proposal for the BRTS is based on the findings reported in the CTTP (Comprehensive Traffic and
Transportation Plan for Hubli-Dharwad) prepared by DULT (Directorate of Urban Land Transport).

There are several stakeholders such as BRTS, HDMC, Smart City SPV, DULT, HDUDA, HDUTA, KIPDC,
Revenue department, relevant State and local government departments, utilities etc. involved in the process of
transforming the twin-cities. Relevant reports, proposals, master-planning studies, traffic and transportation studies,
development plans, land-use plans etc. have been prepared by the various authorities to transform the twin-cities
into modern urban areas.

Urban areas can be defined as developed sites within boundaries set by the responsible State and local authorities.
Urban areas have fundamentally different characteristics from rural areas with regard to land use, density of road
network, nature of travel patterns, and the way in which these elements are related.

On the international level, the hierarchy of urban roads accepted today generally falls into three categories
according to the balance of traffic and environmental functions:

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 Urban freeways (motorways) with an exclusive function to carry traffic and ensure the continuity of the
national or regional trunk road system. As they are designed to accommodate through traffic, they do not
offer pedestrian or frontage access;
 Urban roads and streets with a predominant function to carry traffic but also serving other functions.
They form the primary road network and link main districts of the urban area;
 Traditional streets, distributing traffic within urban areas in which considerations of environment and
local life predominate and are encouraged over the use of vehicles.

The roads converging at the nominated intersections are a combination of National Highways and access roads
linking main districts of the urban area. Together, they can be classified as Urban-Arterial Roads and Urban Sub-
Arterial Roads.

 Urban arterial road is a road that carries high volumes of through traffic and links the larger urban
activity centres. An urban arterial road may be divided or undivided.
 Urban sub-arterial road is a road that connects arterial roads to areas of urban development. It also may
be divided or undivided.

All the nominated intersections along the road corridor are at-grade and provide access to abutting properties. All
the nominated intersections lack modern traffic treatments, controls and basic pedestrian facilities. Jubilee Circle in
Dharwad and Rani Chennamma Circle in Hubli are identified as major accident-prone junctions in the City
Development Plan for 2041 for Hubli – Dharwad. The traffic composition is dominated by two wheelers, cars &
three wheelers at the mid-block & screen line locations & by two wheelers, cars & goods vehicles at major outer
cordon locations as per the CTTP report. In terms of speed, 56% of the roads have speeds below 30 kmph. Only
11% of the roads have speed above 40 kmph. The Average Journey Speed is found to be 27.85 kmph and Average
Running Speed is found to be 32.05 kmph. Delays on the network are mainly due to heavy flow of traffic
coupled with frequent pedestrian crossing. Overall low speed profiles in CBD area are due to large scale of
activities, curbside parking and heavy concentration of traffic.

Hubli-Dharwad city is witnessing considerable pedestrian traffic especially in the CBD areas with the increase in
the commercial activity in some of the important areas. There is an increased demand for better pedestrian facilities.
The increase in vehicular traffic has given rise to widening the carriageway width to accommodate the vehicles
resulting in reduction in the size of the foot paths. This in turn results in spillage of pedestrians onto the
carriageway, affecting the flow of vehicles.

The main public transport system in Hubli Dharwad is City Buses. There are about 180 routes connecting city and
suburban areas. The city buses operate from 4 different terminals. All the urban and suburban areas are provided
with bus facilities by NWKRTC. All the terminals experience space constraints to handle buses smoothly, due to

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inadequate space. Also, it is observed that in terms of intra city connectivity, coverage of public transport
connectivity is better in city core and northern region as compared to southern region & there is overlapping
component in city core area due to which travel demand from other areas is not fully catered to. The Maximum
Demand is in the city core because of location of Central Bus Stand. Due to majority of the buses having their
terminal at Central Bus Stand, large number of interchange trips coverage at the CBS. The Intermediate Public
Transport system present in Hubli - Dharwad is auto rickshaws and taxis. The auto-rickshaws are often used as
mode of transport for school children. With the upsurge of the city area, the public transport system has not been
able to justify the mobility needs of the Hubli Dharwad citizens. Thus, there is an increase in usage of auto rickshaws
and taxis. Taxis are an important mode of travel in the twin cities. From traffic flow analysis & junction inventory
details in the CTTP Executive Summary it is noted that some of the junctions experience severe traffic congestion
and need immediate attention in terms of engineering interventions. This is supported by our traffic analysis and
visual inspections. Lack of pedestrian facilities at all the nominated junctions‟ needs to be addressed to avoid
pedestrian vehicular conflicts at junctions.

Parking at junctions is another major issue which reduces carriageway capacity and leads to obstruction in
movement of traffic. In Hubli-Dharwad too, the growth of vehicles had been exponential with no specific parking
lots designed. As a result, the vehicles are generally found to be parked on the road causing traffic congestion and
conflict points. On-street parking consumes valuable space for movement leaving lesser space for the vehicles to
move. This reduces the speed of travel and reduces the level of service of the roads. An efficient system of parking
is much needed to solve the parking woes of the city.

Goods traffic is significantly high in Hubli - Dharwad due to presence of large number of industries in and around
the city. Hubli - Dharwad does not have any defined goods terminal. Presently trucks and Light Commercial
Vehicles (LCVs) are parked on the road at many places and it serves as a goods terminal. This is unorganized and
causes a lot of problems to the citizens as well as the operators. The vehicles also enter the city roads during peak
hours which further increase the traffic woes. Hubli APMC truck terminal handles freight from different parts of the
state. The highest freight comes to Hubli from Belgaum with share of 14% in total freight destined for the city.
Also, a high percentage of freight is interchanged between Hubli and Dharwad i.e. 12% from Hubli to Dharwad
while 9% from Dharwad to Hubli of the total freight movement. Manufacturing goods (31%) constitute the highest
stake in the total inflow and outflow of goods in Hubli-Dharwad followed by Agriculture (31%).

The existing infrastructure and facilities for transport and communication in Hubli Dharwad are inadequate
to meet the requirements of the city. Integration of transport facilities with the economic activity areas has not
been a priority.

The proposals framed in the CTTP have given priority to public transport and non-motorized transport such as
pedestrian facilities and public transport improvement strategies. On the Institutional Framework front, The Hubli

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Dharwad Urban Development Authority and Hubli Dharwad Municipal Corporation have been envisaged as the
most important institutions responsible for planning, development and maintenance of the city transport system
particularly of its road network system, parking areas, bus terminals, etc.

At the city fringes, there is an existing NH bypass that was developed on BOT basis and was completed in 2001 at a
cost of Rs. 94 crores. The length of the bypass is about 30.35 km and has interchanges on Karwar Road, Karghatgi
Road, and Goa Road. The two-lane highway presently has provision to expand to four lanes later. The time taken to
cover the bypass is 40 min compared to 1 h 20 min on the existing highway. The intercity transport trucks and
buses pass through the city core to avoid paying the toll on the bypass. The City Development Plan for 2041
prepared by HDMC informs that stringent enforcement measures are needed (that shall ban the entry of freight
vehicles on city roads) to force the external traffic to use NH 4 and Hubli-Dharwad bypass, thus reducing the
loading of the internal roads. As a measure aimed at preventing truck traffic from entering the city limits, it is learnt
that a proposed by-pass to connect Hubli-Solapur Road to Pune-Bangalore National Highway (No. 4) at Bidnal is
under consideration from where the trucks can reach Ankola Gutti National Highway (No. 63) via Gabbur bypass
and Karwar Road intersection.

The inventory data collected and as per information in the feasibility report for BRTS, the condition of roads in the
city is not in a favourable state. Most of the sub-arterial and collector roads are in a poor condition. Pedestrian
safety is poor with either no footpaths or footpaths in poor condition. Lighting is not as per standards. As per the
land use proposals in the Comprehensive Development Plan 2021, 3005 ha (22%) are proposed under transportation
covering the entire twin city area. Several road widening and bypass proposals have been made in CDP and other
studies, truck terminal proposed at the junction of National Highway etc. are reserved in the plan. However, most of
these proposals have not been implemented so far, resulting in severe stress on the PB Road between Hubli and
Dharwad. The bypass, which is meant for through traffic, is not widely patronized due to the toll.

As envisaged in the comprehensive development plan, recently the growth is promoted along the Hubli Dharwad
highway i.e. PB Road. This region offers good connectivity to both cities and also easy access to the educational
and economic centres. Navanagar, the area between the two cities, is emerging as a major urban centre. The BRTS
proposed along this network is expected to enhance the connectivity to both cities and facilitate growth in the
region along the corridor. The scope for Transit-Oriented Development in and around Navanagar is also being
assessed along with the BRTS project. Also, the areas along Gokul Road and Keshavpur are developing rapidly.
The area near Vidhyanagar is an educational hub and the local economy of the locality is dependent on it. There are
plentiful shops to cater to the needs of the educational institutions and students, like food joints, internet café,
bookshops, photocopying and printing centres, and garment stores. A multi-modal/integrated logistics transport
centre with warehouses, inland container depots, domestic railhead, and air cargo centres is proposed in 56 acres

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near Anchatgeri village on Karwar road in Hubli. The project would be implemented through the PPP model and is
expected to help in reducing traffic congestion in Hubli.

Thus, based on the review of available information in various government reports, traffic analysis and forecasts, site
data, site constraints and client feedback, a rigorous process was adhered by Spectrum in the development of the
concepts/solutions. Existing traffic studies and future predictions outlined in the CTTP and the traffic and
transportation situation outlined in the City Development Plan for 2041 were reviewed. Existing and proposed land-
use was examined along with road transport data, population statistics, socio-economic parameters etc to
understand the development impacts and establish the traffic growth rate, traffic patterns and projections for the
horizon year. The vehicle operating cost and design of pavement was established based on the speed and delay and
assumed VDF. Specialist traffic studies, analysis and state-of-the-art VISSIM simulation were deployed for
validation of the proposed concepts. Each intersection site was studied and alternate designs were made
(particularly for Rani Chennamma Junction) to determine the most appropriate arrangement of structures and ramps
and accommodation of BRTS and pedestrian traffic through the interchange area. The design(s) considered all
merging, diverging and weaving sections as well as all conflict points in the interchange.

Interchanges typically vary from single ramps connecting local streets to complex and comprehensive layouts.
Interchanges are expensive to construct and a major factor that influences their cost is the type of arrangement made
for the various traffic movements. The arrangement may range from separating only one traffic movement from
another to the complete separation of each traffic movement from every other movement, so that only merging and
diverging movements remain. Similarly, the vehicle operating cost will vary depending on the type of ramp
arrangement, from direct conflict-free connections to indirect connections involving extra travel distance. The
proposed interchange at each nominated intersection is carefully designed to suit the prevailing conditions.

Unlike flyovers in open areas, planning of grade separators in urban areas like Hubli – Dharwad is limited by space
constraints, constraints of underground and overhead services, environmental considerations, aesthetics and urban
design norms. The city and its corridor layout pattern were examined while planning the layout of the grade
separators. Intersections in urban areas are usually fairly closely spaced as is the case with the nominated
intersections and while planning the grade separators at each of the nominated intersections, the impact of the
proposed concept on the adjoining intersections was assessed. The traffic characteristics at the intersection remain
the most important decisive factor and therefore traffic studies are a key activity in the planning context of grade
separators in urban areas. Traffic facilities in urban areas are usually planned for catering to peak hour traffic
demands. The peak hour and the peak hour traffic characteristics at each nominated intersection were obtained.

Planning of grade separators and elevated structures in urban areas like Hubli – Dharwad required special
consideration for fitting them within the constraints of the urban scenario. Right-Of-Way (ROW) is restricted in a
developed urban situation; both in the horizontal and vertical direction on both sides of ROW. This would have

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meant adopting curves which are beyond acceptable criteria of design codes. Similarly, the vertical profiles are
constrained due to the presence of traffic junctions very closely spaced to one another leading to gradients steeper
than those permitted by prevalent design codes. However, none of the proposed preliminary concepts violate or
exceed the acceptable criteria of design codes and are fitted in the urban context for each intersection with minimal
to no land acquisition required.

Future land use pattern may cause the distribution of the traffic and the patterns of traffic to change, thereby
changing the traffic demand on the interchange. This will have to be accommodated either by designing the initial
interchange to cater for these changes, or by providing flexibility in the layout to allow the future demands to be
met on additional elements of the interchange (i.e. allow capacity to be increased as well as reduce conflict points).
Further, the future land use planning may indicate development of additional major traffic generators, which will
have to be accommodated on the road system. This traffic will have to be provided with facilities to distribute it to
the road network in a way that will be least disruptive to the system. Additional interchanges and/or road elements
may be needed. Planning of the first-stage interchange locations and the design of their ramps will have to provide
for these future additions and these are thoroughly investigated considering Stage 2 i.e. the NH4 arm from Rani
Chennamma Junction towards Bankapur Chowk.

Providing interchanges alters the functioning of the road network and results in changes to traffic patterns in the
area. These changes have been considered in the design solutions proposed for the nominated intersections.

Key issues for the nominated intersections along this transport corridor are identified and feasible options
incorporating safe and integrated transport solutions are recommended to Government including an assessment of
how best to minimise implementation impacts. Efficiency and safety improvements are demonstrated that help
enable a high-quality transport link to facilitate efficient and safe access while supporting future land use plans for
the respective areas. The proposed solutions consider the local needs and interests of stakeholders and maintain or
improve local amenity within a high quality urban design framework minimizing the impact of the transport system
on adjacent land use. The concepts proposed give the community the opportunity to provide input and feedback.

As far as practicable, the design and construction of grade-separated structures and at-grade
treatments/improvements are proposed to be within the existing right of way thereby minimizing the need for land
acquisition, except for locations having inadequate width and where alignment corrections, improvement of
intersections are considered necessary as per the relevant guidelines and IRC norms. Spectrum will furnish land
acquisition details as per revenue records / maps for further processing.

Environmental Impact Assessment, Environmental Management Plan and Rehabilitation and Resettlement Studies
are carried out meeting the requirements of the Government of India and lending agencies like ADB/ World Bank/
JBIC etc.

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Wherever required, STCPL has endeavoured to liaise with concerned authorities and arrange all
clarifications/approvals. STCPL has prepared the block costs and estimates for the proposed solutions at various
stages of this project.

STCPL carries out all activities related to field studies, design and documentation as per the latest
guidelines/circulars of MoSRT&H and relevant publications of the Indian Roads Congress (IRC) and Bureau of
Indian Standards (BIS). For aspects not covered by IRC and BIS, International standard practices such as, British,
American and Australian Standards will be adopted.

The findings of this report recommend that grade separation is warranted for Jubilee Circle in Dharwad and for
Rani Chennamma Circle in Hubli. All nominated intersections experience severe traffic congestion and lack
modern traffic treatments, controls and basic pedestrian facilities. Jubilee Circle in Dharwad and Rani Chennamma
Circle in Hubli are identified as major accident-prone junctions in the City Development Plan for 2041 for Hubli –
Dharwad.

The preliminary concept designs for the nominated intersections are recommended as follows:

 ELEVATED ROTARY at Rani Chennamma circle in Hubballi:

Grade-separated structures in the form of an elevated rotary with dedicated, delineated arms for Vijapur
Road, Gadag Road and Dharwad Road along with at-grade treatments. Minimal land acquisition is
warranted for this proposal. Future expansion without reconstruction is made possible by the carefully
engineered layout of the rotary interchange in which future provision is made for the Bangalore arm in
Stage 2.

3D View - Future provision for Bangalore Arm

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3D VIEW – Future provision for Bangalore Arm

3D VIEW – Future provision for Bangalore Arm

 STAGE 3 - DIMHANS Circle (Mental hospital) via Jubilee Circle up to Kalghataghi Junction in
Dharwad:

Grade-separated structure in the form of a two-way continuous elevated fly over along and over NH4
along with at-grade treatments at the junctions.

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STAGE 3 - Proposed Flyover at DIMHANS Junction

STAGE 3 - Proposed Flyover at Old DSP Office Circle

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STAGE 3 - Aerial View – Proposed Flyover at Jubilee Circle

STAGE 2 – Future Provision - Rani Chennamma Circle to Bankapur Chowk in Hubballi:

Future provision for a grade-separated structure in the form of a Continuous flyover from the rotary
interchange at Rani Chennamma Junction along and above the existing NH4 together with at-grade treatments
at Kamaripeth Police Station Junction, New English Medium school junction and Bankapur Chowk.

STAGE 2 - Proposed Flyover Up/Down Ramp south of Bankapur Chowk, Hubballi

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STAGE 1 - Hosur Junction, Hubballi:

Grade-separated structure in the form of a two-way elevated fly over to/from the rotary interchange at Rani
Chennamma junction with a dedicated one-way left arm towards Hubli Airport.

STAGE 1 - Proposed Flyover Arrangement at Hosur Junction, Hubballi

The proposed mitigation measures minimize a substantial number of conflict points at all the nominated
intersections thereby achieving increased safety for all modes, improves intersection efficiency and incorporates
modern traffic treatments/controls and pedestrian-friendly measures. This study is supplemented with preliminary
environmental & social investigations, traffic analysis and cost estimates of the recommended options.

The total preliminary project cost for Stage 1 including land and structure acquisition, and contingencies and
escalation is estimated as follows:

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COSTS
Construction of Elevated corridor from Km.135.650 to 136.300 on NH63, from Km.249 to
250.050 on Old NH-4 and from Km.192.910 to 193.350 on NH218 for decongestion of traffic in
Ranichennamma Circle in Hubli City/Taluk in the state of Karnataka on EPC Mode
ABSTRACT

S.NO. PARTICULARS amount

1 Site Clearance and Dismantling -

1 Earth Work 49,13,791
2 Granular Base Course and Sub Base 3,12,81,498
3 Pavement (Asphalt & Concrete) 7,64,74,075
4 Construction of Culverts ( Pipe/Box) - New, Widening & Reconstruction 3,07,362
5 Structures :- 1801643370
6 Drainage and Protective Works 2,61,59,074
7 Junctions, Traffic Signs Marking and Other Appurtenances 2,20,05,380
Traffic management during construction and Maintenance during
8 4,96,216
construction
0 Horticulture & Landscaping -
0 Project Facilities (Landscaping, Water kiosk, Beautification of area, -
9 CCTV ) Works (Highway lighting)
Electrical 1,11,36,956
11 Restortion of Dismantled BRTS Work 2,97,15,302
12 Restortion of At Grade road Damages 4,39,82,398
13 Sub-Estimate for traffic diversion , Landsacping,Railing,CCTV work 1,37,89,704
Total Amount 2,06,19,05,126
Total Civil Cost (A) 206.19
b GST 12% on (A) 24.74

Total cost of work for tendering purpose / Total cost including GST 230.93

c Contingencies at 2.8%of (A) 5.77

d Supervision Charges @ 3% of (A) 6.19
e Agency Charges @ 3% of 6.19
Total cost after Applying Centages as per Circular 249.08
f Miantanance Charges for First 10 Years 3.75% 7.73
B Total Civil Construction Cost (B) 256.81
h Price of Escalation 5% per year of A 10.31
Total Project Contract Cost 267.12
1 Utility Relocation 6.28
2 Land Acquisition 24.60
Total Capital Cost of Project 298.00

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3 PROJECT DESCRIPTION

3.1 INTRODUCTION
 The RFP for this project stipulated grade separation measures at nominated congested intersections in Hubli
Dharwad.

 The scope of the project was expanded during the course of the project by PWD officials, MoRTH officials,
local and federal ministers to keep in line with the overall government planning for this area which warrants
connectivity from Hubli Railway station to Hubli Airport.

 The submitted DPR was finalized after many meetings with all the stakeholders including the Honourable
Federal Minister for Road Transport & Highways, PWD Officials, Local, State and Federal Ministers.

 In Aug 2018, the Honourable Federal Minister for Road Transport & Highways requested to stage the
overall project into three stages due to fund constraints.

 The entire project was staged accordingly as advised. Hubli was staged into Stage 1 & Stage 2 and entire
Dharwad proposal was included in Stage 3. The figures below depict Hubli - Stages 1 & 2.

Figure 3: HUBBALLI - Stage 1

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Figure 4 : HUBBALLI - Stage 1 + Stage 2

 STCPL is informed by PWD officials that Hubballi Stage 1 works are to be taken up first.

 Accordingly, in the proposal for Stage 1 (Figure 1), STCPL was instructed by PWD officials in Oct 2019 to
also include the Vijaypur arm in the Stage 1 proposal given the funding availability. STCPL accordingly
submitted the revised proposal as follows:

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Figure 3: HUBBALLI – Revised Stage 1

 To this revised proposal, comments were given by CE, RO, MoRTH, Bangalore vide letter Ref No:
RW/BNG/NH-63, 4 & 218/105/2019/1868 dated 27 Sep 2019. The comments given by CE, RO, MoRTH,
Bangalore have been addressed by STCPL after several joint meetings with MoRTH and PWD officials.
The „compliance‟ was submitted by STCPL on 13th Oct 2019.

 Subsequently, in joint meetings with MoRTH and PWD officials during Nov 2019 and Dec 2019, STCPL
was instructed by CE, RO, MoRTH, Bangalore to also include in Stage 1 the up-arm to cater for traffic
coming from Hubli Airport and heading towards Rani Chennamma Circle and beyond using the proposed
flyover. Accordingly, the proposal was again revised and options prepared for this up-arm as suggested by
CE, RO, MoRTH, Bangalore. The option approved by CE, RO, MoRTH, Bangalore for this up-arm is
shown in Fig 4 & Fig 5 below:

Figure 4: HUBBALLI – Revised Stage 1 including Up-Arm for traffic from Airport

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Figure 5: HUBBALLI – Approved Arrangement of Up-Arm for traffic from Airport

Some of the limitations associated with the geometric arrangement for this up-arm are as follows:

 Proposed longitudinal gradient is approx. 5%.

 Design speed achievable is only 20kmph due to sharp radius. This may result in long queue
lengths.

 Merging length of 180m required as per IRC is not available. This would be unsafe and may result
in traffic hazards/congestion.

The above limitations were discussed several times with and the arrangement approved by CE, RO, MoRTH,
Bangalore.

Regarding the brief history, the nominated junctions as per the original RFP/TOR were as follows:

HUBLI:

1. Rani Channamma Circle in Hubballi.

2. Kamaripeth Junction in Hubballi on Old NH-4.

3. New English Medium School Junction in Hubballi on Old NH-4.

4. Bankapur Chowk Circle in Hubballi on Old NH-4.

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DHARWAD:

1. Jubilee Circle in Dharwad.

2. Old DSP Office Circle in Dharwad.

3. Dimhans Circle (Mental Hospital) In Dharwad.

Rani Chennamma Circle in Hubli and Jubilee Circle in Dharwad are identified as major accident-prone junctions
in the City Development Plan for 2041 for Hubli – Dharwad.

PWD, NH DIVISION, Hubli identified these congested junctions as critical for the safe and efficient operation of
the road corridor from Dharwad in the North to Hubballi in the south and beyond. Three of the seven identified
junctions as per the original RFP/TOR are in the Dharwad area and four of the seven identified junctions are in the
Hubballi area.

Spectrum‟s consultancy services will practicably investigate integrated options to improve the operations of the
identified critical intersections and will establish the technical and economical viability of the proposed solutions in
the preparation of this Detailed Project Report.

In addition to the nominated junctions above, the client and ministers, at the time, subsequently requested
consultancy services for extending the scope of proposed flyover at Jubilee Circle, Dharwad to also cover the
following junctions on PB road going towards Hubballi:
1. Court Circle
2. NTTF Circle
3. Bagalakote Petrol Pump (BP) Circle
4. Kalghatagi Toll Plaza Circle

with the possibility of the landing ramps preferably before Kalaghataghi Toll Plaza junction to enable direct access
to through traffic from/to Karwar Road.

At Hubballi, in addition to the four nominated junctions, the client and ministers subsequently requested, at the
time, consultancy services for additional fly-overs as extended & additional part of this project considering various
governmental reports, the city‟s future growth/traffic needs, in context with smart city features and to ensure
smooth & faster connectivity between Hubli Railway station and Hubli Airport.

The additional junction improvements suggested & proposed to Spectrum are as listed below:

HUBLI:

1. Rayyanna Circle
2. Market Road Circle
3. Court Circle

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4. Glass House Circle

5. Hosur Circle
6. Vikas Nagar Circle

As advised to Spectrum, the overall government planning for this area warrants connectivity from Hubli Railway
station to Hubli Airport and additional improvements/treatments are therefore required to enable efficient traffic
operations, by supplying engineering services for the additional junctions listed above.

The Detailed Project Report will accordingly consider key issues for the identified intersections along this transport
corridor relating to traffic and transport efficiency and reliability; safety; land use planning; environmental, social
and economic sustainability and provide recommendations to Government for integrated transport solutions.

The consultancy service will aim to investigate integrated transport solutions, consistent with the client‟s Transport
Plan to:

• Improve the efficiency by optimising the movement of people and goods, reducing congestion and travel
times and increasing the benefits for identified priority modes;
• Improve the operation and efficiency of public transport that travels along and intersects this corridor;
• Improve safety;
• Include the opportunity to provide a high-quality transport link (including the provision of grade separations
in stages if need be & at-grade treatments) to facilitate efficient and safe access while supporting future land
use plans for the respective areas; Include sustainable travel options that are inclusive of all modes;
• Maintain or improve local amenity with a high quality urban design and minimise the impact of the transport
system on adjacent land use;

The consultancy will also undertake comprehensive and inclusive consultation with key stakeholders and the local
community that:

• Considers the local needs and interests of stakeholders;

• Considers the needs and interests of stakeholders who are users of the wider transport network, including
business;
• Provides timely, relevant and accurate information about the consultancy study; and
• Gives the community the opportunity to provide input and feedback.

3.2 REVIEW OF AVAILABLE INFORMATION/REPORTS

As outlined above, a comprehensive review of the available information as at the date of preparing this report was
carried out. Important information included in various government reports/studies which is relevant for the
development of our proposal is included in this report. This report is also supported by an additional traffic report
based on the traffic data collected on site, existing traffic studies and future predictions outlined in the CTTP and
the traffic and transportation situation outlined in the City Development Plan for 2041. Spectrum has carried out
specialist traffic studies, analysis and state-of-the-art VISSIM simulation for this project for validation of the
proposed concepts.

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3.3 HUBLI – DHARWAD CITY PROFILE

Hubli & Dharwad are twin cities in the state of Karnataka in India. The Executive Summary of the CTTP
(Comprehensive Traffic & Transportation Plan) informs that in 1962 Hubli & Dharwad cities were combined and
its management and operations since are being looked after by Hubli Dharwad Municipal Corporation (HDMC).
Hubli-Dharwad is now increasing in importance as a Commercial, Industrial and educational centre. It covers an
area of 202.28 Sq.Kms out of which constructed area is approximately 72.78 Sq. kms including 45 villages and
large number of extensions spread in all directions. Notified industrial areas in the twin cities are Gokul Industrial
Estate, Tarihal, Rayapur, Sattur, Belur. In small scale sector, the main products of manufacture are agro products,
engineering products, and machine tools, chemical & pharmaceutical products. Industrial valves manufactured in
Hubli, meet the nation‟s major share of requirement.

Hubli-Dharwad is also a hub for education for students from all over India and all over the world with excellent
institutions to cater to various disciplines and vocations. The twin-city municipal corporation occupies a unique
place in the state of Karnataka. After the capital city Bangalore, this is the largest city municipal corporation in the
State. It is a major railway center and in fact, the very heart of the Northern Karnataka Region. The airport at
Hubli is located on the outskirts of the city. Hubli is an important industrial centre, with more than 1000 allied
small and medium industries already established. There are machine tools industries, electrical, steel furniture, food
products, rubber and leather industries and tanning industries. With the establishment of Kirloskar, N.G.E.F and
K.M.F Hubli has gathered momentum in industrial development.

Dharwad has excellent educational facilities with institutions like Karnataka University and Agricultural University
delivering high-quality education. There are large number of Arts, Science, Commerce and Law Colleges in the city
as well as Karnataka Medical College, S.D.M. College of Dental Sciences and Engineering and technical
institutions. Due to these educational and industrial facilities, the city attracts considerable floating population. The
population of the twin cities is 786,000, as per 2001 census and it is estimated more than 900,000 as of 2009. Hubli-
Dharwad's population increased at a rate of 22.99% between 1981 and 1991, from 527,108 to 648,298, and by
21.2% between 1991 and 2001. According to the land use plan of 2000, residential area constitutes 31% of the total
developed area of 10,374 Hectares. The commercial and industrial establishments occupy 3% and 5% respectively
& 6% of area is under open space, park and playgrounds. The area under circulation is approximately 22% while
the Public and semi-public use occupies 17% of the developed area. 16% of the area consists of water sheet &
vacant lands.

Transportation infrastructure plays a dominant and vital role in the growth and development of a metropolitan area.
The transport infrastructure for Hubli-Dharwad was mainly developed during the late 19th century. During this
period, the railway network was installed, and a number of arterial roads were constructed. Hubli-Dharwad city is

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well connected to other towns in the north Karnataka region through a well-developed road network and also with
other cities of the state and country through road, rail, and air ways.
The British developed the railway network in Hubli-Dharwad in the late 19th century. Rail network within HDMC.
Hubli is well connected by the rail network to Bengaluru and other major cities such as Mumbai in the north and
Thiruvananthapuram in the south. Being an important railway junction, there are daily trains to Bijapur, Solapur,
Bellary, Pune, Ajmer, New Delhi, Hyderabad, Ahmedabad, Vasco, Vijayawada, Mysore, Tirupati, Chennai, and
Howrah.

The twin cities have an airport is situated at Hubli, and it is one of only two operational airports in north Karnataka,
with the other one in Belgaum. The airport is spread over an area of 369 acres and has one runway of 1,670 m in
length. The airport has all basic air navigation and night landing facilities. The terminal building can handle 150
passengers. Currently, Spice Jet operates flights to Bengaluru, Mumbai, and Hyderabad from Hubli.

3.4 EXISTING TRAFFIC AND TRANSPORT SITUATION, PARKING SITUATION

AND STORM WATER DRAINAGE SITUATION

Hubli-Dharwad city has a well-developed road network system, connecting it to various cities across the states. The
major roads in both cities follow a radial pattern. NH4 is the major corridor of Hubli-Dharwad passing through the
central city core and connects Pune and Bengaluru. Roads originating from the centre of Hubli city connect the city
with major towns like Bijapur, Karwar, Marmagoa, and Sholapur.

Dharwad is predominantly set to the west of NH4. In Dharwad too, all important roads radiate from the centre. The
total length of roads in the territorial jurisdiction of HDMC is about 630 km, of which 67% are surfaced (Bitumen–
top / WBM). The density of roads in the city is approximately 3.29 km/sq. km. The per capita road length is about
0.8 km. The average width of the roads in the town is about 9.5 m. As per the HDUDA comprehensive
development plan, 22% of the land use is reserved under traffic and transport. However, there is a need to increase
the road density in the city to cater to the increase in the vehicle population and to support the traffic management
efforts otherwise quality of transportation infrastructure would deteriorate.

The primary system of roads in the twin cities consists of national highways, regional highways (state and district),
and they constitutes the arterial roads. Three major national highways pass through Hubli-Dharwad. NH4
connecting Bengaluru to Pune passes through the twin cities and is like a spine for Hubli-Dharwad. The other
highways connect the twin cities with Bijapur, Karwar, and Goa are:
 NH218 - Hubli–Bijapur Section
 NH63 - Hubli-Gadag Section

The state highways connecting Hubli-Dharwad are SH65 - Bijapur-Dharwad Road, Dharwad -Anamond road and
Haliyal -Dharwad -Hubsur road. The major district roads connect Kalghatagi, Soundatti, and Halyal etc.

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The twin city has a large share of registered two-wheelers (approximately 71%). During the past decade, Hubli has
seen considerable economic and per capita growth rate due to which the number of motor vehicles has increased.
Contrary to Hubli, the growth has been slow in Dharwad. The registered vehicles are growing at 7.1% annually. As
per the Executive Summary of the CTTP (Comprehensive Traffic & Transportation Plan), the city experiences peak
hour volume ranging from 1100 PCUs to 3000 PCUs at mid-blocks locations & 1100-5000 PCUs at Screen line
locations. Peak hour share ranges between 5-9% of the 24hr traffic volume at mid-blocks & 7-13% at screen line
locations. At outer cordon locations, the AADT ranges from 12,000 to 52,000 PCUs. The traffic composition is
dominated by two wheelers, cars & three wheelers at the mid-block & screen line locations & by two
wheelers, cars & goods vehicles at major outer cordon locations. In terms of speed, 56% of the roads have
speeds below 30 kmph. Only 11% of the roads have speed above 40 kmph. The Average Journey Speed is found to
be 27.85 kmph and Average Running Speed is found to be 32.05 kmph. Delays on the network are mainly due to
heavy flow of traffic coupled with frequent pedestrian crossing. Overall low speed profiles in CBD area are due
to large scale of activities, curbside parking and heavy concentration of traffic. Thus the LPA has been
delineated into 126 zones. Of this, 67 zones are within the corporation area and 88 zones in the rest of Local
Planning Area (LPA). Based on this zoning system & Analysis, the travel characteristics were studied. In the twin
cities, the average household size is 5.25 & the average household income ranges between Rs. 10000-25000. In the
two cities, approximately 8.63 lakh vehicle trips are performed each day with the city having a PCTR of 0.95.
Including walk trips, approximately 13.7 lakh trips are performed in the city. Almost 33% of trips performed are
work trips & 19% are educational trips. 25% of the return trips are performed in Hubli-Dharwad. Public Transport
trips dominate modal split with approximately 30% of share. Two Wheeler trips & walk trips are 26% & 16%
respectively. Trips performed by car, cycle & IPT are 15%, 7% & 6% respectively. The distribution of trips by
purpose & trip length indicates that around 60% of work trips are performed within 5 km distance while 28% are
performed within 2 km distance. The average trip length for bus is 8 km, for cars it is 5.8 km& for two wheelers it
is 5.5 km. At outer cordon locations, it is observed that the average trip length for private vehicles is about 88 km,
buses - 165 km and for goods vehicles the ATL is close to 250 km. Hubli-Dharwad city is witnessing considerable
pedestrian traffic especially in the CBD areas with the increase in the commercial activity in some of the important
areas. There is an increased demand for better pedestrian facilities. The increase in vehicular traffic has given rise to
widening the carriageway width to accommodate the vehicles resulting in reduction in the size of the foot paths.
This in turn has given room for pedestrians to spill over to the carriageway, thereby affecting the flow of vehicles.
Main Public Transport system in Hubli Dharwad is City Buses. There are about 180 routes connecting city and
suburban areas. The city buses operate from 4 different terminals. All the urban and suburban areas are provided
with bus facilities by NWKRTC. All the terminals experience space constraints to handle buses smoothly, due
to inadequate space. Also, it is observed that in terms of intra city connectivity, coverage of public transport
connectivity is better in city core and northern region as compared to southern region & there is overlapping
component in city core area due to which travel demand from other areas is not fully catered to. The operational
intra city routes have a fleet deployment of about 298 buses catering to about 4,00,000 passenger trips. Almost 1300

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passengers are carried per bus per day. Accident rates & vehicle breakdowns are negligible & the earnings per km
are on average is Rs. 1800 per km per bus. The Maximum Demand is in the city core because of location of
Central Bus Stand. Due to majority of the buses having their terminal at Central Bus Stand, large number
of interchange trips coverage at the CBS. The Intermediate Public Transport system present in Hubli - Dharwad
is auto rickshaws and taxis. The auto-rickshaws are often used as mode of transport for school children. With the
upsurge of the city area, the public transport system has not been able to justify the mobility needs of the Hubli
Dharwad citizens. Thus, there is an increase in usage of auto rickshaws and taxis. Taxis are an important mode of
travel in the twin cities. The cities are separated by distance of 21 km and taxis provide a comfortable mode of
travel between the two cities. The average trip length is around 4.0 kms to 6.0 kms. While the average trip cost
varies between Rs.30 and Rs. 40. The average travel time is between 20 to 30 mins. From traffic flow analysis &
junction inventory details in the CTTP Executive Summary it is noted that some of the junction experiences
traffic snarls and needs an immediate attention in terms of engineering interventions. There is lack of
pedestrian’s facilities at most of the major junctions that need to be looked into to avoid pedestrian vehicular
conflicts at junction. Parking at junction is another major issue which reduces carriageway capacity and
leads to obstruction in movement of traffic. In Hubli-Dharwar too, the growth of vehicles had been exponential
with no specific parking lots designed. As a result, the vehicles are generally found to be parked on road
causing traffic congestion and conflict points. The parking on the road eats up the valuable space for movement
leaving lesser place for the vehicles to move. This reduces the speed of travel and reduces the level of service of the
roads. Thus, an efficient system of parking needs to be evolved which would solve the parking woes of the city.
Goods traffic is significantly high in Hubli - Dharwad due to presence of large number of industries in and around
the city. Hubli - Dharwad does not have any defined goods terminal. Presently trucks and Light Commercial
Vehicles (LCVs) are parked on the road at several places and it serves as a goods terminal. This is unorganized and
causes a lot of problems to the citizens as well as the operators. The vehicles also enter the city roads during
peak hours which further increase the traffic woes. Hubli APMC truck terminal handles freight from
different parts of the state. The highest freight comes to Hubli from Belgaum with share of 14% in total freight
destined for the city. Also, a high percentage of freight is interchanged between Hubli and Dharwad i.e. 12% from
Hubli to Dharwad while 9% from Dharwad to Hubli of the total freight movement. Manufacturing goods (31%)
constitute the highest stake in the total inflow and outflow of goods in Hubli-Dharwad followed by Agriculture
(31%).
The existing infrastructures and facilities of transport and communication in Hubli Dharwad are inadequate to meet
the requirements of the city. Integration of transport facilities with the economic activity areas has not been a
priority.

The Executive Summary of the CTTP informs that a Travel Demand Forecast & Model was prepared and validated
for the traffic estimates and travel patterns as obtained from the primary surveys. For the preparation of the
Comprehensive Traffic and Transport Plan for Hubli Dharwad, the population projection was taken from Hubli -
Dharwad City Development Strategy. The average population as given in Hubli Dharwad City Development

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Strategy is 10.5 Lakhs in 2021. This translates to a 1.6% annual growth rate. Based on this growth rate the
population was projected. The strategic Urban Travel Demand Model developed in the CTTP was used to predict
the travel patterns and modal shares for the horizon years i.e. 2018, 2023, 2028 under respective land-use and
transport network scenarios. The population growth rates have been taken from City Development Plan - Hubli
Dharwad. The population of Hubli - Dharwad was projected using the Geometric method, Arithmetical Progress
Method, Incremental Increase Method and Trend Line Method. The projected population and employment for 2018,
2023 and 2028 were used for estimating trip ends in the corresponding years. Hubli Dharwad is estimated to have
a population of 12.66 lakhs & employment of 4.34 lakhs in 2028.

Name of the Area Projected Population in the Study Area

Trip end models were used to predict the number of trips generated from and attracted to each of the zones
in the study area for the horizon year. Projected trip ends along with the network options in the future were
provided as inputs to the trip distribution and modal split models to arrive at future trip matrices for Public and
Private Vehicles. The proposed land use 2021 was used for projecting the trip ends. The Scenario 1 was the Do
Nothing Scenario where the planned changes in land use are not incorporated. Based on the existing situation and
population forecast the trip ends have been projected. For Scenario 2 and 3, the proposed land use has been
used for arriving at the horizon year trip ends. The alternate scenarios are: Scenario 1- Do Nothing
Scenario 2- Master Plan Proposals
Scenario 3- Construction of Outer Ring Road and Public Transport Route Rationalization.

Scenario 1: Do Nothing Scenario

This scenario assumed that no major improvements were anticipated. The changes contemplated were limited to
improvement options such as providing bus shelters etc. In Do Nothing Scenario, typically committed and
sanctioned road-widening etc schemes were considered. The scenario for by the horizon years therefore would be a
„Do minimum‟ approach with some of the spot improvement plans and traffic management plans to be carried out.
The Do-minimum assignment was carried out for the horizon years to identify the bottlenecks, over capacity
links etc. It was found that based on base year travel demand model, the modal split in favor of public transport will

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fall to about 13.0% by 2018, against base year modal split of 30% in case of Do Minimum Scenario. The reason for
the drop in modal split was because of the public transport service not being able to match the requirements of the
growing population. In the Do Nothing Scenario, any fleet augmentation or route rationalization was not expected.
The only assumption made was that the existing fleet was used attain its maximum load factor. It was found that
there would be an increase in traffic volume on most of the road network beyond its capacity as observed
from the Peak hour traffic assignment on the road network for the year 2018, 2023, 2028. Analysis reveals
that the traffic and travel situation without any significant improvement would be difficult to manage and
result in absolute chaos. This would affect the growth potential of the city. Thus to develop the city into a planned
city various strategies were required to be initiated. Therefore, the combination of various strategies designed to
improve the quality of traffic operation were envisaged emerging as Scenario 2.

Scenario 2: Master Plan Proposals

The above scenario 1 did not incorporate any land use changes or master plan proposals. Scenario 2 considered
specifically integration of master plan proposals in the comprehensive traffic and transport plan. Along with
this, new proposals were integrated to solve the traffic and travel woes of the city. The new proposals included
various Land use Transport strategies, Development of mobility corridors, Public Transit improvement Strategies,
Inter-modal Integration, Non-motorized transport strategies, Freight Management Strategy /Passenger and
Commercial Terminal, Traffic Engineering Measures and Travel Demand Management Strategies. Some new
strategies proposed in this scenario were Network Improvement Plan, Improvement of Public Transport System,
Development of Mobility Corridors, Non-Motorized Plan, Passenger& Commercial terminal plan & Traffic
Engineering Measures. When Peak hour traffic assignment on the road network for this scenario including all the
new proposals for different years was done, it was observed that there was significant reduction in traffic volume on
many roads with increase in passenger trips on mass transport network. With increasing share of public transport
traffic loading on the network reduces and this is reflected in the improved V/C ratio. The assignments reveal that
there are certain stretches of roads in the central area that are still overloaded as they are being used by both
private vehicles and PT. Hence it is required to augment capacity of roads or improve public transport
systems in order to accommodate traffic.

Scenario 3: Construction of Outer Ring Road and Public Transport Route Rationalization

In light of Scenario 2, the most important issue to reduce traffic was to increase the share of trips by public / mass
transport. This meant providing public transport services on all corridors. Considering, that many of the road
corridors would still be overloaded in Scenario 2, the public transport network and road network would need to be
introduced on certain networks. The backbone to the city‟s transport system was envisaged to be the Public / Mass
Transport System. The basic premise of the Transport Plan in terms of the National Urban Transport Policy was to
create an efficient, cost-effective and extensive network of public transport which could provide comfortable,

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convenient and affordable means of transport to the maximum number of commuters. In this direction a number of
schemes are already under implementation and quite a few are on board. In light of these plans, the additional
facilities for the public transport system warrant a large number of requirements. In addition to the network
improvements in Scenario 2, there are a few additions to network modification in Scenario 3:
 Construction of Outer Ring Road Public/mass transport (BRT) extended on to major corridors.
 Construction of two new bypasses: It was acknowledged that network changes in themselves will not suffice to the
changing transport requirements of the city. Thus change in travel patterns was warranted. Improvements in public
transport system have to be detailed with the network improvements to achieve the targeted modal split. The share
of person trips for public/mass transport in Hubli - Dharwad is targeted to increase to 60% by 2028. The increase in
modal split is attributed to the expected shift of people from private to public due to the improved public transport
system envisaged. This translates to 24.4 % of the users of other modes shifting to the use of buses. At conservative
year on year growth this is targeted to result in a modal split of 40% for 2018, 50% for 2023 and 60% for 2028. The
willingness to shift to public transport system has been assumed based on secondary research. It is also observed
that for the horizon year 2028 the peak hour peak direction traffic (phpdt) for following corridors is greater than
10,000 and therefore high capacity buses are proposed in these corridors in order to achieve a modal split of
more than 60% in favor of public transport. The introduction of high capacity buses and a significant modal split is
envisaged to change the traffic and transport scenario in Hubli Dharwad. The Volume by capacity ratio on major
stretches after public transport improvement and construction of ring road was calculated and it indicated that
certain stretches still had unacceptable values of V/ C ratios. In such events, alternatives to control private vehicular
movement on such stretches were necessary. Some measures that were considered for adoption are as follows:
o One way schemes restricting the use of Private Vehicles during peak hours.
o Construction of elevated / subway for these particular roads.
o Also, it is important to note that the bypass around Hubli and Dharwad helps in siphon out the rail based
freight traffic entering destined or generated in Hubli and Dharwad. In addition, stringent enforcement
measures are needed (that shall restrict the entry of freight vehicles on city roads) to force the
external traffic to use the NH-4 and Hubli Dharwad Bypass thus reducing the loading of the internal
roads.

Evaluation of Scenarios

Different scenarios were developed for the city to cater for the expected growth in terms of traffic and travel
demand. All the scenarios were formulated with a holistic view of reducing the resistance to travel thus lowering
the required time and effort for commuting thereby reducing not only the direct costs but also the social costs. Also,
the mobility index of the city could be enhanced by incorporating efficient public transport strategies. All the
scenarios developed were evaluated in comparison to each other and the scenario best suited for the city of Hubli
Dharwad is short listed.

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Characteristics Base e

CTTP Recommended Scenario

Consultant‟s approach was to create an urban transport scenario with least resistance and enhanced mobility. The
transport scenario is envisaged to be such that transport continues to be an induced demand and does not changes
into an activity itself i.e. the role of transport systems should be to facilitate connectivity and not resisting it
consuming indefinite passenger hours leading to lower productivity and high social costs. All the scenarios
discussed above have their own set of pros and cons. Still, scenario 3 where a high modal split for public
transport was proposed and supports the modal share assumption by proposing a High Capacity Bus System is
considered to be the best scenario achieved. The reasoning behind considering the scenario 3 to be of high utility
value is:
I. Higher modal split in favor of PT.
II. Provision of better Public Transport Facilities to stimulate modal shift from private to public.
III. Incorporation of all existing proposals regarding capacity augmentation.
IV. Proposal of capacity augmentation on critical road sections.
V. Construction of Ring Road.

Improvement in public transport system includes variety of systems that will use buses to provide a service that is
of a higher speed than an ordinary bus line. This will be achieved by making improvements to existing
infrastructure, vehicles and scheduling. The goal of this system will be to achieve the service quality of rail transit
still enjoying the cost effectiveness of bus transit.

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CTTP Proposals, Recommendations & Institutional Framework

In accordance with the recommended scenario priorities, the proposed transport development programme was
framed in the CTTP. On the basis of projected traffic, a public transport system plan indicating different
transport systems on various corridors has been suggested in order to cater to traffic up to the year 2028.
The balance traffic should be carried by road system in order to satisfy the needs of normal bus system and
other modes such as two wheelers, cars, bicycles, trucks, pedestrians etc. The proposed Traffic and
Transportation plan for Hubli Dharwad contains the following types of proposals, which will cater to requirements
of the projected travel demand up to the year 2028.
 Mass Transport System: Bus Rapid Transport System.
 City Bus System
 Augmentation of Bus Fleet Bus Terminal cum Traffic & Transit Management Centers (TTMC)
 New Bus Stations/bus shelter
 IT Infrastructure
 HRD Infrastructure
 Transport Integration
 Transport System Management Measures
 Pedestrian/NMT Facilities
 Footpaths
 Skywalks/Subways
 Road Development Plan
 New Roads/Missing Links
 Road Widening
 Construction of ROB‟s and RUB‟s
 Grade Separators
 Parking Facilities
 Integrated Freight Complexes

The proposals framed in the CTTP have given priority to public transport and non-motorized transport
such as pedestrian facilities and public transport improvement strategies. On the Institutional Framework
front, The Hubli Dharwad Urban Development Authority and Hubli Dharwad Municipal Corporation have been
envisaged as the most important institution responsible for planning, development and maintenance of the city
transport system particularly of its road network system, parking areas, bus terminals, etc. While it is not
contemplated to restructure HDUDA/HDCC under the CTTP project, the above proposals are recommended to
enable HDUDA/HDCC to undertake and monitor CTTP projects. Other recommendations on institutional
framework are:

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 Representation in Hubli Dharwad Unified Transport Authority

 Establish Traffic Engineering and Management Unit
 Establishing Traffic Engineering Cells
 Establishing Traffic Management Group
 Establish Transport Development Fund
 Strengthening Logistics Support & Capacity Building to Traffic Police
 Promoting Private Sector Participation

NH BYPASS

The NH bypass road project was developed on BOT basis, and the bypass was completed in 2001 at a cost of Rs. 94
crores. The length of the bypass is about 30.35 km and has interchanges on Karwar Road, Karghatgi Road, and Goa
Road. The two-lane highway presently has provision to expand to four lanes later. The time taken to cover the
bypass is 40 min compared to 1 h 20 min on the existing highway. The intercity transport trucks and buses pass
through the city core to avoid paying the toll on the bypass.

The City Development Plan for 2041 prepared by HDMC informs that stringent enforcement measures are
needed (that shall ban the entry of freight vehicles on city roads) to force the external traffic to use NH 4 and
Hubli-Dharwad bypass, thus reducing the loading of the internal roads.

As per the feasibility report for BRTS, the condition of roads in the city is not in a favourable state. Most of the
sub-arterial and collector roads are in a poor condition. Pedestrian safety is poor with either no footpaths or
footpaths in poor condition. Lighting is not as per standards. As per the land use proposals in Comprehensive
Development Plan 2021, 3005 ha (22%) are proposed under transportation covering the entire twin city area.
Several road widening and bypass proposals have been made in CDP and other studies, truck terminal
proposed at the junction of National Highway etc. are reserved in the plan.

However, most of these proposals have not been implemented so far, resulting in severe stress on the PB Road
between Hubli and Dharwad. The bypass, which is meant for through traffic, is not widely patronized due to
the toll.

PARKING IN THE CITY:

The city has a high of traffic from other nearby cities such as Karwar, Goa, Sholapur etc making it a congested
cross over city. The pedestrians need better infrastructure to ensure safety at all times while crossing the busy roads
of Hubli Dharwad. With the growth in trade and commerce in the city, the number of vehicles has grown sharply.

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The city attracts substantial amount of cars and two wheelers. Currently the parking system is decentralized
and is predominantly on surface parking lots, the capacity of which is not sufficient to cater to the present demand.

A parking survey was conducted by IL&FS for the IDD (Infrastructure Development Department), Govt of
Karnataka to develop parking management plans that satisfy parking demand by provision of parking spaces or
curbing the demand in absence of space by parking controls to ensure smooth flow of traffic. Parking survey was
conducted for 12 hours on major roads in CBD.

The peak hour parking demand on major roads in CBD is given in table below:

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Spot Area Level Parking

Spot parking survey was conducted at few locations by IL&FS for the IDD (Infrastructure Development
Department), Govt. of Karnataka where private taxi and bus parking was observed. Also capacity of the two pay &
park locations were also noted during the survey.

IL&FS’s Observations

• Parking surveys clearly show that maximum demand for parking is for two wheelers, which comprises of 53% of
total vehicles in the CBD.

• Koppikkar Road has the highest demand for car parking (11%)

The growing parking demand for 2‐wheelers can be met by providing multiplex parking lots.

• There is also considerable parking demand for cycles and hand carts which is 33% of the total vehicles

Though there are parking lots available at and in the vicinity of each nominated intersection, the capacity of the
parking lot is not sufficient to cater to the present demand. Its location is also questionable. In the absence of
adequate parking facilities, the vehicles are parked on the side of the street leading to a major bottleneck in the
smooth flow of traffic. In addition, high population density, large number of pavement hawkers, sidewalk
encroachments, heterogeneous nature of traffic and commercial area development along all the major roads
have compounded the problem of congestion on the main as well as internal roads. Since there is no planned
parking space available within these cities, currently, the ULB and the city traffic police allow parking of passenger

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vehicles on the side of the road thereby consuming a sizeable portion of motorable road. The precious time of
citizens is therefore wasted due to traffic jams and if this problem is not addressed, it poses to become a serious and
complicated problem in future.

TRAFFIC SIGNAGE AND ROAD LINEMARKING:

Road signs are limited to warning signs and a few informatory signs. Other signages are practically absent and
grossly inadequate, especially at all the nominated intersections. Road line markings are absent. At some locations
the markings have weathered due to ageing. There are no safety provisions for pedestrians at the intersections. Sight
distance and visibility is also a concern.

EXISTING STORM WATER NETWORK:

The City Development Plan – 2041 available on the HDMC website (Hubli – Dharwad Municipal Corporation)
informs of the condition of the existing storm water network in Hubli – Dharwad.

The storm water drainage system in Hubli-Dharwad runs along 377 km and covers 49.17% of the total road length
in the twin cities. It is estimated that around 60% of the households have access to the storm water drains. Out of
the 377 km long drainage network, only 5 km stretch has closed pucca drains. About one-third of the slums are
covered with drains, and all the drains are open drains. Clogging of drains due to dumping of solid waste and inflow
of household sullage has become common practice across the city and it makes the system inefficient.

Details of Drains and Natural Channels

Apart from the storm water drains, there is a network of natural streams running for a length of 40 km. The city has
six major natural canals: Unkal Nala, Islampur Nalla, Karigannavar Hakkal Nala, Madihal Nala, Kelageri Nala, and
Navalur Nalla. These canals dispose household and industrial wastewater into Madihal at Dharwad and open fields
to the south of Hubli.

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Existing status of open drains in Hubli

Water logging areas:

Dharwad is situated on hillocks and has an undulating topography, while the Hubli has a relatively flat terrain. The
lack of storm water drainage often results in the flooding of roads and residential areas for 3- days during the
monsoon. The low-lying areas in both cities (around 30 areas) are prone to flooding during the monsoon.The areas
include Jannat Nagar, Laxmi Singanakeri, Bhavikatti Plots, Supermarket, MB Nagar, and Koppadakeri in Dharwad,
and Sadarsofa, Narayansofa, Mastansofa, Banatikatti, Toravi Hakkal, Nekar Nagar, Anand Nagar, Ganeshpet, and
Tabibland in Hubli.

HDMC is responsible for planning, designing, and implementing projects related to storm water drainage. The
Health Department of HDMC is responsible for the maintenance of the drains. Pourakarmikas are responsible for
cleaning the drains on as-needed basis along with street sweeping, while the nalas are cleaned twice a year. From
the discussions with the slum dwellers and local households, it is understood that the storm water drains are not
maintained properly in the city.

As per the CDS 2006, over view of the Storm water drainage in Hubli-Dharwad:
 Limited Coverage
 Open drains (Pucca) - 310 km
 Closed drains (Kutcha) – 12 km
 Closed drains - 5 km
 Cross connection of UGD and Open Drains
 Unregulated Outflow of Sullage / Septic Tank Effluents
 Clogging of drains, resulting in flooding
 Lack of integrated drainage master plan

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Strategies proposed by HDMC:

 Comprehensive drainage master plan
 Immediate rehabilitation, strengthening, and expanding of the network
 Estimated investment requirement for improving storm water drainage -387.40 crores

KEY ISSUES:

 The twin cities lack a comprehensive storm drainage system, and the existing system does not conform to
the natural topography, the natural streams, and their courses. Due to this, low-lying areas of the city get
flooded during the monsoon.
 The open channels do not have retaining walls, leading to sewage infested rain flow flooding the
neighbouring areas.
 Due to dumping of solid waste and inflow of household sullage, the storm water drains get blocked and the
system becomes inefficient frequently.
 Only half of the city area is covered with the storm water drainage systems. The network is inadequate in
the old earlier developed areas and as well as in the newly developed layouts.

SPATIAL GROWTH TRENDS

As envisaged in the comprehensive development plan, recently the growth is promoted along the Hubli Dharwad
highway. This region offers good connectivity to both cities and also easy access to the educational and economic
centres. Navanagar, the area between the two cities, is emerging as a major urban centre. The BRTS proposed
along this network is expected to enhance the connectivity to both cities and facilitate growth in the region along
the corridor. The scope for TOD in and around Navanagar is also being assessed along with the BRTS project.
Also, the areas along Gokul Road and Keshavpur are developing rapidly. The area near Vidhyanagar being an
educational hub, the entire economy of the locality revolves around it. There are mainly shops to cater to the needs
of the educational institutions and students, like food joints, internet café, bookshops, photocopying and printing
centres, and garment stores.

A multi-modal/integrated logistics transport centre with warehouses, inland container depots, domestic railhead,
and air cargo centres are proposed in 56 acres near Anchatgeri village on Karwar road in Hubli. The project would
be implemented through the PPP model and is expected to help in reducing traffic congestion in Hubli

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4 SURVEY AND INVESTIGATION

4.1 Introduction
To prepare a project report it is essential to know the existing condition of the road asset which forms the baseline
for further works and proposals. The data is collected from file to know the present condition of road, bridges,
culverts and other facilities. Survey is also carried out to know analyses the traffic condition, social impact and
environmental impact. The aim of the investigation is to develop adequate supporting data for selecting and
preparing the most appropriate proposal to meet the functional, structural efficiency and safety requirements.

4.2 Reconnaissance and Alignment Study

 Detailed review of the available ROW and relevant information of the existing alignment.
 Identification of various government agencies to obtain clearances for the project
 The detailed ground reconnaissance has been taken up immediately after study of maps and other data. The
task involved in reconnaissance survey are as below:
o Area topography and terrain
o Features of the existing alignment
o Pavement type
o Carriageway type and width
o Inventory of structures (type, size and location)
o Intersection (location, type, category of cross road)
o Environmental features
o Social aspects
o Hydrological features
o Existing ROW
o Land use pattern beyond ROW
o Possible improvement alternatives
o Traffic pattern along the alignment
o Identification of congestion area
o Critical area requiring detailed investigations
o Drainage condition
o Type and extent of utility within ROW
o Visual observation of condition of existing pavement

4.3 Topographic Survey

The basic objective of the topographic survey is to collect the essential ground features and collect spot level along
the existing alignment, so that Digital Terrain Model (DTM) can be developed. The equipment used for
topographic survey are GPS, total station and Auto Level. The DTM created is further used for improvements in
alignment design, carriageway width, identification of constraint areas and identification of utilities to be relocated.
Detailed methodology and quality control procedure is already submitted to the PWD, NH DIVISION, Hubli.

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4.4 Road Inventory and Condition Survey

4.4.1 Road Inventory

Road inventory was carried out for the complete stretch of the alignment including visual inspection and
measurement of dimensions. Existing kilometre stones were used to identify the road stretch and the road category.
Data collected during road inventory is listed below:
 Carriageway width
 Shoulder width
 Foundation width
 Location of horizontal curves
 Location of identifiable vertical curves
 Location to carry out axle load survey
 Location to carry out BBD survey
 Location to carry out various traffic surveys
 Details of utilities
 Details of cross roads
 Terrain
 Land use beyond ROW
 Existing ROW
 Existing drainage condition
 Submergence area
 ROB location
 Location of existing structures
 Subgrade soil type
 Soil type of land beyond ROW

The existing intersections are in urban areas and the carriageway width varies from 3.3m to 10.5 m and footpath
width varies from 1.0m to 2.5m.

4.4.2 Road Alignment through intersections

The entire alignment of the road is in urban areas with nineteen major junctions.

4.4.3 Road Condition Survey

To assess the existing condition of pavement, shoulder and embankment, road condition survey was undertaken.
The entire stretch of the road has flexible pavement. The findings are tabulated below:

Condition Percentage of Road Length

Carriageway Shoulder Drain Shoulder drop more than

50mm

LHS RHS LHS RHS LHS RHS LHS RHS

Good 5% 5% NA NA 5% 5% NA NA

Fair 95% 95% NA NA 95% 95% NA NA

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Poor 0% 0% NA NA 0% 0% NA NA

Very Poor 0% 0% NA NA 0% 0% NA NA

4.5 Structure Inventory

Detailed inventory of structures has been carried out and recorded in the format mentioned in the contract
document. The data is presented in Appendix.

4.5.1 Inspection of Bridges and Culverts

(a) Preliminary inspection of the existing culverts has been carried out by senior engineer and data on the
condition survey has been collected. Based on the condition survey of existing two lane culverts, it has been
decided whether they can be retained after carrying out repairs or not. In case any culvert is found to be beyond
economical repair, it has been considered for reconstruction.
(b) Preliminary inspection of bridges has been carried out as Appendix – IV of IRC SP: 35-1990 identifying the
bridges which needs attention for detailed inspection and further investigations. The bridges would be
categorized as given below:
 Those with minor defects
 Those need further examination
 Detailed Investigations can be done afterwards but Hammer test, inspection of bearings and other visual
signs of distress are mentioned in separate repot of each structure.
(c) All bridges showing signs of distress have been examined through as per Appendix-V of IRC SP:35-1990
(d) Dismantling of existing bridges will not generally be resorted to except in essential cases from consideration of
hydraulic/ functional inadequacies.
(e) The existing culverts have been surveyed and data collected on following points:
 Types of structure and details of span, vent height etc.
 Existing with of roadway
 Load carrying capacity of the structure
 Condition of foundations, sub-structure, super-structure etc. and any deficiency required to be rectified
 Adequacy/ inadequacy of waterway, signs of siting and blockage of the vent way, need for change in
invert levels if required after studying the present levels on both side culverts, over topping of the
structure, observed scour level etc.
(f) A detailed assessment of the existing roadside drain has been made along with assessment of additional cross-
drainage structures. Accordingly, roadside drains, wherever necessary, have been proposed.
The present discussion on the bridge and inventory surveys details the number of existing structures, classification
into the type of structure and proposes recommendations based on their condition. The detailed inventory and
condition survey of each structure is enclosed in the Appendix to the report. The details of existing CD structures
are:

Pipe Culvert Slab Culvert Minor Bridge Major Bridge ROB

2 6 1 0 0

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4.6 Pavement Roughness Survey

Fifth Wheel Bump Integrator test has been carried out on the existing pavement to evaluate the roughness index of
the road which indicates the riding quality on the road.
The road roughness is measured using the Automatic Road Unevenness Recorder (ARUR), STECO-257. The
ARUR is calibrated by comparing the recording of the ARUR with the road roughness profile produced by Dipstick
developed by Central Road Research Institute (CRRI). The road roughness profile produced by Dipstick is
accordance with the International Roughness Index (IRI) in mm/km. The ARUR was towed at a constant speed of
30±1 kmph for a distance of 100mm to record the roughness at different levels of roughness from very smooth to
very rough. The data is converted into Unevenness Index (UI) using the equation below:
( )
( )

IRI was converted into UI using the equation recommended by World Bank:
( ) ( )

Based on ARUR – UI(mm/km) and Dipstick covered UI(mm/km) the calibration equation was developed.
( )
The regression coefficient is

Where,
UI – Roughness as measured by ARUR (STECO-257) – mm/km
BI – Reference Roughness – mm/km
The equipment was run on the entire road stretch under study for the 2 lanes of carriageway once for each wheel
path and the average value of Unevenness Index (UI) is expressed in terms of mm/km. The survey was conducted,
in such way that, vehicle runs along the left carriageway (LHS) as well as the right carriageway (RHS).
The recommended values of road roughness given by MORT&H in circular RW/NH-53044/10/2000-S&R dated
22nd May 2000 for BT surface is tabulated below:

Surface Type Good Average Poor Very Poor

Bituminous
2000 – 2500 2500 – 3500 3500 – 4000 Over 4000
Concrete

SDBC 2000 – 2500 2500 – 3500 3500 – 4000 Over 4000

Carpet 2500 – 4500 4500 – 5500 5500 – 6500 Over 6500

Surface dressing 4000 – 5000 5000 – 6500 6500 – 7500 Over 7500

For WBM surface: MORT&H circular no. RW/NH-III/P/10/84 dated 25th July 1984

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Surface Type Good Average Poor Very Poor

WBM/ Gravel 8000 – 9000 9000 – 10000 10000 – 12000 Over 120000

The recommended values of road roughness in mm/km given in IRC SP: 16-2004 are given in table below:

Type of Road Condition of Road Surface

Surface Good Average Poor

Surface Dressing <3500 3500 – 4500 >4500

Open Graded
<3000 3000 – 4000 >4000
Premix Carpet

Mix Seal Surfacing <3000 3000 – 4000 >40000

Semi Dense
Bituminous <2500 2500 – 3500 >3500
Concrete

Bituminous
<200 2000 – 3000 >3000
Concrete

Cement Concrete <2200 2200 – 3000 >3000

Details of the road roughness survey and its results are presented in appendix to this report.

4.7 Pavement Structural Strength

The Benkelman Beam Deflection (BBD) survey is undertaken to find out the actual and rebound pavement
deflection. The deflection characteristics give an idea of the pavement structural behaviour.
During the road inventory and pavement condition survey, the homogeneous stretches are identified which are free
from pavement distress such as cracks, potholes, rutting and ravelling. BBD survey is carried out on these
homogeneous stretches.
The BBD survey is carried out on the main line at 50m interval along the homogeneous stretch of the project road
alternatively on LHS and RHS. The survey was carried out as per the guidelines of IRC 87-1997. The details of the
BBD test and its results are shown in Annexure to this report.

4.8 Subgrade characteristics and Strength

A detailed subgrade investigation is undertaken to determine the suitability of the existing road subgrade to support
the pavement and the project traffic load. The load carrying capacity of the subgrade is determined indirectly by
carrying out BBD survey and making test pits to carry out soil testing.

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Methodology

Test Pits
The test pits were excavated on the edge of the pavement and shoulder of size 1.0m x 1.0m up to the subgrade level
at 500m interval alternatively on the LHS and RHS of the road matching the location of BBD survey. Crust
composition of the existing pavement is noted when the test pit is excavated. Approximately 60kg of subgrade soil
sample is collected to carry out various test.
• Field moisture content

• Field dry density is determined using sand replacement

• Grain size analysis and Atterberg limits were determined in laboratory for classification of soils
• Modified Proctor test

• Soaked and unsoaked CBR test

• Free swelling index

Subgrade investigation report

The soil samples have been classified in accordance with IS: 1498-1970. The test results can be seen in Appendix to
this report. The test result indicate that out of the 4 samples collected form the subgrade of the existing road, 1
sample is classified as GM, 1 sample is classified as GM-SM, and 2 samples as SC.

4.9 Material and Geo-Technical Investigation

A detailed subgrade investigation is undertaken to determine the suitability of the existing road subgrade to support
the pavement and the project traffic load. The load carrying capacity of the subgrade is determined indirectly by
carrying out BBD survey and making test pits to carry out soil testing.

4.9.1 Material Investigation

All the material investigations are carried out in conformity to IRC, BS and MoSRT&H specifications. The Geo-
technical investigation scheme has been carried out in accordance with the TOR.

Material investigation for road project is carried out to identify the potential source of construction material, their
general availability and approximate quantity of material available. The objective of the investigation is as below:
 Material investigation is carried out based on information collected from local PWD, and from material
suppliers along with public enquiry
 Investigations are carried out to identify the potential sources for bulk procurement of the following materials
o Embankment fill material
o Gravel for subgrade
o Natural gravel for GSB
o Stone quarry for aggregate to be used for bitumen and non-bitumen layers and GSB in case on non-
availability of natural gravel
o Sand to be used in cement concrete
o Cement
o Bitumen

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o Sand
 Demarcating the location of source indicating places, kilometer stone and lead distance from the project road
and the status whether it is in operation or new source.
 Identify the ownership (government / private) of land/ quarry
 Testing of materials to indicate the properties of the material and suitability for use
 To assess probable use of material at various stages of construction activities, i.e. embankment fill, sub-grade,
sub-base, wearing coarse and structures
During the process of material investigation due consideration is given to locate the material within right of way,
locally available material and material availability with minimum lead. A mass haul diagram is prepared.

4.9.2 Material Testing

The samples collected in the material investigation process are sent to laboratory certified by the National
Accreditation Board for Testing (NABL).
Interpretation of Test Results
The test results of soil samples have been presented as per IS: 1498-1959. In addition to the tests already
mentioned, soil samples to be used for sub-grade purpose shall be tested for soaked CBR in the laboratory on
remoulded specimen compacted to 97 per cent Modified Proctor Density at Optimum Moisture Content. For this
purpose three individual specimens are subjected to different blows (10, 30 and 65) and CBR for each of the soaked
specimen is determined. Actual CBR value corresponds to 97% of MDD is determined from a graph plotted
between CBR and corresponding dry density.
(a) The following tests have been performed on stone aggregate collected from various quarries:
o Aggregate Impact Value
o Specific Gravity
o Water Absorption
(b) Granular sub-base material required for improvement of the carriageway have been tested for its grading and
Atterberg Limits. In addition, a soaked CBR test has been carried out following the standard procedure at 98%
of modified Proctor Density. The sub-base material could be either natural granular material available in the
quarries/borrow areas or shall be designed using crushed aggregates to meet the specific requirements of sub-
base material as per MoSRT&H specifications. The LL and PI of such material shall not be more than 25%
and 6% respectively and soaked CBR value not less than 30%.
(c) For proper identification, index map and quarry charts, showing the following details will accompany the
tables:
o Likely quantities and type of material available from each quarry source.
o Location of each quarry and the distance up to the nearest link point of the Project Highway.
(d) The coarse aggregate for Wet Mix Macadam sub-Base/Base shall be crushed stone and confirm to MOSRT&H
specification. Potential quarries have been identified in consultation with Forest dept./Mining dept. and shown
in quarry charts. In case crushed gravel/shingle has to be used for advantage of availability and economy, not
less than 90 percent by weight of the gravel/shingle pieces retained on 4.75mm sieve shall have at least two
fractured faces.

Material Investigation Report

In total 2 number of borrow areas were identified in the vicinity of the road and representative samples have been
collected and tested in the laboratory. Most of the borrow area soils are murum-soil.

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The Maximum Dry Density (MDD) range was found out to be 1.767g/cc to 2.010 g/cc, soaked CBR value range is
from 7.50% to 11.0%. These soils are good for embankment fill as well as for sub-grade construction.

Stone Quarries
Majority of rock types available in this region are basalt. A comprehensive survey of available materials has been
done for construction of various components of road i.e. Wet Mix Macadam (WMM), Bituminous Macadam (BM),
Dense Bituminous Macadam (DBM), Bituminous Concrete (BC) and concrete for structures.
From test results it can be concluded that the crushed aggregate obtained from the quarries satisfy the limits
specified in MORTH for all bituminous, non-bituminous and concrete works such as DBM, BC, WMM and GSB.

4.10 Methodology for Conducting Sub-soil Investigations

Geo-technical investigations were carried out and the details are shown in Annexure to this report. Detailed
Technical Information of the nature of sub-soil strata for foundation design and assessment of stability of high
embankments.

Basically, subsoil investigations carried out for new structures or the structures to be reconstructed on a sample
basis.

4.10.1 Objectives and Scope of Work

Objectives
The objective of Geo-Technical Investigation is to evaluate the following:
 To ascertain the sub-soil strata at Bridge flyover locations.
 To study standing Ground Water Level.
 To study the physical and engineering properties of soil strata.
 To evaluate allowable safe bearing capacity of soils to design foundations.
 To recommend type and depth of foundation.
 To recommend improvements to the weak soil strata if any.
 To evaluate the stability of high embankment.

Scope of the Work

The Scope of Geo-technical Investigations includes the following field and Laboratory Tests.

4.10.2 Field Investigations

 Boring of 150-mm dia holes in all kinds of soils up to 30.0 m or up to refusal strata (N>100 Blows for 30 cms
penetration) using Auger equipment
 Boring of 150-mm dia Boreholes in all kinds of soils up to 15.0 m or 30.0 min Hard Rock whichever encounter
early using Calyx operated Rotary Boring Rig with Wash Boring Method.
 Conducting field-testing such as Standard Penetration Tests (SPT) as per IS 2131-1981 at various depths in the
Boreholes.
 Collecting Disturbed / Representative samples (DS / RS) during drilling and also during SPT Tests. Disturbed
samples using the split spoon sampler and UDS samples using 100 mm thin walled Shelby tubes shall be
collected. The samples recovered will be packed in polythene bags, labeled and sent to the laboratory for
testing.

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 During field investigations the standing Water Table levels will be studied and recorded in the Borehole log.

4.10.3 Laboratory Testing

The scope of Laboratory Testing is as follows:
For Samples Obtained from SPT:
 Grain Size Analysis as per IS 2720 part 4.
For samples Obtained from UDS tube:
 Specific Gravity as per IS 2720- part 3-Section 1 and IS 2720 – part 3
 Grain Size Analysis as per IS 2720 part-4
 Atterberg Limits as per IS 2720 part 5, IS 2720 part 2.
 Determination of natural moisture content as per IS 2720 part 2.
 Determination of natural density as per IS 2720
 Determination of Tri-axial Shear Strength tests by UU and CU method as per IS 2720-part 10.
For samples Obtained from Rock Cores:
 Determination of Specific Gravity and Water Absorption of Rock Core Samples.
 Determination of Unit Weight and Classification of Rock Core Samples.
 Determination of Unconfined Compressive Strength of Rock Core Samples.
Note: However Sub Soil Investigations have been conducted for the new structures. Number of bore holes is
decided in accordance with TOR specifications for the structures.

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5 SOCIO-ECONOMIC PROFILE

The following content is based on the information supplied in the City Development Plan for 2014 which is
available from HDMC (Hubli-Dharwad Municipal Corporation). The content covers the twin-cities of Hubli-
Dharwad in general and does not limit to only the nominated intersections.

5.1 Social and Cultural Environment

This section presents a detailed assessment of the social and cultural environment of the city, not just the
intersections and this includes health services, education status and role of various agencies involved in the service
provision. The key findings of the analysis indicate the status of Hubli-Dharwad city in terms of health, educational
and recreational service provision. The existing facility has been compared with URDPFI guidelines to arrive at the
gap in service provisioning.

5.2 Health Facilities

5.2.1 Existing situation

Hubli-Dharwad is a prominent centre for health care in the north Karnataka region. The twin cities have 56 major
hospitals. Hubli alone houses 33 major hospitals and there are 11 government hospitals in the region and the civil
hospital has a bed capacity of 168 patients. One of the oldest mental health institutes is situated in the city.
Health facilities are distributed across both cities and also both cities accommodate medical colleges also. However,
the health facilities are not distributed in between the twin cities. The twin cities have good infrastructure in terms
of overall healthcare facilities. But most of the healthcare facilities are under private ownership, and the
governmental hospitals are not able to cater to all the needs of the EWS.
Dharwad district has 2 community health centres (CHC) with labour room facilities and 11 public health
centres (PHC). 8 PHCs have labour room facilities, while only 5 have operation facilities. Also, these
there are 17 sub-centres in the district but only 13 of them have regular water supply. These centres are
run by the Health Department, GoK, and they cater to the health requirement of the entire district.

Recently, Sneha Clinics have been set up in the health sub-centres to deal with sensitive problems of
adolescent children. Experts at these centres counsel adolescents on various issues including how to face
examinations and overcome stress and other physical and mental problems. It is reported that the clinics
set up by the government in primary health centres in Hubli have helped over 15,131 adolescents during
May–August 2013.

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5.2.2 Basic public health indicators

According to the task force report on health and family welfare, the infant mortality rate (IMR) for
females is quite high in Dharwad, Bellary, and Bidar districts. Similarly, the indicators such as
Institutional delivery, children dying below 5 years etc. are also not favourable in the city. Besides,
Dharwad has a sex ratio of 948 females per 1000 males, one of the three lowest places in the state, the
other two being Haveri (942) and Bengaluru (906).

5.2.3 Disease pattern

A survey carried out by the Centre for Global Health Research reveals that the 57% cause of death in the city can be
attributed to chronic diseases like heart problems, lung problems, stroke, and cancer, while 31% of death is caused
by infectious diseases. Reports from government hospitals and health centres indicate that the incidence of
waterborne diseases, respiratory diseases, and lifestyle disease is increasing among the urban dwellers in Dharwad
district. This can be attributed to the deteriorated environmental conditions caused by disposal of untreated
sewerages to open land, air pollution etc.

5.2.4 Role of HDMC in health programmes

The Directorate of Health, GoK, is responsible for providing major health facilities in the city. HDMC assists the
state Health Department in campaigning, providing the required infrastructure, enlisting beneficiaries, etc., for
various health programmes. HDMC„s health-related obligatory functions are restricted to a few conservancies, but
HDMC is responsible for the functioning of municipal hospitals in the city.

Other responsibilities of HDMC include supervision of all hospitals in HDMC limits and functional control over
employees in the health sector and authority for recommendations on health sector reforms etc. The Health
Department of HDMC is responsible for public health-related activities such as:

-related programmes

nt records

The only health centre owned by HDMC is in a deteriorate state with deteriorated infrastructure and shortage of
qualified staffs. The higher income groups invariably use private sector services and therefore have least or no
interest in improving the system.

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5.2.5 Comparison with URDPFI norms

The existing healthcare facility has been compared with the URDPFI guidelines to identify the gap in the healthcare
facilities. In the current situation, the number of dispensaries, nursing homes, polyclinics, and general hospitals is
sufficient, and the existing facilities are on the higher side as compared to URDPFI guidelines. As per the
guidelines, the city lacks veterinary hospitals, but has a few private dispensary facilities for pets. The nearest
government veterinary hospital is 29 km from Hubli in Kalghatagi.

5.2.6 Key issues

 The overall healthcare facilities are good in the twin cities. However, most of the health care facilities are
run by private owners, and the city has only limited public health care system. Majority of the slum
dwellers are dependent on the public health care systems.
 The PHCs and other public aided health facilities are situated in the core of the city, and the slum dwellers
are located in the outskirts of the cities and other residents living in between the cities doesn„t have public
health facilities within 3-5 kms.
 The occurrence of waterborne diseases, respiratory diseases, and lifestyle diseases is increasing among the
urban dwellers in Dharwad district. This can be attributed to the deteriorated environmental conditions
caused by disposal of untreated sewerages to open land, air pollution etc.
 The major hospital owned by HDMC is in a deteriorating state; the corporation is not able to place
permanent staff and maintain the buildings due to lack of funding and scarcity of qualified health
professionals.
 The improper management of biomedical waste is an emerging issue in both the cities. Though majority of
the private hospitals use the centralised facility to treat the waste, many of the hospitals fail in regular
disposal of medical waste and a very few dispose the waste on weekly basis.

5.3 Educational Facilities

5.3.1 Existing situation

Dharwad is an established educational centre in north Karnataka. Hubli-Dharwad is known for the availability of
educational institutions of various categories ranging from primary schools to professional colleges. Dharwad has
Kannada, English, and Urdu medium schools in its credit. Within the HDMC limit, there are government schools,
aided schools, and private institutions that support the school education. It is estimated that there are about 171 state

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government schools, another 65 state government aided schools, and over 150 private schools of different
hierarchies in the city. Hubli-Dharwad has around 72 registered nursery schools.

Hubli and Dharwad have educational institutions of all categories. However, the comparatively Dharwad has higher
number of institutions attributing to the land availability of institutional development, pleasant weather conditions
and other supporting institutions such as universities, research institutions libraries etc. As on date, the total student
strength is 179,511 in Hubli and Dharwad. Revised Comprehensive Development Plan 2021 estimates the student
strength to be 1.30 lakh by 2021 (for a population of 12.5 lakhs) and a need for 290 more schools to cater to the
student strength.
The Education Department of the state government is the agency responsible for administrative and financial
aspects of the schools, while the Education Officer at the Block Education Office is the monitoring authority for all
government and aided schools within HDMC limits. The Department of Welfare of Disabled and Senior Citizen,
GoK, runs special schools for the visually impaired children in Hubli. These schools provide free food, shelter, and
education to the children. Manovikasa is an institute of training and rehabilitation for the mentally handicapped at
Devangapet, Hubli.

Higher education facilities in Hubli-Dharwad:

Dharwad has a number of renowned centres of learning, including arts, science, commerce, and law colleges.
Currently, the twin cities accommodate around 60 colleges, with student capacity exceeding the estimated demand.
Of these, 2 are engineering colleges, 5 are medical colleges, and 50 are degree colleges. The headquarters of
Karnataka University is in Dharwad and was established in 1949. Karnataka University offers 47 PG courses, 17
diploma courses, and 11 certificate courses. The city is also home for universities including Karnataka University,
University of Agricultural Sciences, Dharwad and Karnataka Law University. The renowned institutions for higher
education in the city are as follows:
 New proposed IIIT (Indian Institute of Information Technology) at Dharwad
 Karnataka Institute of Medical Sciences (KIMS)
 SDM college of Engg., Medical & Dental Sciences
 BVB College of Engineering & Technology
 KLE Society„s Polytechnic
 Nettur Technical Training Foundation
 Kousali Institute of Management
 KLE Society„s Institute of Management Studies
 Appa College of Engineering
 Government polytechnic

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Other premier institutions in the region are the Karnataka Arts and Science College and Agriculture College, which
was subsequently established as the Agriculture University.
Karnataka University and other private educational societies manage general educational colleges. Comprehensive
Development Plan 2021 estimates a demand of 22 colleges for Hubli-Dharwad, to meet the student strength of
20,500 for 2021. In recent years, the city has experienced rapid investment into the educational sector; many private
universities have shown interest in setting up their campus in the city due to various factors such as availability of
land, favourable climate, and supporting policies from the state.
The existing education facilities have been compared with the URDPFI guidelines to identify the gap in the
services. It is observed that the city has adequate facilities in terms of higher education and graduation schools. The
city lacks sufficient schools at the primary and pre-primary school levels. As per the URDPFI norms, there is a
deficit of schools at the pre-primary level. Further, the city lacks integrated schools with hostel facilities and
schools for the physically and mentally challenged.

5.3.2 Key concerns

 Dharwad city is known for its educational infrastructure including the oldest universities, medical and
dental colleges, engineering colleges, and other professional colleges. However, most of the newly
established institutes are under private category catering to the educational needs of students from other
cities and states.
 The primary schools and other major upper primary and higher secondary schools are located within the
core of twin cities. Students from the slums located on the city outskirts are forced to depend on the private
schools.

5.4 Recreational Facilities

In addition to the core urban services, HDMC also provides the recreation facilities within HDMC limits with
amenities such as gardens, libraries, swimming pool, community halls, parks, playgrounds, sports facilities and rest
houses. Parks and lakes are the important places of interest within HDMC limits. Glass House and Unkal Lake in
Hubli and Kittur Channamma Park in Dharwad are the major choice for recreation and outings in and near the city.

5.4.1 Parks, grounds, and open spaces

There are around 16 places where parks, playgrounds and open spaces are located in 496 plots in HDMC. The
major parks in Hubli are Mahatma Gandhi Park, Kittur Chennamma Park, Azad Park, and University Park. The
number of parks in each area is provided in the table below.
The educational institutions have their own smaller parks and play grounds. The major stadiums in Hubli are
Karnataka University Stadium, Police Headquarters Stadium at Dharwad, and HDMC Playground. A new stadium
has been constructed at Dharwad with the support of the town planning authority.

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Unkal Lake: Unkal is one of the large lakes in the Hubli-Dharwad region and is about 110 years old. This lake is
spread across 200 acres of land. A statue of Swami Vivekananda is situated at the centre of the lake and it is a prime
attraction for the public. Recently, the lake and its surrounding were developed to protect its water-shed area and
also to facilitate the public to enjoy its scenic surroundings. The southeast bank of the lake is surrounded by
pedestrian walkways and parks along with boating facilities. However, the residents are of the opinion that the lake
is not being maintained regularly after the improvement activities.

Indira Gandhi Glass House Garden, Hubli

The glass house Garden Park is located in the heart of Hubli city and Indira glass house is a unique palace made of
glass resembles Lalbagh garden at Bengaluru. The glass house is surrounded by green lawns, parks, and children
play areas including skating ground. Flower shows, various exhibitions, and cultural programmes are often
conducted here. The glass house was inaugurated by the former Prime Minister Smt. Indira Gandhi and hence
called Indira Glass House. An undated poll on the HDMC website indicates that an overwhelming majority of the
citizens feel that the maintenance of the parks in the twin cities is poor.

Unkal Lake is one of the major city-level recreational centres and the lake alone covers an area of 200 acres. Indira
Glass House is another major park in the city. However, both these major parks are situated in Hubli. KC Park is
the major children park in Dharwad. Most of the institutions within the city have their own private gardens. In both
the cities, the core area is highly populated and only few residential areas have either a housing area park or the
neighbourhood parks. The slum areas don„t have either neighbourhood parks or community parks. The newly
developed residential properties by HDUDA have incorporated the space for neighbourhood recreational facility.

5.4.2 Town halls and libraries

HDMC owns town halls around the city, and these places are rented out for several community gathering and
cultural programmes. Kannada Bhavan is a recent addition to the city; it is a 200-seater hall constructed by HDMC
in Hubli as an initiative to promote cultural programmes. The Library Department of HDMC owns and maintains
21 public libraries. HDMC collects Library Cess for maintaining the libraries.
As per the HDMC records, there are 7 auditoriums and 4 stadiums in Dharwad and 4 auditoriums and 4 stadiums in
Hubli city. Also, there is 1 market in Dharwad and 3 markets in Hubli. About 12-15 temporary weekly markets are
held at different places.

5.4.3 Sports facilities

Rajnagar Cricket Stadium, Hubli Raj Nagar stadium is situated on the outskirts of Hubli city and spread across
15 acres of land, KSCA took the ground under contract from the government and renovated at a budget of Rs. 65
lakhs. The Raj Nagar cricket stadium has a length of 80 feet and width of 100 feet. It consists of eight pitches,
outfield, pavilions, players' dressing rooms, administrative office room, gym, and dormitory. The stadium has been
host for many national cricket matches and an international cricket match.

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Nehru Stadium, Hubli: Nehru Stadium is situated in Hubli and is owned by HDMC. It is the only stadium
available for the public in both Hubli and Dharwad. However, the sports infrastructure facilities are in a deteriorated
state, and the gymnasium within the park has been closed down. The public had gathered at HDMC in August 2013
to highlight the poor state of park to the HDMC officials.
5.4.4 Key concerns/issues

 The parks or neighbourhood parks are not available in most of the residential areas. While the slums
doesn„t even have community parks in the close proximity.
 Lack of periodic maintenance of parks owned by HDMC.
 Deteriorated seating and other amenities like bathrooms and parking at the recreational places.
 Places reserved for the garden turning into waste dumping yards at many places in the city.
 Encroachment of public places by private people.
 Lack of sufficient playgrounds in the outskirts of the city where the majority of the slum dwellers are
located.
 Nehru stadium is the only ground open for public however the sports infrastructure within the stadium are
in a deteriorated conditions.
 City lacks neighbourhood and residential play grounds.

5.5 SALIENT FEATURES OF THE COMPREHENSIVE DEVELOPMENT PLAN

The salient features of the comprehensive development plan are as follows.

 The comprehensive development plan 2021 caters to the needs of 1.25 million people.
 Bridging the gap between Hubli & Dharwad is the primary objective of the plan.
 The plan suggests predominant development of residential and recreational activities between Unkal in
Hubli and Tadasinakoppa Village in Dharwad all along the peripheral roads.
 Commercial, institutional and industrial developments are to come up predominantly along the NH4 and
rail corridor.
 A Central Business District is (CBD) is proposed to be established in Sutgatti-Rayapur area near HDUDA
Office Complex.
 Proposed High Court Bench and Indian Institute of Technology may be located in the new C.B.D.
 Southwest Railway Zonal Head-quarters be located near Amargol Railway station.
 Alternatively, the area where Kirloskar Precision Tools Factory was functioning (now closed) is suggested
for locating Railway Headquarters. This land, which was acquired, and allotted by Government for the
industry may be resumed.
 An Information Technology Park may be established by Government in KIADB land in Rayapur area. At
least, one labour intensive (employing 1,000 or more labours) heavy industry be established in KIADB area
of Rayapur.

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 The Children„s Park proposed in Sutagatti area may be developed as a long term project on joint venture
basis by private participation.
 The Regional Park area proposed on either side of catchments area of Unkal Tank is proposed to be
developed as a short-term scheme. Water sports may be developed here.
 The proposed regional parks in Dharwad area may be developed as a long-term scheme.
 The government land on the elevated terrain near Gamanagatti Village is transferred to H-D UDA for
developing a sports centre, in about five years. The Nrupatunga Hill at Hubli is developed as a picnic spot
in joint sector.
 A work centre with horticultural and agro based industries be created in the Lakhamanahalli industrial area
for the benefit of fruit growers and agriculturists in the area.
 The sites in Lakhamanahalli Scheme (where no houses have come up even after ten years of making the
scheme) may be utilised for housing the poor and industrial labours of Lakhamanahalli industrial area on
the principles of cross subsidy. All allotments made in favour of defaulters are cancelled.
 Short term (Five years) proposals for construction of proposed peripheral and outer ring road.
 Long term proposals for ring roads (5-20 years).
 Short term proposals for arterial roads including widening/improvements to existing roads (5 - 10 years).
 Comprehensive water supply distribution system and U.G.D system is an emergent need of the City.
Treatment plant is suggested in agricultural zone.
 The garbage dump yard on Hubli-Karwar Road be shifted. Two sites-one at Hubli and another at Dharwad
be earmarked in agricultural zone, for solid waste disposal. A comprehensive solid waste management
system is introduced.
 There is a need redevelopment plan for Cotton Market area in Hubli (the name should be changed).
Transport business in this area should be prohibited. This market area is proposed to be reserved for
wholesale and retail commercial activities and also for group housing„ (Apartment regulated under
ownership of Apartment Act)
 All transport companies and transport business in Cotton Market and Gandhi Market area of Hubli be
shifted to Karwar Road and relocated in the present garbage dump yard.
 A state of the art Central Bus Station is proposed in the C.B.D. of Navanagar. Zonal Headquarters of the K.
S. R. T.C along with central depot established here.

5.6 ECONOMIC PROFILE

This part of the report presents a detailed assessment of the economic profile of the city such as key
economic drivers of the city, spatial distribution of economic activity, industrial profile, workforce
participation rate, workers „classification, state-level economic policies that impact the city„s economy,
key economic indicators with reference to the state and the district, and a brief on informal sector activity
in the city. The sector-wise workforce projections have been carried out for future years. Further, the key
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issues with respect to the economic base have been detailed out at the end of the chapter.

5.6.1 Background

The four pillars of the city„s economy are trade and commerce, the services sector, industries, the
education sector. Hubli-Dharwad is the most urbanized area in north Karnataka. The city serves as the
commercial hub of the region. The primary drivers of Hubli-Dharwad city„s economy are tertiary-based
activities, namely, trade and commerce including agro-based activities, transport, and the education
sector. More than half of the city„s working population is involved in the tertiary sector.
The cities economic growth was triggered by the establishment of the railway workshop during the 1880s.
The workshop manufactures passenger coaches and goods wagons. Also, the Karnataka Central Co-
operative Textile Mill was started during that period. Industrialisation progressed in course of time.
Dharwad was developed as an administrative capital by the British, and many educational and cultural
institutions were also established in the city even before the independence. Major industries in Dharwad
are Plywood Factory, Karnataka Paper Mill, and other wood industries, which are based on forest
produce. As Hubli and Navanagar are more suitable for industries compared to Dharwad, Dharwad„s
remains an administrative, educational, and cultural centre.
Some of the key functions related to development that the city provides are:
 Acting as the main centre of capital market for the entire northern region of Karnataka and as a
centre of economic activities including industry, trade, and commerce;
 Functioning as a very important regional node for traffic and transport - both passenger and
freight;

 Providing the location for regional headquarters for several state government
organizations/departments;
 Functioning as centre cultural and recreational activities.

5.6.2 Overview of Economic Situation of the State and Town

Karnataka is one of the fastest growing states in the country and is known as the IT capital of the country.
The state also has a significant share of India„s agriculture production. The state has shown significant
increase in production of cereals, pulses, cotton, sugarcane, and tobacco. However, the share in
production of oilseeds has declined, which is mainly due to diversion of area to other crops. However, the
share of agriculture in the GSDP has been declining over the years. Karnataka has been spearheading the
growth of Indian industry, particularly in terms of high-technology industries in the areas of electrical and

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electronics, information and communication technology (ICT), biotechnology, and, more recently,
nanotechnology.

5.6.3 Karnataka state economic profile

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 annual
survey of industries (ASI) statistics show that Karnataka accounted for 5.07% of the total number of
registered factories in 2010-11 in the country. The contribution of registered factories of Karnataka stood
at 6.76% of the total fixed capital, 6.10% of the total output, and 5.86% of the gross value added (GVA)
in the same year.
As per the economic survey of Karnataka, the state has made notable progress in all sectors during the
course of the 11th Plan. The increase in state income has been satisfactory in spite of the global slowdown
in recent years. The increase in the state gross domestic product was 6.9% during the 11th Plan.
The agriculture sector has particularly performed well by achieving a growth of 5.1%, while the growth in
the services sector was at 8.7% and the industrial sector recorded a growth of 4.8%. The major factor for
the slow growth in the industrial sector was the global slowdown witnessed since the beginning of 2008.
Due to an uncertain and challenging macroeconomic situation globally and nationally and the widespread
drought situation in the state, the economy could not grow at the pace as planned during the 11th Five
Year Plan.

The per capita GSDP during 2008–2009 was US$1034.9. Karnataka recorded the highest growth rates in
terms of GDP and per capita GDP in the last decade as compared to other states. In 2008–09, the tertiary
sector contributed the most to the GSDP amounting to US$31.6 billion (55%), followed by the secondary
sector, contributing US$17 billion (29%), and the primary sector, contributing US$9.5 billion (16%).

5.6.4 Gross District Domestic Product (GDDP)

In 2013-14, advance estimates show that Karnataka's gross state domestic product (GSDP) at constant
(2004-05) price is expected to grow at 5.0% and reach Rs. 311628 crores. The agriculture and allied
sector showed a negative growth of 4.9% during 2012-13. The industry sector (comprising mining and
quarrying, manufacturing, construction and electricity, gas, and water supply) is estimated to grow at
1.2% during 2013-14. The rate of the service sector in 2012-13 was 7.2%. Real estate, Ownership of
dwellings and Business services, and public administration and other services have each grown by more
than 9% during 2013-14.

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5.6.5 Dharwad District Economic Profile

In Karnataka, Bengaluru is the major contributor to the GSDP, followed by Belgaum. The contribution of
Mysore and Bellary to the state„s economy is higher than that of Dharwad district. Though Dharwad
district is the second highest urbanized district, it ranks sixth in terms of contribution to the GSDP. Also
the per capita GDP in Dharwad is less than the state average. However, the per capita share of Dharwad is
higher than the state share when it is computed without Bengaluru„s contribution.

5.6.6 Economic profile – Hubli-Dharwad

Hubli-Dharwad is the most urbanized area in north Karnataka and also the city serves as the commercial hub of the
region. The primary drivers of Hubli-Dharwad city„s economy are tertiary-based activities, namely, trade and
commerce including agro-based activities, transport and Education sector. Hubli is the commercial hub of north
Karnataka and major economic activities include industrial activities and trade and commerce. Hubli is an
important industrial centre of the region with more than 3,000 small and medium industries. Approximately 55% of
the city„s population is involved in the tertiary sector.
The railway workshop and Karnataka Central Co-operative Textile Mill were established in the city during the
British regime. A number of ginning and pressing units were established during the early 20 th century in the cotton
belt region around it; the activity has gradually declined due to export of cotton to Mumbai and other areas.

There were 6 textile industries in Hubli including the Maratha Spinning and Weaving Mill. About 2,000 persons
were employed in these textile units. The railway workshop in Hubli manufactures passenger coaches and goods
wagons. KSRTC also established its workshop in Hubli and is engaged in bodybuilding for buses belonging to the
corporation.
The other modern industries in the area includes food processing, woodworking, steel furniture, printing, domestic
utensils, service industries, and miscellaneous units. The region also has rich mineral deposits like manganese, iron,
and copper, but not in sufficient quantity for economic exploitation.

Dharwad city is primarily an administrative, educational, and cultural centre. However, there are few industries in
Dharwad including plywood factory, Karnataka paper mill and other wood industries which are based on forest
produce. However, SSI units are employing around 15000 persons. Whereas, among the slum dwellers most of
them are employed on a daily wages basis, the nature of the job is temporary and not secured and nearly 21% of the
slum households are still un-employed.
Attributing to the vibrant trade and commerce activities, accommodating many public administrative institutions
and educational institutions, the tertiary sector dominates the economic profile of the region. In 2011, 65% of the
GDDP was contributed by the tertiary sector, while the contribution of the secondary sector is 29% and primary
sector is only 6%.

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5.6.7 Industrial And Commercial Activities

Industries are located along national highway, station road, Koppikar Road, Neeligin Road, and Dajibanpeth area of
Hubli. The numbers of industries located in Hubli taluka were as follows:

Existing Industrial Units in Dharwad

5.6.7.1 Industries in Dharwad

In Dharwad district, there are around 19 large and medium industries worth investment of INR 744.66 Cr. Also,
18,203 MSME units employ 147,958 people with an investment of INR 588.15 Cr. The region has 1 industrial
growth centre, 7 industrial areas, and 2 industrial estates.
Industries in Dharwad are the Plywood Factory near Dharwad Railway Station, Karnataka Paper Mill, and other
wood industries, which are based on forest produce. There are quite a few miscellaneous industrial units. Hubli and
Navanagar are more suitable for industries compared to Dharwad, which is an administrative, educational, and
cultural centre
5.6.7.2 Industries at Navanagar
To encourage industrial development in Hubli-Dharwad, a new industrial township was planned in between Hubli
and Dharwad, where large extent of land was available. The Department of Town Planning planned the new
township during 1960 with industrial zones on the east, i.e., between the national highway and the railway line to
Pune, with a view to make these two cities develop contiguously. Administrative, recreational, and residential areas
were planned to the west between the national highway and its proposed bypass, as the soil is not fertile for
agriculture view point.

This also aims at merging the two built up areas of Hubli and Dharwad, which were separated by a gap of 18 km.
Local trains were introduced between Hubli and Dharwad and city buses arranged with short frequencies between
these two places.

The township covers Unkal, Bhairideverkoppa, Amargol, Rayapur, Navalur, and Sattur, which are situated along
the national highway and Pune-Bengaluru railway line. The industries existing in the township are the Kirloskar
Factory, Milk Dairy, and a branch of NGEF Factory.

KEONICS, with support of the state government, has developed an IT park in the district in an area of 3.2 acres
with 265,000 sq. ft. of office space in the district. Tata Marcopolo, Telcon, Bharat Petroleum, Bharat NRE Coke

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Ltd., TINNA Agro Industries Ltd., Microfinish Valves Pvt. Ltd., Mevin Mifron Pvt. Ltd., VRL Logistics Pvt. Ltd.,
Bellad Group of Industries, etc., are the key industrial and manufacturing players in the district.

Engineering and Automobile: The district has many industrial units of engineering products such as industrial
valves, machine tools, steel furniture, electrical goods, and agricultural implements. 14% of the total SSI units in
the district (largest in the district) belong to this sector. Tata Marcopolo has made an investment of INR 300 crores
and INR 1,200 crores for manufacturing buses and light motor vehicles; the other major player in the sector is Apex
Auto India Ltd.

Electronics and Information Technology: Special concession is given for electronics, telecom, and informatics
(software) industries to be set up in Dharwad. The companies are eligible for 100% sales tax exemption (KST &
CST) on output for a period of 6 years. Telcon is the major player in the sector.

Agriculture and Food Processing: Presence of many subsidiary agricultural industries such as pickle making and
cotton ginning and pressing, gives a thrust to this sector. The district has the second highest number of SSI units in
this sector. The fertile soil along with good monsoon showers allows farmers to grow crops like chilli, cotton,
maize, wheat, onion, mango, and food grains signifying the scope of the sector.

Articles made of silk, lacquer, and sandalwood are some of other products/sectors making significant contributions
to the economy of the region.

Textiles: The district also has a readymade garment cluster, a handloom cluster, and a dedicated apparel zone
planned along the SKDC, which gives these sector huge opportunities of investment.

A computerized trade information centre to facilitate the exporters, warehousing facilities (12 go downs with a
capacity of 4,700 MT -7-KFCSC & 5-Cooperative), and a land bank of 9,347 acres are the supporting infrastructure
in the district to facilitate growth of industries in the region.

5.6.7.3 Informal commercial activity

Street vending is an indispensable economic activity in urban India. It is the largest informal sector, which caters to
the livelihood of the urban poor. Since the era of economic reforms in the country, the sector has faced many
challenges. Street vendors account for about 2% of the population and provide affordable as well as convenient
services to a majority of the urban population.
The report Conditions of Work and Promotion of Livelihoods in the Unorganized Sector, 2007, of the National
Commission for Enterprises in the Unorganized Sector (NCEUS), suggests that the vendor‟s earnings are very low,
although they vary from trade to trade and from location to location. The average daily income of men is around Rs.
70 in most cities, and women earn considerably less – Rs. 40 per day. Article 39 (a) of the Constitution clearly

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mentions that the state shall in particular direct its policy so that the citizens, men and women equally, have the
right to an adequate means of livelihood. To improve the condition of urban street vendors, the Government of
India has made numerous legislative attempts starting from the regulation of hawker trade in the Bombay Municipal
Corporation in 1980 till the Street Vendors (Protection of Livelihood and Regulation of Street Vending) Act, 2014.
Of the major attempts made, the National Policy on Urban Street Vendors, 20093, was a comprehensive attempt
that promoted spatial, legal, and participative means of improving the conditions of the urban street vendors.
According to this policy, a 'street vendor' is defined as 'a person who offers goods or services for sale to the public
in a street without having a permanent built-up structure„. The policy was somewhat similar to its predecessor and
got a feeble response from the states. To overcome the shortcomings of this policy, a draft bill, Model Street
Vendors (Protection of Livelihood and Regulation of Street Vending) Bill, 2009, was introduced, but the
governments did not take sufficient legislative action. However, the bill was critiqued to have ignored many
pressing issues. The foremost problem that it overlooked was the issue of natural markets, which sprang up in
places where consumers found them useful. Further, it ignored the vending rights of those who were already selling
on the street. Still the policy was somewhat able to recognize certain issues related to the street vendors and has
provided certain powers to ULBs to regulate, monitor, and promote street vendors in towns/cities.
The policy recognized and explicated the positive role of street vendors in providing essential commodities to
people at affordable prices and at convenient places. It also recognized the need for regulation of street vending by
way of designated restriction-free vending„, 'restricted vending' and no vending zones based on certain objective
principles. Overall, the policy meant to foster a congenial environment for the urban street vendors to carry out their
vocation and at the same time, ensure that it does not lead to overcrowding or unsanitary conditions at public spaces
and streets.

5.6.8 Specific norms for the ULBs

I. Spatial planning norms - Demarcation of vending zones

 The demarcation of hawking zones should be city/town specific. The master plans, zonal plans, etc., should
take into account the natural propensity of the street vendors to locate in certain places at certain times in
response to patterns of demand for their goods/services.
 City authorities should provide sufficient spaces, designated as vendors markets, in layout plans at locations
of natural markets, and they should permit mobile vending in all areas even outside the designated markets,
unless designated as no-vending zone„ through a participatory process.
 Designation of vendors markets/no-vending zones should not be left to the sole discretion of any civic or
police authority, but must be accomplished by a participatory process by a Town Vending Committee
(which for large towns/cities may be constituted on the basis of wards) whose membership may be as
follows: municipal authority, traffic and local police, public land owning authority, associations,
representatives from associations of street vendors, representatives from lead nationalized
banks/commercial banks.

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II. Quantitative norms - refer to the norms on amount of space and facilities to be provided for vendors„markets
by the civic authorities. At the town/city level, enough space should be designated for vendor markets at least to the
extent of 2% to 2.5% of the total city population. The facilities required at the vendor markets invariably include
solid waste disposal facilities, public toilets to maintain cleanliness4, Aesthetic design of mobile stalls/ push carts,
electricity, drinking water facilities, protective covers to protect their wares as well as themselves from heat, rain
and dust, and storage facilities including cold storages.

III. Regulatory process - The policy thrusts on having a system of registration of hawkers and non-discretionary
regulation of access to public spaces in accordance with the planning standards and nature of trade/service. The
Town Vending Committee5/Ward Vending Committee has the power to register the vendors. All vendors in
each city should be registered at a nominal fee and the registration should be renewed after every three years. The
TVC should issue identity cards to the vendors and charge a monthly fee for access to various services. For better
regulation, there should be a direct linkage between the urban local bodies (ULBs) and hawkers for the collection of
registration fee, monthly maintenance charges, and fines, if any. The Town Vending Committee/Ward Vending
Committee should monitor the hawking activity of a particular ward and the quality of the services provided, take
corrective action, if required, report to the city level committee, if required, and recommend revaluation/changes in
the specified norms for hawking.

5.7 HORTICULTURE

The climate and soil in this region are conducive to horticultural segments. Dharwad district is blessed with 3 agro-
climatic zones, high-end research-based agriculture universities, and testing labs. Chilli, onion, mango, guava, and
sapota are the dominant varieties grown in the region. Mango, sapota, coconut, cashew, and guava are grown
widely in Hubli and Dharwad talukas. The region has the Ministry of Urban Development potential for enhancing
agriculture and horticulture activities in the region. There is scope for introducing floriculture and new crops/herbs
of medicinal, aromatic qualities.
Animal husbandry is also a regular activity in this region. Animal husbandry is a growing sector in the district with
increasing production trends. Milk production in the district has increased from 49,523 to 74,800 tons during 2002-
06; also, the region has many milk cooperatives. Egg production has increased from 12.3 to 17.9 mn and meat
production increased from 2,578 to 3,890 tons. Also, the district has 109 veterinary institutions, 2 livestock
breeding farms, and 1 semen collection centre (source: KSAPPEC).

5.7.1 Key Issues

 There is a decline in the primary and secondary sector activities in terms of employment and economic
contribution.
 Many of the industries in the manufacturing sectors are being closed down.
 There is no focused plan at the ULB level for local economic development.

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 Land is reserved for industrial development and commercial development; however, growth is not
happening as envisaged in the master plan due to lack of supporting infrastructure facilities.
 The city has the second highest population in the state; however, its economic contribution is only the
fourth highest in the state.
 The city is not getting priority for investments. Also, new developments are moving towards Belgaum,
Mysore, Bijapur, etc.

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6 DESIGN BASIS, STANDARDS AND SPECIFICATIONS

6.1 Introduction
This chapter deals with the design standards for geometric design covering horizontal alignment, vertical profile,
widening schemes, cross sectional elements of the highway, design standards for structures etc. Basic objectives of
good functional road design is to arrange the physical elements of the highway to meet traffic volume capacity,
safety and vehicle operating cost requirements of drivers and vehicles. The criteria of safety and economy are often
in conflict and the application of design standards to a specific project often have to provide a “trade-off” Highway
design is the process whereby the layout of the road in specific terrain is designed to meet the needs of the road
users, keeping in view the road function, type and volume of traffic, potential traffic hazards and safety, capital
cost, maintenance costs, vehicle operating costs, Environment impacts, aesthetics as well as convenience of the road
users. The principal geometric features for fulfilment of these objectives are road classification, the horizontal
alignment, vertical alignment and the road cross-section.
The Codes, Standards and Technical Specifications applicable for the design and construction of project
components are:
 Indian Roads Congress (IRC) Codes and Standards shall invariably be followed.
 Specifications for Road and Bridge Works issued by the Ministry of Road Transport & Highways (MORTH)
hereinafter referred to as MORTH or Ministry‟s Specifications.
 Any other standards referred to in the manual and any supplement issued with the bid document.
 Latest version of the codes, standards, specifications etc., notified/published at least 60 days before the last
date of Bid submission shall be considered applicable.
 The terms „Ministry of Surface Transport‟, Ministry of Shipping, Road Transport & Highways‟ and „Ministry
of Road Transport and Highways‟ or any successor or substitute thereof shall be considered as synonymous.
 In case of any conflict or inconsistency in the provisions of the applicable IRC Codes, Standards or MORTH
Specifications, the provisions contained in IRC: SP: 84 - 2014 shall apply.
 Geometric Design and General Features is to be followed to the maximum extent. For aspects not covered by
IRC and BIS, international standard practices, such as, Australian Standards may be adopted.

The Consultants have referred to the latest IRC publications and MORT&H circulars regarding design standards for
National Highways in India. The relevant Indian design standards consulted include:

6.2 Design Basis

The design basis for the Project Road shall be adopted with the objective of improvement and upgrading the
following junctions nominated within Hubballi-Dharwad corridor.
HUBLI (STAGE 1 + 2):
1. Rani Chennamma Circle in Hubballi.
2. Kamaripeth Junction in Hubballi on Old NH-4.
3. New English Medium School Junction in Hubballi on Old NH-4.
4. Bankapur Chowk Circle in Hubballi on Old NH-4.
5. Chitappi Circle in Hubli on Gadag Road
6. Rayyanna Chowk in Hubli on Gadag Road
7. IT Park Junction in Hubli on Gadag Road

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8. Durgamma Junction in Hubli on Gadag Road

9. Court Circle in Hubli on Vijapur Road
10. Hosur Junction in Hubli on Airport Road
11. Vikasnagar Junction in Hubli on Airport Road

DHARWAD (STAGE 3):

a. Jubilee Circle in Dharwad.
b. Old DSP Office Circle in Dharwad.
c. Dimhans Circle (Mental Hospital) in Dharwad.
d. Court Circle
e. NTTF Circle
f. Bagalakote Petrol Pump (BP) Circle
g. Kalghatagi Toll Plaza Circle

The strengthening/improvement of existing carriageway, in configuration to IRC: SP: 84-2014 and IRC 86-1983.
The General Technical Specification shall be the specification for Road and Bridge works (Fifth Revision April
2013) of MORT&H. The following guiding principles shall be kept in view during evolving the designs for the
project stretch under this package.

A uniform application of design standards for any area is essential from the viewpoint of road safety and smooth
flow of traffic. The selection of optimum design standards reduces the possibility of early obsolescence of the
facility.
Faulty geometric standards, after construction, are frequently difficult to rectify at a later date and are always costly.
As such, both horizontal and vertical geometry should be accorded due importance at the initial design stage itself
and selected standards should not be compromised without the careful deliberation.
The design should, thus, be consistent within any area and the standards proposed for different elements should be
compatible with one another. It is sometimes necessary to reduce the selected design speed for economic reasons
but any abrupt changes in the design speed should be avoided.

The selected design should minimize the total transportation cost, including initial construction cost, cost for
maintenance of the facility and the cost borne by the road users.
Safety should be built-in into design elements following the recommendations given in Manual for Safety in Road
Design.
"Ruling" standards should be followed as a matter of routine. "Minimum" standards should be followed only where
serious restrictions are imposed by technical or economic considerations.

Levels of Service (LOS)

The Level of Service (LOS) characterizes the operating conditions on the roadway in terms of traffic performance
measures related to speed and travel time, freedom to manoeuvre, traffic interruptions, and comfort and
convenience. The levels of service range from level-of-service A (least congested) to level-of-service F (most
congested). The Highways Capacity Manual (HCM) provides the following levels of service definitions:

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Level of Service:

Level of Service (LOS) General Operating Conditions

A Free flow

B Reasonably free flow

C Stable flow

D Approaching unstable flow

E Unstable flow

F Forced or breakdown flow

6.3 Design Elements

The design of following elements shall be considered:
Road Links Cross-section, Horizontal alignment, Vertical alignment

Road Junction At-grade Intersections and Grade Separators/Interchanges

Road Bed Flexible / Rigid Pavement and Paved Shoulders

Structures Bridges & Culverts including Flyovers etc.

Road Furniture Road Signs, Markings, Safety Features and Other Accessories

6.4 Geometric Design

6.4.1 General
Geometric design for the project road shall cover alignment, sight distances, profile, widening, cross-sections of the
road, improvement of existing carriageway and design of high embankments (Approaches to flyovers) etc.

6.4.2 Guiding Standards

The design of various elements of highways for development and Rehabilitation shall be governed by the
provisions of the following IRC Codes / Guidelines / Manuals:

IRC:SP:84 -2014 Manual of Specifications and Standards for Four Laning of Highways with
Paved Shoulder (First Revision)

IRC:SP:73 -2007 Manual of Specifications and Standards for Two Laning of Highways with
Paved Shoulder

IRC: 86-1983 Geometric Design Standards for Urban Roads in Plains

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IRC: 37-2012 Guidelines for Design of Flexible Pavements (Second Revision)

IRC: 38-1998 Guidelines for Design of Horizontal Curves for Highways and Design

Tables

IRC: 58-2015 Guidelines for the Design of Plain Jointed Rigid Pavements for

Highways (Fourth Revision)

IRC: 62-1976 Guidelines for Control of Access in Highways

IRC: 64-1990 Guidelines for capacity of Roads in Rural Areas (1st Revision)

IRC: 65-1976 Recommended Practice for Traffic Rotaries

IRC: 66-1976 Recommended Practice for Sight Distance in Rural Highways

IRC: 67-2012 Code of Practice for Road Signs (3rd Revision)

IRC: 73-1980 Geometric Design Standards for Rural (Non-Urban) Highways

IRC: SP: 23-1983 Vertical curves for Highways

IRC: SP: 41-1994 Guidelines for the Design of At-Grade Intersections in Rural & Urban
Areas

MORT&H Specifications for Highways – Revision 3

IRC: SP: 50-2013 Guidelines on Urban Drainage

IRC: SP: 44-1996 Highways Safety Code

IRC: SP: 19-2001 Manual for Survey, Investigation and Preparation of Road Projects

IRC: 92-1985 Guidelines for the Design of Interchanges in Urban Areas

IRC: 75-2015 Guidelines for Design of High Embankments

IRC: 54-1974 Lateral and Vertical clearances at Underpasses for Vehicular Traffic

IRC:108:2015 Guidelines for Traffic Prediction on Rural on Highways (First Revision)

MORT&H Type Designs for Intersections on National Highways,

IRC: SP: 88-2010 Manual for Safety in Road Design

IRC: SP: 90 - 2010 Manual for Grade Separators and Elevated Structures

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6.4.3 Terrain Classification

The project road lies in plain and rolling terrains. The geometric standards relevant to plain terrain as contained in
IRC: SP: 84-2014 shall, therefore, be adopted.
The terrain classification system adopted for the project road is as follows:

Table 6-1 Terrain Classification

Terrain Cross Slope (%)

Plain 0-10
Rolling 10 - 25
Mountainous 25 - 60
Steep > 60

6.4.4 Design Speed

The project road being adopted as a National Highway traversing through plain terrain, the following design speeds
as stipulated in IRC 86-1983 shall be adopted.

Table 6-2 Design Speed as per IRC 86-1983

Classification Design Speed (km/hr)

Arterial Road 80

Sub-arterial Road 60

Collector Street 50

Local Street 30

Design speeds as stipulated in IRC: SP: 84-2014 shall be adopted:

Table 6-3 Design Speed

Cross Slope of the Design Speed (km/h)

Nature of terrain
Ground Ruling Minimum
Plain and Rolling Up to 25 percent 100 80
Mountainous and Steep More than 25 percent 60 40

In sections where site conditions including costs and land constraints do not permit adoption of design speed,
design speed of lower category of road shall be adopted.

The value of a highway/roadway is largely indicated by the speed, safety and convenience afforded by the facility.
Speed is important for economic operation and has a great bearing on the safety of the highway.

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6.4.5 Capacity Analysis

The capacity figures used for determining the desired carriageway width in differing terrain with respect to traffic
volume and composition will be as per IRC: 64-1990. The capacity for different carriageway widths derived from
the above mentioned source is given in the following Table:

Table 6-4 Hourly Capacities for Different Lane Configurations

Lane Configuration Capacity (PCUs per hour)

2 lane 2500
4 lane* 4300
6 lane* 6300
*Source: Updated Road User Cost Study – 2001
For the purpose of augmentation of the facilities and up-gradation of the Project Highway, the design service
volume for different terrain conditions and level of service shall be as specified in Table below.

Table 6-5 Design Service Volume for Four-Lane Highways in PCU Per Day

Terrain Design Service Volume in PCU Per Day

Level of Service (B) Level of Service (C)
Plain and Rolling 40,000 60,000
Mountainous and Steep 20,000 30,000

As per circular No. RW/ NH-33044/ 37/ 2015/ S & R (R) dated 26/05/CSR published by MORTH, Govt. of India,
it has been decided in the ministry that planning for up gradation of existing 2 Lane highway with Paved shoulder
shall be started before the end of design life, so that by the time the threshold capacity is reached, the 4 Lane
highway will be already constructed. As such, there will be no discomfort to the Road users and the Level of
Service B would also be achieved. The traffic at which the up-gradation for 2 Lane with Paved shoulder to 4 Lane
will trigger based on the design service volume reaches to its PCU capacity is indicated in table 6-5

6.4.6 Lane Requirement

The existing road width of divided carriageway with proposed BRTS lane is maintained throughout the project
length. Elevated Corridor is provided to segregate the local access traffic from the national highway traffic OR
through traffic. This will improve the traffic safety along the project corridor.

6.4.7 Lane Width

Lane width has a significant influence on the safety and comfort of the travelling public. The capacity of a roadway
is markedly affected by the lane width. In general, safety increases with wider lanes up to a width of about 3.7m.
The lane width as per IRC: SP: 84-2014 is 3.5m for design speed of 100km/h.

Lane width for the mixed traffic lane has been kept 5.5m to 7.5m wherever practicable, mindful of the proposed
BRTS corridor as well as mindful of the abutting developments. Lane width of the BRTS lane has been considered
as per the BRTS proposed cross sections at the desired locations. There is no BRTS lane in solid approaches.

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6.4.8 Shoulders
Shoulders are a critical element of the roadway cross section. Shoulders provide recovery area for errant vehicles; a
refuge for stopped or disabled vehicles; and access for emergency and maintenance vehicles. Shoulders can also
provide an opportunity to improve sight distance through large cut sections. As per IRC guide lines the shoulder
width on the outer side (left side of carriageway) are proposed as given in Table below.

Table 6-6 Width of Shoulders in Plain & Rolling Terrain

Width of the Shoulder (m)

Type of Section
Paved Earthen Total
Open country with isolated built up areas 1.5 2.0 3.5
Built up area 2.0 - 2.0
Approaches to grade separated structures 2.0 - 2.0
Approaches to Bridges 1.5 2.0 3.5

Table 6-7 Width of Shoulders in Mountainous & Steep Terrain (Hilly Area)

Width of Shoulder (m)

Type of Section
Paved Earthen Total
Open Country with isolated built-up Hill Side 1.5 - 1.5
area Valley Side 1.5 1.0 2.5
0.25 +1.5
Hill Side - 1.75
Built-up area and approaches to (Raised)
grade separated structures/bridges 0.25 +1.5
Valley Side - 1.75
(Raised)

The project falls under the Urban Improvement category and therefore soft shoulders are eliminated. Instead the
cross section of urban roads with lined drains and footpath has been adopted.
The modified sections are presented under Schedule‟ D‟ of contract agreement.

6.5 Cross Sectional Elements

6.5.1 Right of way

Table 6-8 Desirable Road Land Width IRC:73-1990

Road Open areas Built-up Areas

Terrain
Classification Normal Exceptional Normal Exceptional
30-60
Plain NH & SH 45 30 30-60(Range)
(Range)

Table 6-9 Recommended Land Widths for Road in Urban Areas

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Classification Recommended Width (m)

Arterial 50 – 60

Sub-Arterial 30 – 40

Collector Streets 20 -30

Local Streets 10 -20

Right of Way shall be generally the available ROW of the existing road. Additional land will be required for
proposed 4-laning, improvement of geometrics, by pass, construction of new structures, widening of existing
structures, high level bridges, flyovers, ROBs, underpasses /overpasses, service roads, project facilities etc.
A minimum Right of Way (ROW) of 60 m should be available for development of a 4 - lane highway. Additional
land required shall be specified to the Authority. The land availability and requirement statement shall be presented
in Schedule A and B of contract agreement.

6.5.2 Road Width

The following road geometrics shall be adopted for 2-lane/4-lane carriageway with paved shoulders:

Plain and rolling terrain

a. Main carriageway width – 5.5m, 7.50m each
b. Shoulder width (Paved) on either side – Eliminated
c. Shoulder width (Unpaved) on either side – Not Applicable ( Drains and Footpath instead)
d. Service road (where necessary) – NA.
e. Embankment Side Slope – 2(H): 1(V) but in high embankment, side slope may vary at different levels
depending upon the stability of embankment.

6.5.3 Median
The median shall be either raised or depressed. The minimum width of median, subject to availability of Right of
Way, for various locations shall be as given in Table below.

Table 6-10 Median Width

Minimum Width of Median (m)

Mountainous and
Type of Section Plain and Rolling Terrain
Steep Terrain
Raised* Depressed Raised*
Open Country with isolated built- up
5.0 7.0 2.5
area
Built-up area 2.5 Not Applicable 2.5
Approach to grade separated
5.0 Not Applicable 2.5
structures

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* Including Kerb shyness of 0.50 m on either side. In the existing 4-lane stretches also, the minimum kerb shyness
of 0.50 m shall be maintained. This additional width for kerb shyness shall be catered by augmenting the
carriageways toward the shoulder side.
As far as possible, the median shall be of uniform width in a particular section of the highway. However, where
changes are unavoidable, a transition of 1 in 50 shall be provided.

Median width has been proposed to suit the BRTS corridor section and as per the land availability. Median width
has been kept in such a way that the minimum clearance of 5.5m shall be available at kerb shyness to pier face.

6.5.4 Cross-Fall
The cross-fall on straight sections of road carriageway, paved shoulders and paved portion of median shall be 2.5%
for bituminous surface and 2.0% for cement concrete surface. The cross-fall for earthen shoulders on straight
portions shall be at least 0.5% steeper than the slope of the pavement and paved shoulder subject to a minimum of
3.0%.
The cross-fall shall be unidirectional for either side carriageway sloping towards the shoulder in straight reaches
and towards the lower edge on horizontal curves. The camber on the existing road shall be modified to
unidirectional cross-fall.

6.5.5 Proposed Cross Sections

The typical cross sections for the project road are shown below:

 Hubballi

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 Dharwad (STAGE 3)

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TCS 1 - At Solid Approach at New Bus Stand near DIMHANS Circle

TCS 2 - At DIMHANS Circle & Old DSP Office Circle

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TCS 3 - Non BRTS Bus Stop Location from Jubilee Circle to Kalghataghi Junction

TCS 4 - BRTS Bus Stop Location from Jubilee Circle to Kalghataghi Junction

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TCS 6 - Solid Approach near Kalaghataghi Junction

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6.6 Horizontal Alignment

6.6.1 Horizontal Curves

The horizontal curves for the project road shall be designed in accordance with the requirements stipulated in IRC:
86 (Design Table for Horizontal curves for Highways). Horizontal curves consisting of a circular curve flanked by
spiral transition curves shall be adopted. Horizontal curves with large radii shall be preferred.
The radii of the circular arcs shall be calculated from the following formula:

( )
Where,
R= Radius (m)
V = design speed (km/hr)
e = super-elevation (m/m)
f = coefficient of side friction between vehicle tyres and the pavement (taken as 0.15)
For road in urban area, a minimum radius of 265 m corresponding to ruling design speed of 80 km/hr shall be
adopted. Radii less than 265 m based on minimum design speeds shall only be considered, if economic
considerations and / or the site conditions necessitate.
In the case of the existing road alignment, curves having radii corresponding to the ruling minimum standard of 265
m or greater shall not be improved unless it is necessary to re-align the road for some other reasons.

The minimum radii of horizontal curves for different design speeds with maximum super-elevation limited to 4%
and 7% are given in Table below.
Table 6-11 Minimum radii of Horizontal Curves

Minimum radius (meter) when superelevation is limited to

Design Speed (km/hr.)
7 per cent 4 per cent
30 30 40
50 90 105
60 130 150
80 230 265
The radius of horizontal curves for 80km/hr. shall not be less than the minimum values given for 4% super-
elevation in above Table except where site conditions are restrictive and adequate land is not available. Where such
restrictions exist, the radius of curve shall not be less than the specified minimum value for 4% super-elevation for
the design speed.

6.6.2 Transition Curves

The spiral transitions ensure that vehicles progress smoothly from the straight to the circular curve or between
curves of different hands or radii. The transition curves also facilitate the gradual application of super-elevation and
any widening of the carriageway that may be required for the horizontal curves.
The minimum length of the transition curve shall be determined from the following two considerations; the larger
of the two values shall be adopted for design:
i) Based on rate of change of centrifugal acceleration

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Where,
Ls = length of transition in metres
V = design speed in km/hr
R = radius of circular curve in metres

(subject to a maximum of 0.8 and minimum of 0.5)

ii) Based on rate of change of the super-elevation or run-off, rate shall be 1 in 150 and the formula for the
same is

For the ruling design speed of 80 km/hr, no transitions shall be provided if the radius of the circular arc exceeds
1,100 m.

6.6.3 Super-elevation
The super-elevation to be applied on the horizontal curves shall be calculated based on the following formula:

Where,
e = super-elevation (m/m)
V = speed (km/hr)
R = radius (m)

The super-elevation applied to the curves will however be limited to a maximum of 4%. The minimum value of
super-elevation to be applied will not in any case be less than the standard cross-fall of 2.5%.

6.6.4 Widening of Carriageway on Curves

Vehicle safety and comfort is improved if carriageway widening is applied on sharp horizontal curves. This is not
normally necessary for dual, multi-lane carriageways if the radius exceeds 300 m and widening is therefore unlikely
to be required for the project highway. However, should smaller radii prove unavoidable, widening shall be
provided in accordance with the criteria stipulated in IRC: SP: 84-2014.

Table 6-12 Extra width of Pavement and Roadway

Radius of Curve Extra Width

75-100 m 0.90 m

101- 300 m 0.60 m

Set-back Distance at Horizontal Curves

Requisite sight distance should be available across the inside of horizontal curves. The set-back distance shall be
calculated from the following equation:
( )
Where

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 = S/2(R-n) radians
m = minimum set-back distance to sight obstruction in meters;
R = radius at centre line of road in metres
n = distance between the centre line of the road and the centre line of the inside lane in meters
S = Sight distance in metres.

Where horizontal and summit vertical curves overlap, the design shall provide for required sight distance both in
vertical direction along the road and in the horizontal direction on the inside of the curve.

6.6.5 Sight Distance

Visibility is an important requirement for the safety of travel on roads. For this, it is necessary that sight distance of
adequate length is available in different situations, to permit drivers enough time and distance to control their
vehicles so that chances of accidents are minimized.
On consideration of drivers‟ perception time & braking time required to control their vehicles to avoid unwarranted
accidents before meeting a stationary object in their path, proper sight distance shall be required.

The safe stopping sight distance and desirable minimum sight distance for divided carriageway for various design
speeds are given in Table below. A minimum of safe stopping sight distance shall be available throughout.

Table 6-13 Safe Sight Distances

Speed (km/h) Safe Stopping Sight Desirable Minimum Sight

100 Distance
180 (m) Distance
360 (m)
80 120 240
60 90 180
40 45 90

6.7 Vertical Alignment

6.7.1 Gradient
The vertical alignment shall provide for a smooth longitudinal profile consistent with the terrain through which the
road passes. Gradient up to the “ruling gradient” shall be adopted as far as possible in the design. Grade steeper
than the “ruling gradient” shall be used for a length “as short as possible”. “Limiting gradients” shall be used, where
topography of the area dictates the same to be adopted or the adoption of gentler gradients would result in excessive
cost. “Exceptional Gradients” shall be adopted only in difficult situations and for short lengths not exceeding 100 m
at a stretch.
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. The ruling and limiting gradients are given in Table
below.

Table 6-14 Recommended Gradients

Nature of Terrain Ruling Gradient Limiting Gradient

Plain and rolling 2.5% 3.3%
Mountainous 5.0% 6.0%
Steep 6.0% 7.0%

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Gradients up to the value corresponding to ruling gradient shall be adopted, as far as possible. Limiting gradients
shall be adopted only in very difficult situations and for short lengths. Vertical curves shall be provided at all grade
changes. These shall be designed as square parabolas. For design of vertical curves and its co-ordination with
horizontal curves, reference shall be made to IRC: SP: 23. Also, IRC-86-1983 stated the maximum permissible
gradient is 4% in the urban region.

Wherever a cross road is proposed to be taken below or above the Project road, minimum clearances at underpasses
/ Overpasses shall be as follows:

Lateral Clearance
Full roadway width at the approaches including service roads, if any, shall be carried through the underpass /
Overpass. Provision shall also be made for future expansion of the cross road for at least next 10 years.

Guardrails shall be provided for protecting vehicles from colliding with the abutments/piers and the deck of the
structures.
Table 6-15 Lateral Clearance at underpasses

Type of Structure Lateral Clearance (m)

Not less than 12 m (7 m carriageway +
Vehicular Underpasses
2x2.5 m shoulder width on either side
Not less than 10.5 m including 1.5 m wide
Light Vehicular Underpasses
footpath on either side.
Pedestrian and Cattle Underpasses Not less than 7.0 m

Lateral Clearance at Overpasses

Full roadway width shall be carried through the overpass structure.

Vertical Clearance
Vertical clearance at all points of the project highway at the underpass/ overpass shall not be less than the value
given below:

Vehicular underpass/ overpass 5.5m

Light vehicular underpass 3.5m

Pedestrian and cattle underpass 3.0m

6.7.2 Vertical Curves

Parabolic vertical curves shall be provided for smooth transition at grade changes. For satisfactory appearance, the
minimum length of vertical curves shall be provided based on design speed as detailed below:

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Table 6-16 Minimum Length of Vertical Curves (IRC: 73-1980)

Maximum grade change (per

Design Speed Minimum length of Vertical
cent) NOT requiring a vertical
(km/hr) Curve (m)
curve

Up to 35 1.5 15

40 1.2 20

50 1.0 30

65 0.8 40

80 0.6 50

100 0.5 60

In the approaches of the bridges, suitable vertical curves shall be provided as per provisions of relevant IRC Codes.
Decks of small cross-drainage structures (i.e. culverts and minor bridges) shall be given the same profile as the
flanking road section with no break in the grade line.

Summit Curves
The length of summit curve is governed by the choice of sight distance. The length of summit curve shall be
calculated based on following formulae:

For safe stopping sight distance

Case (i) L>S

Case (ii) L<S

Where,
L = length of the summit curve (m)
S = required sight distance (m)
N = algebraic difference between the grades.

Valley Curves
The length of valley curve shall be such that for night travel, the headlight beam distance is equal to the stopping
sight distance. The length of valley curve shall be calculated based on following formulae:

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The length of valley curves will be calculated as follows:

Case (i) L>S

Case (ii) L<S

Where,
L = length of the Summit curve (m)
S = required sight distance (m)
N = algebraic difference between the grades

6.8 Access to Project

6.8.1 Access
Access to all intersections will be partially controlled and shall also be provided at the following locations:
 Intersection with National Highways
 Intersection with State Highways
 Intersection with Major District Roads
 Intersection with Village Road and Other District Roads, subject to a minimum distance of 3 km from the
nearest intersection.

6.8.2 Service road

In open country with isolated built up area, the service road shall have 7 m wide carriageway and 1.5 m wide
earthen shoulder on either side. In built up area, the service road shall have 7.5 m wide carriageway (including kerb
shyness of 0.25 m on either side)
Service roads shall be designed for a minimum design speed of 40 km/h. However the service roads are not
provided in the project and instead the slip roads provision have been proposed at the flyover ramp locations, as per
site constraints.

6.8.3 Median opening

In open country, median openings shall not be spaced closer than 2 km. In built up area, median opening shall be
provided as per site requirement and the spacing between two median openings in built up area shall not be less
than 500 m.

Median opening shall not be provided in front of the service road entry/exit.
All median openings shall be provided with additional 3.5 m wide shelter lane by the side of median in both
directions for waiting of vehicles to take U-turn.

Length of median openings shall be 18 to 20 m only.

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6.8.4 Separator, Footpath and Drain in Built up Areas

Raised Footpath of minimum 1.5 m width with kerb on either side (200 mm above road surface), drain pipes across
at minimum 10 m intervals and finished with CC paving blocks with Metal Beam Barrier or pedestrian guard rail
shall be provided between service road and carriageway.
Drain-cum-footpath shall be provided at the edge of main carriageway/slip road (ROW side).

6.8.5 Utility Corridor

Utilities, both over as well as underground shall be accommodated in two-meter-wide strip of land at the extreme
edge of ROW. Provisions contained in IRC: 98 shall be followed to accommodate utility services in built-up areas.
Utility ducts in the form of 600 mm diameter NP-4 pipe along with inspection box/chamber at a spacing of 1 km
shall be provided for crossing of underground utilities in built up areas.

6.8.6 Road Embankment

The height of the embankment shall be based on the final road levels. The following principles shall be kept in view
while fixing the road level for improvement/widening of the existing road;
 No section of the road is overtopped. Top of sub-grade shall be at least 0.5 m above the general ground level.
 The bottom of sub-grade shall be 1.0 m above the High Flood Level (HFL)/level of water table. The HFL shall
be decided by intelligent inspections, local observations, enquires and from past records.
Embankment slopes shall not be steeper than 2H: 1V unless soil is retained by suitable retaining structures. High
embankments in all soils shall be designed from stability considerations as per IRC: 75.

6.9 Pavement Design

6.9.1 General
The project has 4 lanes with or without paved shoulders configuration. Taking into consideration that flyovers are
proposed to be built along all the junctions listed in the TOR of the project road, the pavement design activities
include design of new pavement for four lane carriageways and overlay on the flyovers. Existing roads shall be
excavated at the top of subgrade and construct the layer from the GSB whereas new construction at widening shall
be from the sub grade bottom. Existing sub grade shall be retained and use in case of it satisfies the CBR
requirement as per pavement design analysis.

6.9.2 Pavement Design Options

The design of flexible pavement and rigid pavement for new four lane carriageway shall be carried out according to
IRC codes, guidelines and international practices. Rigid pavement at intersection shall be adopted same as in design
and considered in the DPR prepared by NH separately for Dharwad roads. Jubilee circle, DIMHANS and Old DSP
circle are considered for rigid pavement crust.

6.10 Design of Road Junction: At-Grade Intersections and Interchanges

6.10.1 At-Grade Intersection

Most roads intersect at-grade. The intersectional area is one and integral part of each road. To minimise the
resulting conflicts and to provide adequately designed road junction for anticipated crossing and turning
movements, the geometric design of at-grade intersection shall be given careful consideration.
Objective of improving geometric at road intersection is to ensure speed, efficiency, safety, capacity-utilisation and
cost of operation. An intersection may be extremely simple or highly developed, depending on various factors.

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Standards for Interchanges

Where requirement of providing interchanges arises, the standards developed from AASHTO/IRC standards will be
proposed for approval of IAHE.

Standards for At-Grade Intersections

The standards proposed in IRC: SP: 41 "Guidelines for the Design of At-Grade Intersection in Rural and Urban
Areas" will be applied.

6.10.2 Design Factors

The following factors shall be considered for design of at-grade intersections:

Table 6-17 Factors Considered in At-Grade Intersection Design

such as driving habits, reaction time, decision-making

a Human factors
ability, Pedestrian habits etc.

such as design and actual capacity, size and operating

b Traffic factors Characteristics of vehicles, vehicle speeds, accident
statistics etc

include vertical alignment, sight distance, angle of

c Physical Elements intersection, Adjoining properties, traffic control system
etc.

such as cost of improvements, effects of controlling

d Economic factors
ROW on Abutting properties, energy consumption, etc.

6.10.3 Design Standards

Guidelines given in IRC: SP: 41-1994 in combination with IRC-SP-84 and IRC-86 for design of at-grade
intersection in rural/urban areas shall be followed in general.

6.10.4 Design Traffic Volume

The traffic volume in terms of AADT in PCUs at 15 years for flexible pavement shall be taken for design. Peak
hour traffic shall be taken into account. However min MSA shall also be considered as per the manual.

6.10.5 Design Vehicle

Single unit truck shall be the design vehicle for feeder road junctions and semi-trailers will be the design vehicle for
all other junctions designed with necessary channelization.

6.10.6 Design Curves

Simple curve with offset and taper or 3-centred compound curve with offset shall be designed for turning
movement as per IRC: SP: 41-1994.

6.10.7 Width of Lanes

For single lane movements, the width shall be 5.50 m if site conditions permit so that vehicles can move past
parked vehicles. For 2-lane roads between kerbs, the minimum width shall be 7.00 m and the width of four lane
shall be kept as per latest four lane manual. The standard lane width of the project highway shall be 3.50m.

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6.10.8 Number of Lanes

The number of lanes shall be as per guidelines for capacity contained in IRC: 64-1990 and shall be governed by
peak hour traffic.

Table 6-18 Design Parameters for Plain/Rolling Terrain

S. No. Description Details

1 Design Speed 100/80Kmph
2 Lane width 3.5m
3a. Camber (Flexible Pavement & Paved shoulder) 2.50%
3b. Camber (Rigid Pavement ) 2.00%
4 Camber (Gravel shoulder) 3.00%
5 Shy distance (Edge strip) on footpath/separator side 0.50m
6 Maximum super-elevation 5.00/7.00%
7 Minimum Stopping Sight Distance (SSD) 180/120m
8 Minimum Intermediate Sight Distance (ISD) 360/240m
9 Minimum radius of horizontal curve 400/250m & 265m
10 Minimum radius of horizontal curve without super 2000/1200m
elevation
11 Min. vertical gradient at structures 0.30%
12 Ruling maximum vertical gradient 3.30% & 4.0% ( Urban)
13 Maximum grade change not requiring vertical curve 0.50%
14 Minimum length of vertical curve 60m
15 Vertical clearance over NH/SH 3.5/5.5m
16 Vertical clearance over rail 6.75m
17 Horizontal Curve Parameters (transition curves and super-elevation for 100kmph
design speed)
Radius of Horizontal curve
Min. transition length (m) Super-elevation
(m)
400 110 4.00%
500 90 4.00%
600 75 4.00%
700 70 4.00%
800 70 4.00%
900 70 4.00%
1000 60 4.00%
1200 50 3.80%
1500 40 3.00%
1800 35 2.50%
>1900 NR Normal Camber

6.10.9 Traffic Signs and Markings at Intersections

Type and installation of signs at intersections shall be governed by guidelines in IRC: SP: 41-1994 and IRC: 67-
2012. Markings shall be governed by provisions in IRC: 35-1997.

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6.10.10 Typical Designs

MORT&H type designs of intersections shall be followed when matching for the particular junction.

6.10.11 Interchanges
An interchange is a grade-separated intersection with links (ramps) for turning traffic between road approaches for
the purpose of reducing or eliminating traffic conflicts at the junction of two or more roadways. Safety and traffic
capacity are increased by provision of traffic interchange. Crossing conflicts are eliminated by grade-separations.
Turning conflicts are either eliminated or minimised, depending upon the type of interchange design.

Lengths of speed change lanes for interchanges recommended are given in Table below

6.10.12 Ramps
Ramps are inter-connecting links between roadways at different or same levels on which vehicles may enter or
leave the designated roadway.
Table 6-19 Ramp Details

Speed Change Lane

Design Speed
Description Radius Transit Acceleration Deceleration
(Kmph)
Lane(m) Lane (m)
Ramp 80 250 95 330 150
Loop 60 150 80 270 120

6.10.13 Warrants
i. Interchanges shall be required at all major crossings of roadways.
ii. An interchange may be justified at the crossing of a major arterial road (NH, SH) with another road of similar
category carrying heavy traffic.
iii. An interchange may be justified when the total traffic of all arms of an intersection is in excess of 10,000
PCUs per hour.
iv. High and disproportionate rate of fatal and major accidents at an intersection not found to respond to other
traffic control or improvement measures might warrant an interchange.
v. In some situations, the topography is such that interchange is the only option that can be constructed
economically.

6.10.14 Types
The selection of an interchange type and its design are influenced by many factors such as - speed, volume and
composition of traffic served, the number of intersecting legs, standard and arrangement of local roads including
traffic control devices, topography, right of way controls, local planning, proximity of adjacent intersection /
interchange, community impact consideration and cost. Interchange types are characterised by common geometric
configuration of the ramps: namely trumpet, diamond, cloverleaf, rotary and directional.

6.10.15 Design Standards

The design of various elements of the interchange shall be governed by the guidelines in the IRC: 92-1985.

6.11 Design Standards for Bridges and Structures

Design Standards have been clearly identified and enumerated for evolving a comprehensive design philosophy,
which have covered all aspects of design for various parts of the bridges and other structures viz. super-structure,

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substructure, foundation, retaining wall, protection works and repair and rehabilitation. The design philosophy is
primarily based on relevant IRC codes of practices (prescribed for design, execution, maintenance and safety during
construction & service), IRC specifications, latest guidelines and circulars of PWD, NH DIVISION, Hubli and
relevant Bureau of Indian Standards (BIS). For aspects not covered by IRC and BIS standards, relevant
recommendation of the International Standards & sound engineering practices shall be followed. For ROBs and
RUBs the standards / instructions and circulars laid down by Ministry of Railways shall be taken into consideration.
The design philosophy has included but not limited to the following:
 Width of carriageway and number of lanes
 Requirement of footpaths
 Design speed
 Materials – concrete, steel, etc.
 Live loads
 Seismic effect
 Wind effect
 Temperature gradient and climatic condition
 Safe bearing capacity and soil parameters
 Differential settlement
 Methodology for Analysis & Design
 Bearings, expansion joints and wearing coats
 Protection works
 Construction techniques
 Repair / Rehabilitation techniques.

6.11.1 Broad Features

i. The overall width of the existing bridges after widening shall be kept such that the outer most edge of the
bridge shall be in line with the outer most edge of the approach roadway and the median side edge of the
carriageway for both bridge and approach road are in one line.
Width of carriageway on new bridges shall be kept 7.5m including kerb shyness.
However, Width of carriageway on flyovers shall be kept 5.5m / 7.5m including kerb shyness. Beyond that,
two crash barriers of 500 mm wide each shall be provided.
ii. The span arrangement and span lengths shall be widened such that piers / abutments are in line with those of
the existing bridges / culverts to ensure smooth flow of water. The new spans shall be kept either equal to or a
multiple of the spans of existing structures.
iii. The linear waterway provided shall be determined from the considerations of design discharge, scour and the
provision in the existing structures with due regard to their performance.

6.11.2 Loading Standard

i. All structures shall be designed for vehicular live load as per IRC: 6-2017.
ii. Basic intensity of live load on footpath shall be taken as per IRC: 6-2017.
iii. Environmental loadings, such as earth pressure, water current, seismic forces and temperature effect, shall be
taken as per IRC: 6-2017.

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6.11.3 Design Standards for Structures

The designs of proposed structures for new 2/4-lane carriageway shall be carried out in accordance with the
provisions of the following IRC Codes / guidelines.

IRC:SP:13-2004 Guidelines for the design of small bridges and culverts

IRC:5-2015 Section I, General Features of Design

IRC:6-2017 Section II, Loads and Stresses

IRC:112-2011 Code of practice for concrete road bridges

IRC:22-2015 Section VI Composite construction

IRC:24-2010 Steel Road Bridges (Limit State Method)

IRC:45-1972 Recommendation for estimating the resistance of soil below the

Scour level in the design of Well Foundations of Bridges

IRC: 89-1997 Guidelines for Design and Construction of River Training and
Control Works for Road Bridges (First Revision)

IRC:87-2011 Guidelines for the Design and Erection of False work for Road
Bridges

IRC:78-2014 Section VII, Foundations and Substructures

IRC:83-2015 Section IX (Part II) Elastomeric Bearings

IRC:83-2002 Section IX (Part III), POT Bearings

IRC:SP:54-200 Project Preparation Manual for Bridges

IRC:SP:64-2005 Guidelines for the Analysis and Design of Cast-in-Place Voided

Slab Superstructure

IRC:SP:66-2005 Guidelines for Design of Continuous Bridges

IRC:SP:69-2011 Guidelines & Specifications for Expansion Joints

IRC:SP:70-2005 Guidelines for the Use of High Performance Concrete in Bridges

IRC:SP:71-2015 Guidelines for design and construction of precast pre-tensioned

girders for bridges

IRC: SP: 65-2005 Guidelines for Design and Construction of Segmental Bridges.

Wherever IRC Codes are silent, relevant BIS Codes shall be followed and where even BIS codes are silent,
international codes and sound engineering practice(s) shall be followed.

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The cross drainage structures shall be classified as culverts, minor bridges and major bridges depending up on the
length of structure as per IRC standards. Structures up to 6m length fall into the category of culverts, more than 6m
and up to 60m in length as minor bridges and beyond this as major bridges. Widening of existing culverts and
bridges will be for two/four lanes and all new structures are to be constructed for two/four lane carriageway.
The design standards and loading to be considered for culverts, bridges, underpasses, flyovers and ROB‟s shall be
those laid down in the latest IRC codes and/or IS codes. Where the said codes are found wanting or are silent other
codes at national or international level shall be followed in consultation with the client.
i. The Indian Road Congress (IRC) codes will be the basis of flyover designs. For items not covered by latter,
provisions of Special Publications and Specification for Roads and Bridges published by IRC shall be
followed.

ii. Grades of Concrete for superstructures will be as per MORT&H Specifications and IRC Standards. The
Minimum grade shall be M45 for Pier and superstructure and M40 for RCC Anti-Crash Barrier and
footings respectively.

iii. For PCC substructures minimum grade of M20 will be adopted.

iv. For all new 2/4-lane structures, live load will be considered as per IRC-6:2017.

v. Locations of new culverts will generally be guided by the alignment of the highway. But, for minor and
major bridges, the bridge location and its alignment shall override the highway requirement in that portion.

vi. On economic considerations and for ensuring good riding quality, wherever possible, for the new bridges
the layout of the existing bridges having a number of small spans will be modified by decreasing the
number of spans, thereby decreasing the number of piers, number of expansion joints and foundations, but
maintaining the piers parallel and in line with those of the existing structure.

vii. The deck will have minimum 2.5% unidirectional/bidirectional camber/cross fall and the wearing course
will be of uniform thickness of 40mm BC laid over 25 mm thick Mastic asphalt on all bridge decks.

viii. Pile foundations are proposed for Flyover, depending on the properties of the foundation strata based on
sub-soil investigation reports

i. Geometry of New Bridges

Overall width of the proposed flyover ranges from 6.5m to 17.5m, however it can be slightly higher on merging
demerging portion.

Flyovers spans ranges from 28m to 40m centre to centre and Vertical clearance above the cross road will be 5.5m
(MIN.).

ii. Planning for New Culverts

For culverts, following guidelines will be followed:
a. For culverts in new carriageway, minimum span and vent height will be kept equal to that of those in the
existing carriageway; rising of deck level according to highway alignment will be made wherever required.
b. Weak and non-functional culverts to be dismantled and new culverts to be constructed with carriageway and
median matching with highway plan and profile.

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c. For central widening, existing PCC abutments will be widened on both sides of the existing culverts. Existing
slab shall be widened with specified camber to be cast for the full length.
d. Culverts in service road locations to be extended up to the road side longitudinal drain.
e. In cases where vent height is very small <500 mm, i.e., difference between road formation level and adjacent
ground level is very less and there is no water logged area in close vicinity, culvert location will be reviewed
again.
f. In new alignments and bypasses, sufficient numbers of balancing culverts are to be provided wherever
alignment crosses through flat agricultural fields and lies in close vicinity to high embankments of railways
and flood bunds.
g. In case of culverts whose bed and floor have scoured off severely and considerable afflux is observed, the
same will be replaced with new culverts having adequate vents or with a minor bridge, based on adequate
hydrological studies.
h. Culverts will be designed for IRC Class-A/Class-70R Tracked/Class-70R Wheeled Loading as per relevant
IRC provisions.
i. Culverts shall be constructed for full formation width of the roadway.
j. For pipe culverts, expansion chambers shall be provided at median/ between main carriageway and service
road for proper maintenance.
k. All cross drainage pipe culverts with less than 900 mm diameter shall be replaced with new 1.2 m (minimum)
diameter pipe culverts.
l. All new pipe culverts shall be of minimum 1.2 m diameter.

iii. Design Loading

The bridges shall be designed to sustain safely the most critical combination of various loads, forces and stresses
that can co-exist as per the provisions of IRC: 6-2017. The allowable stresses and the permissible increase in
stresses for various load combinations shall be adopted as per the relevant IRC codes.
iv. Tractive and Braking Force
The tractive and braking forces shall be considered as per the provisions of clause no.211 of IRC: 6-2017.
v. Footpath Live Load
The footpath live load shall be considered as per the provisions of clause no. 206 of the IRC: 6-2017.

vi. Wind Forces

The effect of wind as per clause no. 209 of IRC: 6-2017 shall be considered for the design of the various
components of the bridge.

vii. Seismic Forces

Project road passes through seismic zone II. Seismic forces shall be calculated in accordance with clause number
219 of IRC: 6-2017.

viii. Buoyancy Effects

The buoyancy effects shall be as per IRC: 6-2017.

6.11.4 Seismic Design

The project road falls in Seismic Zone II, as per the zoning specified in IRC: 6-2017. The Flyover shall be designed
for seismic forces.

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6.11.5 Soil Parameters

The soil parameters to be used in the design of open / pile foundations for bridges shall be taken from the report of
soil investigation conducted.
Soil parameters for back-fill for material behind abutment of bridges, culverts and the abutment structures shall be
as per appendix 6 of IRC: 78-2014 and structural elements shall be designed accordingly:

 = 30o
 = 20o
d = 18 KN/m3

sub = 8 KN/m3
A 600 mm thick granular material filter behind abutments and adequate weep holes in abutment walls shall be
provided for proper drainage.

6.11.6 Foundations
Foundation of bridge is to be conceptualised after evaluation of sub-soil data such as type of soil and its safe
bearing capacity at foundation level for abutment / pier / return-wall and footings. Thereafter, suitable type of
foundation is to be provided with respect to soil and type of super-structure. Adequacy of the size and depth of
foundation will be ensured for the satisfactory performance of the structure. Particular attention shall be paid to
stability checks and corresponding safety factors.
For widening of bridges abutment and Pier foundation shall be widened at the same founding levels as the existing
foundation with same foundation width as the existing structure.

6.11.7 Sub-structures
For flyovers, RCC rectangular pier flared at top and pier type abutments shall be provided.

For widening of bridges abutment and Pier shall be widened with existing substructure thickness.

6.11.8 Super-structures
The superstructure will comprise of PSC post-tensioned segmental box girder. The precast box segments will be
cast in casting yard located at suitable location. The box segments will then be transported to the site and erected
with overhead/under slung method.

For minor bridges and culverts MORT&H Standard drawings for R.C.C slab super-structure, R.C.C. T-beam girder
& slab super-structure and R.C.C slab / box culverts shall be adopted with necessary modifications for full width
and two-way camber. For Hume pipe culverts NP4 pipes shall be used.

i. Bearings
Design of Bearings shall conform to IRC: 83 (Part III) specifications.

ii. Anti-Crash Barriers

Anti-crash barriers shall be as per latest IRC 5-2015.

iii. Expansion Joints

i. The Expansion joints shall conform with IRC: SP: 69 specifications. The manufacturers/supplier of
expansion joints shall furnish a guarantee/proprietary indemnity bonds for a period of 10 years.

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ii. The Expansion joints shall be procured the manufactures approved by MORT&H.
Table 6-20 Recommended Type of Expansion Joint

Type of Expansion Joint Adopted for

Strip Seal Complete Flyover

iv. Wearing Course

The wearing coat may be either bituminous or cement concrete type. The wearing coat shall be in conformity
with section 2700 of MORT&H specifications.
Wearing coat older than 15 years or in damaged/distressed condition shall be replaced
v. Approach Slab
R.C.C. approach slabs having minimum length of 3500 mm, 300 mm thick in M-30 concrete, shall be provided
at either end of the bridges (Section 2500 of MORT&H) to ensure riding comfort and reduce vehicular
surcharge on the abutment walls. One end of the approach slab shall be supported on R.C.C. bracket projecting
out from dirt wall while rest of the slab shall rest on compacted soil as per the guidelines of MORT&H. A
levelling course, 100 mm thick in M-15 concrete shall be used under the approach slab.

vi. Drainage Spouts

150 mm drainage spouts shall be proposed for deck drainage.

vii. Reinforcement
TMT bars of grade designation Fe 500 conforming to IS: 1786 shall be used as un-tensioned reinforcement in
all R.C.C. works following guidelines of IRC: 112-2011 regarding permissible stresses, cover, bar sizes,
spacing of bars, bond length, anchorage length and lap splices, etc.

6.11.9 Protection works

Protection works in bridges shall be provided as per IRC: 112-2011 & relevant MORT&H specifications.

6.11.10 Guard Rails in Bridge Approaches

RCC anti-crash barriers shall be provided in all bridges and in approaches in continuation of crash barriers
discontinuous kerbs shall be provided.

6.11.11 Design of Road Signs, Markings and Safety Features and Other Accessories
Traffic control devices, Road safety devices and Road side furniture shall comprise of traffic signs, road markings,
safety barriers, pedestrian railings, hazard markers, studs, delineators, boundary stones, Km stones, etc. Guidelines
given in IRC: 8, IRC: 25, IRC: 26, IRC: 35, IRC: 67 IRC: 79, IRC: 103 and Section 800 of the MORT&H
Specifications shall be followed in adopting appropriate road markings and traffic signs, unless otherwise specified
in this Section

6.11.12 Traffic Signs

To ensure safe and efficient flow of traffic in the project corridor, traffic shall be regulated through system guidance
and control systems. Accordingly, traffic signs, both post and gantry-mounted, of retro-reflective types, as per IRC:
67-2012 shall be provided as follows:

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6.11.13 Mandatory / Regulatory signs

Violation of these signs is legal offence e.g. stop signs, speed limits near schools, villages etc. as per IRC: 67-2012
and Section 800 of MORT&H.

6.11.14 Warning / Cautionary signs

These signs are to warn the road users of existence of certain restrictions / hazardous conditions as per IRC: 67-
2012 and Section 800 of MORT&H.

6.11.15 Informatory signs

These signs are for information purposes e.g. petrol pump, hospitals, direction signs, route number etc. as per IRC:
67-2012 and Section 800 of MORT&H.

6.11.16 Road Markings

Road markings with thermoplastic paint shall be adopted for traffic lane markings, edge markings, arrows etc. as
per IRC: 35-2015.
Hot applied thermoplastic paint with glass beads shall be used as carriageway marking materials. The quality of
thermoplastic application shall be ensured by testing the actual samples by random selection during application time
to avoid any possible deception in the quality of materials used.

6.11.17 Kilometre Stones

Kilometre stones shall be provided along the highway on either side as follows: -
1. 5th kilometer stones as per IRC: 8-1980.
2. Kilometer stone as per IRC: 8-1980.
3. Hectometer stone as per IRC 26-1967.
4. Boundary stone as per IRC: 8-1980.

6.11.18 Delineators
Road delineators shall be provided as visual aids for safety at night at approaches of bridges, high embankments,
culverts etc. as per IRC 79-1981.

6.11.19 Traffic Safety Measures

Guardrails
Guardrails shall be installed on road edges with embankment (>3m) and on River bridge approaches and on sharp
horizontal curves to prevent vehicles leaving the highway accidentally. Kerb median shall be provided at places
where median width is 1.5 m and also in the lengths where median tapers from 4.5 m to 1.5 m.

Concrete crash barriers

Concrete Crash Barriers shall be provided to prevent vehicles going out of control at bridge locations as per IRC
5:2015.

Lighting
Provision of solar powered lighting at major bridges, villages, accident-prone spots shall be kept in view during
planning the road cross-sections as per IRC SP 73-2015.
 Warranty requirements
 LEDs --1000 hours for signals
 Battery (SMF Lead Acid)-- 5 Years

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 Solar Panel --15 Years

Lights and other - The supplier should give an undertaking to change the accessories burnt out lights and any other
accessories within 48 hours of intimation.

6.11.20 Landscaping and Arboriculture

Guidelines given under IRC-SP-21 shall be adopted for the landscaping and plantation whereas any aesthetic
landscaping shall be based on Department of Urban Land Transport (DULT)
i Activity schedule for Ave/Median plantation, monitoring requirement, maintenance, watering etc. shall be
as per the codal provisions.
ii No Plantation Zone
The plantation may not be carried out in the following areas:
• Within 1 .5 m from the toe of the carriageway.
• At median cut and grade separator, at least 5 m blank space shall be left for clear view of the traffic "
At curve, dense and tall height tree reduce visibility in plain terrain, a stopping sight distance of 170 m
corresponding to the design speed of 100 km per hour should be ensured on all curved sections, on the
innermost lane of the curve.
• At median, medium and large size trees are more prone to cyclone damage resulting in accidents,
disruption of traffic and clear view of the carriageway. Long rooted plants may also damage the
carriageway.
• Screen plantation as a visual barrier in schools, hospitals, residential colonies,

Contemporary urban landscaping and urban elements that fit in with the local character of the area are proposed at
Rani Chennamma junction.

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6.12 Drainage

6.12.1 Sub-surface Drainage

Adequate drainage is a primary requirement for maintaining the structural condition and functional effect of a good
pavements structure including subgrade. Pavement must be protected from any ingress of water. Otherwise over a
period of time it many weaken the sub-grade by saturating it and cause distress in the pavement structure. The GSB
layer shall extend through the full formation width and shall act as the drainage layer for effective subsurface
drainage. Sub-Surface drains shall not be used for surface drains.

6.12.2 Surface Drainage

The surface drainage shall be affected by providing camber of 2.5% in the flexible pavement, 2.0% in Rigid
pavement and 3.0% in the granular shoulder on either side in straight alignment reaches. In the horizontal curve
portions where super elevations are introduced, the outer carriageway slopes towards the central median and so the
collected water is to be discharged through concrete pipes embedded underneath in the manner indicated in the
relevant drawing. A minimum longitudinal gradient of 0.3% is considered adequate in most of the conditions to
take care of surface drainage. In horizontal curves, median drainage system will be provided.

6.12.3 Median Drain

Wherever divided carriageway is constructed the drainage in the median shall be provided to take the discharge on
one side of the carriageway.

The design and construction of all drains shall be carried out in accordance with the requirement of section 6 of IRC
SP 73-2015.

6.13 User Facilities

6.13.1 Toll Plaza

Nil

6.13.2 Truck Lay byes

Nil

6.13.3 Bus Bays and Bus Shelters

The Manual of Specifications and Standards for Four Laning of Highways through Public Private Partnership (IRC:
SP: 84) shall be followed for the planning and design of Bus bays and Bus shelters.

6.13.4 Highway Landscaping

IRC: SP: 21 “Guidelines on Landscaping and Tree Plantation” shall guide the plantation of rows of trees with
staggered pitch on either side of the road. The choice of the trees shall also be made as per the same code. Setback
distance of trees needed in different situations shall be as per the IRC: SP: 21 and the IRC: 66-1976.Shrubs in
medians shall not normally exceed 1-1.5m in height and shall be as per IRC: SP: 21.

6.13.5 Lighting
The guidelines suggest that the lighting shall be provided in all urban areas, grade separators, underpasses, toll
plaza and its approaches, rest area and bus stops. The following codes shall be followed while designing the
lighting system on the Project Highway for different locations.
i. IS: 1944 (Parts I and II)

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ii. IS: 1944 (Part V) and

iii. IS: 1944 (Part VI)

6.13.6 Safety Barriers

The safety barriers are proposed at the following locations
 Where height of embankment is 3m or more
 Where the embankment is retained by retaining structure
 Where the median is depressed, flushed or having the width less than 4.5m. The barrier shall be for both
directions of travel.
 Between main carriageway and footpath on bridges
 At hazardous locations.

6.13.7 Road Furniture

Road furniture such as Traffic signs, Pavement markings, Railings, Delineators, Chevron markings, Traffic
Attenuators, Kilometre posts, Hectometre stones, and ROW pillar etc. on the Project road shall be provided as per
IRC Codes and MoR&TH Specifications. Where any item is not covered by it, then its specification shall conform
to BIS /AASHTO /ASTM /British Standards in that order of precedence.

6.13.8 Specifications
The General Technical Specifications shall be the specifications for Road and Bridge Works (5th Revision), April
2013 issued by Ministry of Surface Transport (Roads wing), Govt. of India and published by Indian Roads
Congress. However, these shall be supplemented by Amendments/ Modifications/ Addition to the specifications for
Roads and Bridge works referred to above and additional specifications for particular item of works not covered
therein.

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7 TRAFFIC SURVEYS AND ANALYSIS

7.1 The Context

Dharwad is an educational whilst Hubballi is a commercial hub, and the travel patterns noted are mainly of four
types: 1) Intra city flow 2) Intercity flow 3) Floating traffic from surrounding regions 4) Bypass traffic on NH48.

Intra city trips are trips which originate and are destined within the city. Intercity trips are made between Hubli to
Dharwad. Floating trips are to Hubli and Dharwad for purpose of education and trade & commerce respectively.
Bypass traffic flows on NH 48 (Delhi to Chennai) passes through Hubli Dharwad. The traffic in the twin cities has
three major peak periods. Typically in other cities, there are two peak periods in a day i.e. morning and evening.
Indeed there is a significant continuous traffic flow from morning 9 am to evening 7 pm.

There is an urgent need to streamline traffic at all the nominated main junctions to avoid traffic congestion and
snarls in the twin cities.

7.2 Study Area

7.2.1 Introduction
Hubli and Dharwad are twin cities in the state of Karnataka and are referred to colloquially as Hubli - Dharwad.
Hubli - Dharwad is the oldest city in Karnataka state with strong cultural and historical importance, and is also the
second-largest urban settlement in Karnataka after Bengaluru. Hubli -Dharwad has historical significance dating
back to the Vijayanagar Empire and the Marathas. The British captured the town in the early 19th century and
established it as an administrative and educational centre. Hubli was identified as an important commercial and
trade centre for the entire northern Karnataka region by the British. Hubli local body was constituted in 1865 with
an area of 2.06 sq. km and a population of 35,278. Hubli and Dharwad were separate municipal entities, but these
two cities were so interdependent that a common municipal borough was constituted in the year 1925 for the
combined population of 69,940. Further, Hubli-Dharwad municipality was upgraded to a corporation in the year
1962. After the formation of Karnataka state in the year 1956, many regional offices were set up in the city, and the
increased importance of the city in the region resulted in population growth. Present population growth rate is 20%
from 2001 to 2011, i.e. around 2% p.a.

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7.2.2 Regional Setting

Hubli and Dharwad are separated by a distance of 20 km. Dharwad is the district headquarters and is an educational
Hub whereas Hubli is a business and industrial hub.

Hubli was identified as an important commercial hub for the entire northern Karnataka region with respect to its
connectivity to Bengaluru, Pune, Panjim, Hospet, Bellary, Karwar and Bijapur through highways and rail network.
The city attracts floating population from neighbouring urban centres such as Karwar and other towns from north
Karnataka as well as Dharwad district, for the purpose of trade and commerce, health, and education.

Dharwad is being the district headquarters attracts population from across the district to avail the administrative
services provided at various district offices both in Hubli and Dharwad. Hubli is the educational hub of north
Karnataka and attracts population from the north Karnataka region for educational purpose. As indicated in the
figure below, cities such as Belgaum, Karwar, Devengere, and Bellary are located within 50 km radius of the city.
The cities are connected with intercity bus services. The city„s connectivity and historic significance played a major
role in making it an important city of the region. However, the city is also facing competition from Belgaum,
Bellary etc.

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Hubli Regional Connectivity

7.3 Traffic Surveys

The objective of these surveys is to collect primary data on all factors that are likely to influence travel patterns.
The work involves a number of traffic surveys so as to have an inventory of existing transportation facilities and an
inventory of existing land-use and economic activities. The data collection is done through both primary surveys
and also through secondary data collection. The primary surveys that have been conducted are as follows:

7.3.1 Mid - Block Traffic Count Survey

Selected locations have been chosen with major traffic flow for volume count. It is also necessary to estimate the
number of passengers traveling in passenger vehicles. This can be achieved by enumerating number of passengers
traveling by passenger vehicles. The survey has provided the traffic composition by various modes and relative
importance of the links in the road network. The directional classified traffic volume counts, observed at various
count stations, have been analyzed to obtain:

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affic composition (Modal Split)

The traffic survey was carried out continuously for 24 hours. The traffic count survey provides useful data for
assessing the traffic movements from existing and proposed developments within the study area. The mid-block
traffic count survey was conducted as per the provisions of IRC Guidelines.

7.3.2 Turning Movement Survey

Turning movement count survey provides inputs for developing capacity augmentation proposals in the study area
along with conceptual layout of grade separators etc. Turning movement counts were taken at the nominated
intersections in the study area for 24 hour duration. The classified turning movement counts, observed at various
intersections were analyzed to obtain:

 Total Passenger Car Units (PCUs) on each turning movement;

 Junction flow diagram;
 Hourly variation and peak hour flows;
 Traffic Composition.

The traffic survey was carried out continuously for 24 hours. The turning movement count survey was conducted as
per the provisions of IRC Guidelines (IRC SP 41:1994). Turning movements were undertaken at all major junctions
along the project stretch.

7.3.3 Pedestrian Count Survey

Cross pedestrian counts have been taken at all nominated junctions. This provides for calculation of peak hour
pedestrian flows at all intersections. The survey results are a means for facilitating pedestrian crossings at the
intersections. The Pedestrian Survey was conducted at 8 locations for one day.

7.3.4 Survey locations

The following surveys were conducted in Hubli and Dharwad:

 Midblock Counts
 Turning Movement Count
 Pedestrian Count
 Signal Survey
These surveys were conducted at 8 junctions in Hubli and Dharwad as per the original TOR (Terms of Reference):

 Rani Chennamma circle

 Rayanna Circle
 Kamaripeth

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 New English school and

 Bankapur
 Dimhans Circle
 Old DSP Chowk
 Jubilee Circle
Survey Locations in Hubli

Survey Locations in Dharwad

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7.3.5 Origin and Destination survey

The OD Survey is conducted to assess information regarding travel characteristics by different modes of vehicles
within the project area. Knowledge of vehicular volume using the existing road is important for understanding the
future traffic flow characteristic on the project road. Origin-destination (O-D) surveys provide a detailed picture
of the trip patterns and travel choices of a city's or region's residents. These surveys collect valuable data related to
households, individuals and trips. The results of the OD survey are used to describe the user characteristic, for the
passenger and goods vehicles, such as distribution of local and through traffic, type and weights of goods carried by
trucks.

The OD survey was conducted for passenger and commercial vehicles for 24 hours as shown in the figure below
adopting the road side interview method as detailed in IRC: 102-1988. It covered both directions at each site.

Locations of Origin and Destination survey

AT HUBALLI CITY

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AT DHARWAD CITY

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7.4 Traffic Analysis

Traffic Analysis – Dharwad (Stage 3)

1. DIMHANS CIRCLE
This is a three-legged signalized intersection. Two-way traffic movement is happening in all the three legs.
Traffic coming from Jubilee circle is split into traffic towards Belagavi and Panjim. Traffic movements at
the junction are shown in the figure below:

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MODAL SPLIT – DIMHANS CIRCLE

LEG WISE TRAFFIC DISTRIBUTION - DMHANS CIRCLE FOR 24 HOUR DAY

Turning movement counts at DIMHANS junction is performed for 24 hours and the analysis of traffic turning
movements from each leg is elaborated in the following figures:

At point A in above figure, major part of traffic is from Jubilee circle i.e. 73% traffic is going towards Belagavi and
rest 27% traffic is going towards Panjim.

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At point B in above figure, major part of traffic from Panjim i.e. 94% traffic is going towards Jubilee Circle and rest
27% traffic is going towards Belagavi.

At point C in above figure, major part of traffic from Belagavi i.e. 98% traffic is going towards Jubilee Circle and
rest 2% traffic is going towards Panjim.

MAJOR TRAFFIC MOVEMENT - DIMHANS CIRCLE

Major traffic movement happening at DIMHANS circle is evaluated for 24 hrs, peak hours and represented in
below figures.

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24hrs Day DIMHANS Circle

AM Peak Hour DIMHANS Circle

PM Peak Hour DIMHANS Circle

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Major traffic is observed between A and C during total day traffic and in the peak hours. Traffic in PCU between A
and C points during peak hours and total day is represented in below figure

Traffic numbers of Major movement at DIMHANS Circle during day, AM & PM peak hours in PCUs

HOURLY TRAFFIC VARIATION - DIMHANS CIRCLE

TOTAL AND PEAK HOUR TRAFFIC DATA FOR DMHANS CIRCLE

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At this junction, major traffic movement is during the day. Peak hours is noted between A and C points.

This traffic between A and C points contributes to 70% of total junction traffic.

Proposed fly over will lift 60% through traffic i.e. traffic to and from Belagavi during peak hours at this junction.

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2. OLD DSP CIRCLE (Stage 3)

This is a four-legged signalized intersection. Two-way traffic movement is happening at all four legs.
Traffic coming from Jubilee circle is split into traffic towards Belagavi/Panjim, Saundatti and Haliyal.
Traffic movements at the junction are shown in below figure.

OLD DSP OFFICE CIRCLE

MODAL SPLIT – OLD DSP CIRCLE

LEG WISE TRAFFIC DISTRIBUTION - DMHANS CIRCLE FOR 24 HOUR DAY

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Turning movement counts at old DSP junction was performed for 24 hours and the analysis of traffic turning
movements from each leg is elaborated in following figures:

Following are the observations from turning movement analysis:

At point A in above figure, major part of traffic from Belagavi i.e. 80% traffic is going towards Jubilee circle, 18%
traffic towards Saundatti and rest 2% traffic is going towards Haliyal.

At point B in above figure, part of traffic from Saundatti i.e. 37% traffic is going towards Jubilee circle, 34% traffic
towards Haliyal and rest 28% traffic is going towards Belagavi.

At point C in above figure, major part of traffic from Jubilee circle i.e. 70% traffic is going towards Belagavi, 17%
traffic towards Saundatti and rest 13% traffic is going towards Haliyal.

At point D in above figure, major part of traffic from Haliyal i.e. 53% traffic is going towards Saundatti, 38%
traffic towards Jubilee circle and rest 9% traffic is going towards Belagavi.

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MAJOR TRAFFIC MOVEMENT AT OLD DSP CIRCLE

24hrs Day Old DSP Circle

AM Peak Hour Old DSP Circle

PM Peak Hour Old DSP Circle

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Major traffic is observed between A and C points during total day traffic and in the peak hours. Traffic in PCU
between A and C points during peak hours and total day is represented in below figure

Traffic numbers of Major movement at Old DSP Junction during day, AM & PM peak hours in
PCUs

HOURLY TRAFFIC VARIATION – OLD DSP CIRCLE

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TOTAL AND PEAK HOUR TRAFFIC DATA

At this junction, major traffic movement during day and in peak hours is seen between A and C. Considerable cross
traffic is also observed along with through traffic. The traffic between A and C contributes to 47% of total junction
traffic.

Proposed fly over will lift 68% through traffic i.e. traffic to and from Belagavi during peak hours at this junction.

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3. JUBILEE CIRCLE (Stage 3)

This is a five-legged signalized intersection. Two-way traffic movement is happening in all the five legs.
Traffic coming from Hubli is split towards Belagavi/Panjim, Herekeri Tank, Old Bus Stand and Haliyal.
Traffic movements at the junction are shown in below figure.

JUBILEE CIRCLE

MODAL SPLIT – JUBILEE CIRCLE

LEG WISE TRAFFIC DISTRIBUTION - JUBILEE CIRCLE – 24 HOUR DAY

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Turning movement counts at Jubilee Circle is performed for 24 hours and the analysis of traffic turning movements
from each leg is elaborated in following figures:

Following are the observations from turning movement analysis:

At point A in above figure, major part of traffic from Old Bus Stand i.e. 32% traffic is going towards Hubli, 32%
traffic towards Haliyal, 24% traffic towards Belagavi and rest 11% traffic is going towards Herekeri Tank.

At point B in above figure, part of traffic from Herekeri Tank i.e. 45% traffic is going towards Belagavi, 35%
traffic towards Old Bus Stand, 20% traffic towards Haliyal and rest 1% traffic is going towards Hubli.

At point C in above figure, major part of traffic from Hubli i.e. 50 % traffic is going towards Old Bus Stand, 42%
traffic towards Belagavi, 6% traffic towards Haliyal and rest 2% traffic is going towards Herekeri Tank.

At point D in above figure, major part of traffic from Haliyal i.e. 55% traffic is going towards Old Bus Stand, 23%
traffic towards Belagavi, 18 % traffic is going towards Herekeri Tank and rest 4% traffic is going towards Hubli.

At point E in above figure, major part of traffic from Belagavi i.e. 47% traffic is going towards Hubli, 25% traffic
towards Herekeri Tank, 16% traffic towards Old Bus Stand and rest 12% traffic is going towards Haliyal.

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MAJOR TRAFFIC MOVEMENT AT JUBILEE CIRCLE

24Hrs Day Jubilee Circle

AM Peak Hour Jubilee Circle

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PM Peak Hour Jubilee Circle

Four legs in this junction contribute around 20% total traffic to junction. Major traffic movement is observed
between A&C, C&E, A&D during total day traffic and in the peak hours.

Traffic numbers of Major movement at Jubilee circle during day, AM & PM peak hours in PCUs is shown in below
table:

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HOURLY TRAFFIC VARIATION - JUBILEE CIRCLE

TOTAL DAY AND PEAK HOUR TRAFFIC DATA - JUBILEE CIRCLE

At this junction, major traffic movement during day and in peak hours is seen between A&C, C&E, A&D. Cross
traffic and through traffic are equally important traffic contributors at this junction because of predominant inter-
city traffic.

The traffic between A and C contributes to 20% of total junction traffic i.e.

Proposed fly over will lift 20% through traffic i.e. traffic to and from Belagavi during peak hours at this junction.

Comparison of hourly traffic variation for all the three Junctions (DMHANS, OLD DSP and
JUBILEE circle)

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From above graph it is inferred that 3 peaks are observed during a day for these junctions i.e. morning peak, midday
peak and evening peak.

Morning peak is spread across 9am to 11am for all the three junctions.

Midday peak is also spread across 2 hours i.e. 12 noon to 1pm at all the three junctions.

Evening peak is spread across 3 hours with the traffic moving from DIHMANS Circle to Jubilee circle from 5pm to
8pm.

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7.4 Traffic Analysis – Hubballi (Stage 1 + Stage 2)

Intersection Intersection Peak Hour

S.No Peak Hour Major Directions
Name Type Volume

Gadag to
Dharwad
Rani
Gadag to Court
1 Chennamma 7 Legged 06.00 - 07.00 12378
Circle
Circle
Dharwad to Court
Circle

Bankapur to Bus
2 Kamaripeth 4 Legged 01.00 - 02.00 4256
stand

Bankapur to Bus
New English stand
3 5 Legged 11.00 - 12.00 5458
School & School to Bus
stand

Bankapur Bankapur to Bus

4 4 Legged 02.00 - 03.00 4213
Chowk stand

Rani Chennamma Circle

This is a major intersection and attracts about 1.6 lakhs vehicles in day. Being adjacent to Old Hubballi Bus Depot
and old city markets it attracts heavy traffic for entire day. The road connecting Railway Station and Airport /
Dharwad also passes through this intersection.

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Intersection Description

Major traffic is coming from Rayanamma circle (50%) from Gadag Road, and Bus stand road i.e. Dharwad side
(30%).

S.No. Leg Name Percentage AM Noon PM

Day 11.00 - 12.00 01.00 - 02.00 06.00 - 07.00

A Rayanamma 42% 39% 43% 52%

Circle

B Market Road 0.3% 1% 1% 0%

C Bankapur Road 12% 9% 16% 12%

D Chennapet road 8.1% 11% 9% 5%

E Bus Stand 30.4% 32% 25% 23%

(Dharwad)

F Neelgin Galli 7.2% 8% 7% 8%

G Court Circle One way One way One way One way

Total 100% 100% 100% 100%

Peak 10536 11559 12318

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Modal Split

The modal split analysis yields that the majority of vehicles are 2 wheelers (49%) followed by 3 wheelers / Auto
rickshaw (25%) and then by Car (14%).

Hourly Variation of Traffic:

The hourly variation analysis indicates three peak hours, in morning, evening and mid-afternoon. The maximum of
these three happens in evening between 6-7pm.

Directional Distribution of Traffic during Peak Hours:

The chart below indicates peak hour directional distribution of traffic, observed during evening peak hour i.e.
7:00pm to 8:00pm

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Major Directions at Rani Chennamma Circle:

 Rayanamma circle (Gadag) to Bus stand (Dharwad)

 Bus stand (Gadag) to Court Circle (Vijapur)
 Dharwad to Bankapur (Bangalore)
 Dharwad to Court Circle (Vijapur)
 Rayanamma circle (Gadag) to Bankapur (Bangalore)
 Bankapur (Bangalore) to Dharwad

TOTAL DAY AND PEAK HOUR DIRECTIONAL TRAFFIC DATA – RANI CHENNAMMA CIRCLE

Direction 11.00 - 12.00 01.00 - 02.00 06:00-07:00 Total Day

A to C 731 805 2112 15125

A to E 1944 2698 2776 34106

A to F 303 159 150 3261

A to G 1126 1250 1372 15166

B to E 117 60 4 482

C to D 304 691 711 6917

C to E 660 1128 788 12081

D to E 1135 1084 611 13017

E to C 670 441 440 8401

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E to F 203 107 175 2119

E to G 2466 2287 2171 32703

F to C 349 397 439 5657

F to G 529 451 569 5995

The following legs (at-grade) are currently operating as one way:

 Neeligin Road (traffic coming towards Rani Chennamma Junction);

 Gadag Road (traffic travelling away from Rani Chennamma Junction);
 Vijapur Road (traffic travelling away from Rani Chennamma Junction).

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Kamaripeth Junction (Stage 2)

This is a four-legged intersection. Two-way traffic movement is happening in all four legs. Traffic coming from
Bankapur is split into traffic towards Unkal and Dharwad. Traffic movements at the junction are shown in
following figures.

Intersection Overview

S.No. Leg Name Percentage AM Noon PM

Daily 10.00 - 11.00 01.00 - 02.00 07.00 - 08.00

A Bus stand 35% 26% 22% 30%

B Market Road 16% 14% 26% 18%

C Bankapur Road 28% 30% 25% 24%

D Unkak 22% 31% 27% 27%

Total 100% 100% 100% 100%

Peak Hour
3906 4033 4160
Volume

Traffic Volume counts at Kamaripeth police chowk was performed for 24 hours and the analysis of traffic turning
movements from each leg is elaborated in following figures

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Modal Split

The modal split analysis yields that the majority of vehicles are 2 wheelers (61%) followed by 3 wheelers / Auto
rickshaw (18%) and then by Car (11%).

Hourly Variation of Traffic at Kamaripeth Chowk

The hourly variation analysis indicates three peak hours, in morning, evening and mid-afternoon. The max of these
three happens in evening between 7-8pm.

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Peak Hour Traffic (11:00 – 12:00)

Chart below indicates peak hour directional distribution of traffic:

Directional flows are fluctuating from hour to hour in a day. The table below shows the directional volumes during
the three peak hours.

Time Morning Midday Evening

Direction 10.00 - 11.00 01.00 - 02.00 07.00 - 08.00

A to B 29 56 31

A to C 828 691 955

A to D 144 199 276

B to A 21 24 10

B to C 72 152 140

B to D 439 924 619

C to A 720 568 553

C to B 112 100 144

C to D 348 390 316

D to A 155 155 117

D to B 841 757 803

D to C 197 240 196

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New English School (Stage 2)

This is a five-legged signalized intersection. Two-way traffic movement is happening in all the five legs. Traffic
coming from Bankapur and New English School are merging on bus stand road which leads to Dharwad. Traffic
movements at the junction are shown in following figures.

Intersection Image

Intersection Overview-New English School

S.No. Leg Name Percentage AM Noon PM

Daily 10.00 - 11.00 12.00 - 01.00 05.00 - 06.00

A Bankapur Road 24% 28% 24% 22%

B New English School 22% 27% 30% 22%

C Medar Galli 1% 1% 2% 1%

D Bus stand 45% 36% 38% 47%

E Bommapura Oni 7% 7% 6% 7%

Total 100% 100% 100% 100%

Peak Hour
5200 5458 4944
Volume

Traffic Volume counts at New English School was performed for 24 hours and the analysis of traffic turning
movements from each leg is elaborated in following figures:

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Modal Split

The modal split analysis yields that the majority of vehicles are 2 wheelers (55%) followed by 3 wheelers / Auto
rickshaw (24%) and then by Car (10%).

Hourly Traffic Distribution – New English School

The hourly variation analysis indicates three peak hours, in morning, evening and mid-afternoon. The max of these
three happens in the evening between 11-12 pm.

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Peak Hour Traffic (11:00 – 12:00)

Directional Distribution at new English school

Directional flows are fluctuating from hour to hour in day, below graph showing the directional volumes during the
three peak hours.

Time Morning Midday Evening

Direction 10.00 - 11.00 12.00 - 01.00 05.00 - 06.00
A to B 136 97 95
A to C 12 14 7
A to D 1272 1087 940
A to E 42 43 66
B to A 74 52 42
B to C 21 14 10
B to D 1041 845 792
B to E 282 296 251
C to A 12 19 20
C to B 18 17 20
C to D 35 14 17
C to E 7 10 11

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D to A 1261 1191 1404

D to B 496 812 694
D to C 8 16 4
D to E 124 158 235
E to A 114 79 68
E to B 152 137 157

E to C 3 7 2

E to D 92 100 110

Bankapur Chowk (Stage 2)

This is a four-legged signalized intersection. Two-way traffic movement is happening in all the four legs. Traffic
coming from Bankapur and Bus stand are the major directions. Traffic movements at the junction are shown in
following figures.

Map

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Intersection Over View

S.No. Leg Name Percentage AM Noon PM

02.00 - 07.00 -
Daily 10.00 - 11.00
03.00 08.00

A Desai Galli 4% 3% 5% 5%

B Market Road 14% 10% 15% 17%

C Bankapur Road 45% 55% 41% 43%

D Bus stand 37% 32% 39% 35%

Total 100% 100% 100% 100%

Peak Hour Traffic

3804 4213 3666
(PCU)

Traffic Volume counts at Bankapur Junction was performed for 24 hours and the analysis of traffic turning
movements from each leg is elaborated in following figures

Modal Split

The modal split analysis yields that the majority of vehicles are 2 wheelers (62%) followed by 3 wheelers / Auto
rickshaw (16%) and then by Car (12%).

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Hourly Variation of Traffic at Bankapur Junction

The hourly variation analysis indicates three peak hours, in morning, evening and mid-afternoon. The max of these
three happens in evening between 2-3pm.

Peak Hour Traffic

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Directional Distribution at Bankapur Junction

Directional flows are fluctuating from hour to hour in day, below graph shows the directional volumes during the
three peak hours.

Time Morning Midday Evening

Direction 10.00 - 11.00 02.00 - 03.00 07.00 - 08.00

A to B 5 7 3

A to C 98 198 133

A to D 27 15 36

B to A 13 7 7

B to C 310 540 496

B to D 50 89 128

C to A 172 154 132

C to B 522 385 410

C to D 1409 1171 1022

D to A 26 39 63

D to B 93 96 159

D to C 1079 1512 1079

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Summary of Traffic Analysis of all Junctions:

Chennamma Circle Kamaripeth

BUS STAND Bus Stand
E F A
NEELIGIN RO AD
D
CHANNAP ETH G Unkak
CO URT CIRCLE D B Market

C B A C
BANK AP UR MARK ET RAYANNMA CHO WK Bankapur

Arm Day AM Noon PM

A 42% 39% 43% 52%
B 0% 1% 1% 0% Arm Day AM Noon PM
C 12% 9% 16% 12% A 35% 26% 22% 30%
D 8% 11% 9% 5% B 16% 14% 26% 18%
E 30% 32% 25% 23% C 28% 30% 25% 24%
F 7% 8% 7% 8% D 22% 31% 27% 27%
Total 100% 100% 100% 100% Total 100% 100% 100% 100%
Volume 160744 10536 11559 12318 Volume 61516 3906 4033 4160
Peak Hour 11 to 12 1 to 2 6 to 7 Peak Hour 10 to 11 1 to 2 7 to 8
New English School Bankapur Chowk
Bankapur B Desai Galli
A New English School A

E
Bommapura Oni C Medar galli
Bus Stand D B Market

D C
Bus Stand Bankapur

Arm Day AM Noon PM

A 24% 28% 24% 22% Arm Day AM Noon PM
B 22% 27% 30% 22% A 4% 3% 5% 5%
C 1% 1% 2% 1% B 14% 10% 15% 17%
D 45% 36% 38% 47% C 46% 55% 41% 43%
E 7% 7% 6% 7% D 37% 31% 39% 35%
Total 100% 100% 100% 100% Total 100% 100% 100% 100%
Volume 67527 5200 5458 4944 Volume 53240 3804 4213 3666.25
Peak Hour 11 to 12 12 to 1 5 to 6 Peak Hour Time 10 to 11 2 to 3 7 to 8

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ON OLD NH-4 FROM HUBBALLI TO DHARWAD

Origin and Destination Survey Analysis

HUBBALLI CITY OD Zoning

ZONE-1
OD - LOC-1

DESHMUKH CIRCLE
VIJAPUR RD

ZONE-2
OD - LOC-2
ZONE-4
RAYYANNA CIRCLE
GADAG RD

OD - LOC-3

KAMRI PETH POLICE CHOWKI

BANGLORE RD
ZONE-3

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DHARWAD CITY OD Zoning

ZONE-7
ZONE-6

OD - LOC-4

OLD DSP CIRCLE

ZONE-5

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External OD Zoning

Zone

1 to 7
8

The O/D survey locations were pre-planned and were defined before going to site. O/D Survey was
ideally taken at starting point of anticipated entry and exit of grade separator to understand the traffic flow
percentages and the willingness to choose the proposed the flyover or grade separator.

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Hubli: O/D is conducted at three locations and the traffic coming and going to Dharwad is covered in the
O/D survey.

Dharwad: O/D is conducted at one location.

Hubli City OD Analysis

The OD analysis indicates that the majority of traffic is internal i.e. within city (44%).

Internal to internal = 44%

Hubli to Dharwad =5%

Dharwad to Hubli = 3%

Internal to External = 23%

External to Internal = 17%

External to External = 8%

Origin and destination analysis by trip length - Hubli

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Hubli - Vijapur Road

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Hubli – Gadag Road

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Hubli - Bankapur Road

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Dharwad City OD Analysis

The OD analysis indicates that the majority of traffic is internal i.e. within city (30%).

Internal to internal = 30%

Hubli to Dharwad =7%

Dharwad to Hubli = 14%

Internal to External = 26%

External to Internal = 17%

External to External =6%

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Origin and destination analysis by trip length- Dharwad

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7.4.1 Traffic Forecast - Dharwad (Stage 3)

TRAFFIC PROJECTIONS FOR NEXT 20 YEARS AFTER IMPLEMENTING TRAFFIC

MANAGEMENT MEASURES WITH 5% GROWTH RATE CONSIDERING PEAK HOUR

2017 2027 2037

Intersection Name Elevated Balance Elevated Balance Elevated Balance

Traffic Traffic Traffic Traffic Traffic Traffic
PCU** PCU* PCU PCU PCU PCU

DIMHANS Circle 956** 1339* 1557 2181 2537 3553

Old DSP Circle 956 2281 1557 3716 2537 6052

Jubilee Circle 956 4751 1557 7739 2537 12606

* above balance traffic is from all arms,

**considered elevated through traffic b/w Panjim – Hubli, refer page no.29.

TRAFFIC PROJECTIONS FOR NEXT 20 YEARS AFTER IMPLEMENTING TRAFFIC

MANAGEMENT MEASURES WITH 3.5% GROWTH RATE CONSIDERING PEAK HOUR

2017 2027 2037

Intersection Name Elevated Balance Elevated Balance Elevated Balance

Traffic Traffic Traffic Traffic Traffic Traffic
PCU PCU PCU PCU PCU PCU

DIMHANS Circle 956** 1339* 1349 1889* 1902 2664*

Old DSP Circle 956 2281 1349 3218 1902 4539

Jubilee Circle 956 4751 1349 6702 1902 9453

* above balance traffic is from all arms,

**considered elevated through traffic b/w Panjim – Hubli, refer page no.29.

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Percentage reduction in peak hour traffic volume At-grade at various junctions is

tabulated below:

% Reduction in Peak % Reduction in Peak

Intersection Name Hour Traffic Volume At- Hour Traffic Volume at
Grade in 2027 Grade in 2037

DIMHANS Circle 42% 42%

Old DSP Circle 30% 39%

Jubilee Circle 17% 28%

7.4.2Traffic Forecast – Hubballi (Stage 1 & Stage 2)

As mentioned in previous chapters the population growth is 20% in last decade i.e. Growth rate is 2% per
annum. As per CDP, Vehicular Annual growth rate is 7%. Since BRTS is proposed and is under
construction it is assumed that the vehicular growth rate would decrease (as per recommendations in the
CTTP report) and a compound average considered is 3.5% as annual traffic growth rate. On the
conservative side we have considered 5% as per PWD, NH DIVISION, Hubli.

Forecasted Peak Hour Volume (PCU) in 2027

Forecasted Peak Hour Volume (PCU) in

Intersection 2027
S.No Intersection Name
Type
@3.5%PA @5%PA

1 Rani Chennamma Circle 7 Legged 17460 20162

2 Kamaripeth 4 Legged 6004 6933

3 New English School 5 Legged 7699 8891

4 Bankapur Chowk 4 Legged 5943 6863

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Forecasted Peak Hour Volume (PCU) in 2037

Forecasted Peak Hour Volume (PCU) in

Intersection 2037
S.No Intersection Name
Type
@3.5%PA @5%PA

1 Rani Chennamma Circle 7 Legged 24630 34742

2 Kamaripeth 4 Legged 8469 11946

3 New English School 5 Legged 10860 15319

4 Bankapur Chowk 4 Legged 8383 11825

Traffic Management Measures – Dharwad (Stage 3)

PROPOSED TRAFFIC MANAGEMENT MEASURES FROM DIMHANS CIRCLE

Peak Hour
Intersection
S. No Intersection Name Volume Traffic Management Measures
Type
PCU 2017

Flyover Proposed and Major

1 DIMHANS Circle 3 Legged 2295
direction traffic is lifted

Flyover Proposed and Major

2 Old DSP Circle 4 Legged 3237
direction traffic is lifted

Flyover Proposed and Major

3 Jubilee Circle 5 Legged 5707
direction traffic is lifted

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TRAFFIC PROJECTIONS FOR NEXT 20 YEARS WITH OUT IMPLEMENTING TRAFFIC

MANAGEMENT MEASURES WITH 5% GROWTH RATE CONSIDERING PEAK HOUR

Peak Hour Volume Peak Hour Volume

Intersection Name
PCU 2027 PCU 2037

DIMHANS Circle 3738 6089

Old DSP Circle 5273 8589

Jubilee Circle 9296 15142

*the capacity of flyover is 4000PCUs

TRAFFIC PROJECTIONS FOR NEXT 20 YEARS WITH OUT IMPLEMENTING TRAFFIC

MANAGEMENT MEASURES WITH 3.5% GROWTH RATE DURING PEAK HOUR

Peak Hour Volume Peak Hour Volume

Intersection Name
PCU 2027 PCU 2037

DIMHANS Circle 3237 4567

Old DSP Circle 4566 7438

Jubilee Circle 8050 13113

*the capacity of flyover is 4000PCUs

The leakages from the proposed bypass in future years (details of which are not available as of
date) is expected to bring down the through traffic numbers. Even then, the above numbers
inform of the much-needed requirement for grade-separation considering also the development
works proposed in the vicinity in the various government reports.

Traffic Management Measures – Hubballi (Stage 1 & Stage 2)

The Capacity of weaving section of Proposed Elevated rotary interchange is 3900 PCU per
Hour i.e. 4000 PCU/Hr as per IRC 65:1976. This is not a conventional rotary interchange as
provisions are made for dedicated, delineated arms to efficiently service the major directions
through-traffic. Therefore, all traffic will not be using the circulatory portion. Only the turning
traffic will mainly use the circulatory portion. We anticipate the practical capacity of the rotary
interchange to be higher than the capacity of the weaving section. The detailed analysis was
carried out and is shown in the following tables:

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Intersection Intersection Volume in Volume

S. No Traffic Manage Measures
Name Type 2027 in 2037

Rani Elevated Rotary Interchange

1 Chennamma 7 Legged 17460* 24630* Proposed and Major directions
Circle* are lifted up

Future provision for Elevated 4

2 Kamaripeth 4 Legged 6004 8469 lane – 2 way flyover is
proposed

Future provision for Elevated 4

New English
3 5 Legged 7699 10860 lane – 2 way flyover is
School
proposed

Future provision for Elevated 4

Bankapur
4 4 Legged 5943 8383 lane – 2 way flyover is
Chowk
proposed

*Detailed analysis is presented in following pages.

Proposed Elevated Rotary Interchange:

Elevated Rotary Interchange at Rani Chennamma Junction along with at-grade improvements are
proposed. Existing conflict points reduce substantially by the proposed treatments making the intersection
much safer.

As shown in the table below, major traffic lanes proposed on the elevated rotary interchange are
exclusively routed and merging and diverging is limited to only two directions. Dedicated and delineated
arms are provided for the following:

 From Dharwad to Gadag;

 From Dharwad to Vijapur;
 From Gadag to Dharwad;
 From Gadag to Bankapur – Future provision;
 From Bankapur to Dharwad – Future provision;
 Merging and diverging traffic is limited only for Gadag to Vijapur and Dharwad to Bankapur
(future provision) directions.


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Daily
Peak Hour Maximum
Direction Capacity Total Base Year 2017
Traffic Traffic
Traffic
of each
arm 50% 50% at
06:00-07:00
Elevated Grade

A to C 2112 2112 2000 15125 1056 1056

A to E 2776 2776 2000 34106 1388 1388

A to F 150 303 - 3261 150

A to G 1372 1372 2000 15166 686 686

B to E 4 117 - 482 4

C to D 711 711 - 6917 711

C to E 788 1128 - 12081 788

D to E 611 1135 - 13017 611

E to C 440 670 2000 8401 220 220

E to F 175 203 - 2119 175

E to G 2171 2466 2000 32703 1086 1086

F to C 439 439 - 5657 439

F to G 569 569 - 5995 569

Total 12318 14001 155030 4436 7883

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Proposed Elevated Rotary Interchange – Future provision for Bangalore arm

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Elevated Rotary Interchange with future provision for Bangalore arm

Traffic on the elevated rotary interchange is evaluated.

Horizon Year Horizon Year Horizon Year Horizon Year

2027 (Elevated) 2027 (At grade) 2037 (Elevated) 2037 (At grade)

Direction Growth Growth Growth Growth Growth Growth Growth Growth

Rate Rate Rate Rate Rate Rate Rate Rate
3.5% 5% 3.5% 5% 3.5% 5% 3.5% 5%

A to C 1490 1720 1490 1720 2101 2802 2101 2802

A to E 1958 2261 1958 2261 2762 3683 2762 3683

A to F 0 0 212 244 0 0 298 398

A to G 968 1117 968 1117 1365 1820 1365 1820

B to E 0 0 6 7 0 0 8 11

C to D 0 0 1003 1158 0 0 1415 1886

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Horizon Year Horizon Year Horizon Year Horizon Year

2027 (Elevated) 2027 (At grade) 2037 (Elevated) 2037 (At grade)

Direction Growth Growth Growth Growth Growth Growth Growth Growth

Rate Rate Rate Rate Rate Rate Rate Rate
3.5% 5% 3.5% 5% 3.5% 5% 3.5% 5%

C to E 0 0 1112 1284 0 0 1568 2091

D to E 0 0 862 995 0 0 1216 1621

E to C 310 358 310 358 438 584 438 584

E to F 0 0 247 285 0 0 348 464

E to G 1532 1769 1532 1769 2161 2881 2161 2881

F to C 0 0 619 715 0 0 874 1165

F to G 0 0 803 927 0 0 1132 1510

Total 6257 7226 11120 12841 8827 11770 15686 20916

The leakages from the proposed bypass in future years (details of which are not available as of date) along
with a fully operational BRTS is expected to bring down the vehicular traffic numbers. This would imply
that the proposed rotary interchange may be adequate even until 2037. Even so, the above numbers
inform of the much-needed requirement for grade-separation considering that the peak hour volume from
all legs at Rani Chennamma junction is 12,378 (i.e. above 10,000) and keeping in mind the development
works proposed in the vicinity in the various government reports. In urban situations, as per Austroads, it
is typically not feasible to provide for a planning horizon of 20 years. It is necessary that the design
provides reasonable capacity and achieves a balanced level of service throughout the network and along
the entire link. A 10 year forecast is also supplied based on the extent of information available and it is
noted that the proposed rotary interchange is adequate for 2027.

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8 IMPROVEMENT PROPOSAL

A rigorous process was followed in the development of the

concepts/alternatives on this project.

Based on the review of information in various government reports available, traffic analysis and
forecasts, state-of-the-art VISSIM simulation, site constraints, land-use plans – existing and proposed,
master-planning studies/documents and client feedback, the following conceptual options are proposed
at each of the nominated junctions:
 Rani Chennamma Circle in Hubballi (Stage 1):
Grade-separated structures in the form of an Elevated Rotary Interchange with dedicated,
delineated arms for Vijapur Road, Gadag Road and Dharwad Road along with at-grade treatments.
Future expansion without reconstruction by enabling future provision for the Bangalore arm which
is currently deferred for Stage 2 is provided from the elevated rotary interchange at Rani
Chennamma Junction.
 Hosur Junction in Hubballi (Stage 1):
As requested by the client and ministers, the dedicated arm to/from Dharwad is proposed to
continue up to and beyond Hosur Junction with a dedicated left turning lane onto Gokul Road
towards Hubli Airport.
 Dimhans circle (Mental hospital) in Dharwad to Jubilee Circle in Dharwad continuing up to
Kalaghataghi Toll Plaza Junction on PB Road (Stage 3):
A continuous, elevated 4 lane – 2 way flyover is proposed from DIMHANS junction (near the
Dharwad New Bus Stand gate) all the way up to Kalaghathaghi Toll Plaza Junction going towards
Hubballi on NH4. This proposed arrangement flies over DIMHANS junction, Old DSP Office
Circle junction, Jubilee Circle, Court Circle, NTTF Circle, Bagalakote Petrol Pump (BP) Circle
and Kalghatagi Toll Plaza Circle and gives direct signal-free connectivity for Hubli-bound heavy
through traffic as well as Belagavi-bound heavy through traffic. The proposed arrangement also
provides for dedicated access to through traffic travelling towards/from Karwar Road at
Kalghatagi Toll Plaza Junction. This proposed overall arrangement warrants minimal land
acquisition.
 From the Rotary Interchange at Rani Chennamma Junction via Kamaripeth Police Station
Junction and beyond Bankapur Chowk (Stage 2):
Client input as well as the forecasted traffic at Kamaripeth Police Station, New English Medium
School junction and Bankapur Chowk warrant grade-separation. As informed by the client,
considering that four-laning works are proposed at-grade for the Bangalore leg under a separate
project by the client, the Bangalore arm from the interchange is currently deferred and future
provision for a Continuous flyover from the elevated rotary interchange at Rani Chennamma

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Circle along and above the existing NH4 together with at-grade treatments at the congested and
narrow intersections -Kamaripeth Police Station Junction, New English Medium school junction
and Bankapur Chowk is proposed. The future provision for the Bangalore arm from the elevated
rotary interchange at Rani Chennamma Junction allows for future expansion without
reconstruction.

The City Development Plan for 2041 has identified Rani Chennamma Junction and
Jubilee Circle as major accident prone areas.

8.1 RANI CHENNAMMA JUNCTION (Stage 1):

The City Development Plan for 2041 has identified Rani Chennamma Junction as a major accident
prone area.

Three concept designs for Rani Chennamma Junction were rigorously investigated. Based on the
studies, an elevated rotary interchange with appropriate access control is proposed at Rani Chennamma
Circle.

EXISTING RANI CHENNAMMA JUNCTION:

This junction is identified as the most critical among the nominated intersections with seven roads
converging at this location.

They are as follows:

 NH4 from Dharwad in the North-West that travels along and intersects this junction and then travels
down south to Bangalore;

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 NH218 from Vijayapur in the North-East that travels along and intersects this junction and then
travels down south to Karwar;
 NH63 from Gadag in the East;
 Two local access roads – Neeligin Road & Anchatgeri Galli.

SITE CONDITIONS/CONSTRAINTS:
The enclosed development map in the Annexure depicts the various public facilities in the vicinity of
this intersection that may/will have an impact on the traffic movements and parking at this
intersection.
In the immediate vicinity of this intersection are the following public facilities:
 KSRTC Bus Stand: The ingress and egress of inter-state public transport buses, their volumes and
directional distribution are aspects that require considered resolution for the safe and efficient
operation of this intersection. It is proposed to develop this bus stand into a modern bus station
and commercial building.
 Bus Rapid Transit System (BRTS): Any integrated solution may need to be sympathetic of an
upcoming BRTS system being constructed to travel along and intersect this junction. A BRTS
system is considered as an efficient and sustainable means of public transport. This may need to
be inclusive of any integrated solution proposal. There is no BRTS lane in solid approaches.
 Muslim Prayer Ground (Eidgah): Pedestrian access, their volume and safe usage of this facility by
pedestrians and pilgrims requires careful considerations for eliminating pedestrian-vehicle
conflicts and improving safety.
 Muslim Monument/Structure: There is a religious monument/structure within the intersection
which may need to be preserved. Pedestrian and vehicular access control to this site will require
careful consideration.
 Commercial Establishments: There are shops, bakeries, a bank, restaurants etc. at and in the
vicinity of these intersections and this will require careful parking management and a parking
strategy/facility.
 Court Building & Famous Sai Temple at Court Circle: Patrons to this facility most likely use this
intersection.
 Proposed Multi-level Car Park at Court Circle: HDMC has specified a proposed multi-level car
park at Court Circle. The project includes redevelopment of existing space and would provide
multi-level parking facility. The site has total area of 4147 Sq. m. The project is proposed to be
implemented under a public private partnership (PPP) model. The total estimated cost for manual
car parking system is Rs. 29.41 Crore. The total estimated cost for automated car parking system
is Rs. 40.82 Crore.
 Existing Commercial Complex at Court Circle: Patrons to this facility most likely use this
intersection.
 Private Bus Depot/Pick-up Point: Buses to and from this facility most likely use this intersection.

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 Vegetable Market/M G Market: Vehicular traffic to and from this facility most likely use this
intersection. HDMC has proposed the development of M.G. Market in Hubballi. The site has total
area of 1.92 Acres. The main objectives of the development of the proposed site is the
redevelopment of existing market; rehabilitating the existing occupants and provide an organized
high end multi utility retail cum office space with ample parking facilities. The project is
proposed to be implemented under a public private partnership (PPP) model. The total cost
estimated is Rs. 66 crore.
The present mini-roundabout at Rani Chennamma Junction is dysfunctional in regulating the significant
traffic this intersection experiences. Traffic analysis, simulation and reviewed literature/reports suggest
that heavy through traffic will need separation from local access traffic to improve the efficiency,
operation and safety of this intersection.
The City Development Plan for 2041 has identified Rani Chennamma Junction and Jubilee Circle
as major accident prone areas.

Rani Chennamma Circle, Hubli

Key aspects identified from the traffic analysis of Rani Chennamma junction are as follows:

Road limbs from Gadag & Dharwad combined contribute around 75% of traffic towards circle.
There is no contribution to circle traffic from Market Limb & Bijapur side road.

Out of the total traffic at circle 42% traffic moves toward Dharwad Road, 34 % toward Bijapur
Road and 18% towards Bangalore/Bankapur branch. No traffic moves towards Gadag Rd & Market
side road (i.e. Anchatgeri Galli).

It is understood that BRTS (Bus Rapid Transit System) will be implementing ATCS signals along the
BRTS corridor and agreements are in place with NEC for hardware & implementation and with CDAC

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for software systems and traffic management.

CONCEPT DESIGN OPTIONS:

The results of the traffic analysis suggest the following:
 Road limbs from Gadag & Dharwad combined contribute around 75% of traffic towards
circle.
 Out of the total traffic at circle 42% traffic moves toward Dharwad Road, 34 % toward
Bijapur Road and 18% towards Bangalore/Bankapur branch.

RATIONALE:
In light of the above traffic conditions, traffic analysis and simulation, grade separation of through
traffic from local access traffic/pedestrians/cyclists is warranted from an intersection safety,
functionality and efficiency point of view. To achieve this, the following would be required from a
safety, capacity and LOS perspective:

 Grade separation of through traffic in the form of an elevated rotary interchange with dedicated,
delineated arms.
 AT-GRADE TREATMENTS such as traffic islands, splitter islands, roundabout, pedestrian
crossings with refuge space, landscaping and beautification, urban interventions and treatments
in accordance with western best practice etc.

GRADE SEPARATION:
 Based on the traffic analysis and forecasts, dedicated and delineated arms are recommended for the
following:
o Traffic coming from Dharwad and travelling towards Vijayapur.
o Traffic coming from Dharwad and travelling towards Gadag.
o Traffic coming from Gadag and travelling towards Bangalore – future provision.
o Traffic coming from Gadag and travelling towards Dharwad.
o Traffic coming from Bankapur Chowk/Bangalore and travelling towards Dharwad – future
provision.

The traffic analysis has also identified that the substantial traffic that comes from Gadag and heads
towards Vijaypur needs to be catered for at Rani Chennamma Circle. However, it is envisaged that with
the construction of the proposed ring road in the future, heavy truck traffic from Gadag may not travel
towards Rani Chenamma junction (unless their destination is to the Old Bus Stand) and will instead use
the new bypass. However, in light of the recommendations in the CTTP, the Revised City Development
Plan for 2041, future land-use changes proposed, proposed commercial developments in the vicinity of
Rani Chennamma junction, provision for substantial local access traffic that could be generated from

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the Gadag limb direction and turning towards Vijapur may need to be catered for.

In light of various government reports and the overall governmental planning for the area, our client has
requested the following:
 An arm from Dharwad towards Gadag which will is also catered for. There is no BRTS lane in
solid approaches.
 Extension of the flyover arms of the elevated rotary interchange at Rani Chennamma Circle
heading towards Dharwad to be continued past Hosur Junction and a dedicated one-way left arm
towards Hubli Airport to enable direct connectivity between Hubli Railway Station and Hubli
Airport. Similarly, the arm heading towards Rani Chennamma Circle from Dharwad to commence
just south of Hosur Junction. Refer enclosed preliminary drawings of the proposed concepts.

Review of documents/reports/proposals by various stakeholders and authorities and results of traffic

analysis and simulation for Rani Chennamma junction indicates broadly the following:
 Separation of heavy through traffic from local access traffic to improve operational efficiency,
safety and functionality of this intersection. Our client‟s TOR informs to consider grade-separated
structures to achieve this objective.
 Pedestrian safety and accessibility.
 Mass rapid transit public transport corridor – i.e. proposed BRTS along the Hubli – Dharwad
corridor.
 Smart City requirements and features.
 Impact of existing and future proposed bypasses.
 Existing and proposed land-use.
 Master-plans and requirements of the city planning document for 2041 for Hubli – Dharwad.

The CTTP has outlined the strategies to be followed to ensure mobility and accessibility to the growing
population of the twin cities. The predominant focus of the CTTP is on strengthening the sustainable
modes of transport like Public Transport (PT) and Non- Motorized Transport (NMT) like walking and
cycling.

CONCEPT PROPOSAL FOR RANI CHENNAMMA JUNCTION (STAGE 1):

In light of the traffic characteristics, site constraints and reviewed literature/reports/proposals, an

elevated rotary interchange with dedicated and delineated arms is proposed at Rani Chennamma
Junction for the following reasons:
 Accommodates the major through and turning movements at this intersection;
 Substantially reduces the number of conflict points between heavy through traffic and local
access traffic;

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 Improves the safety of the at-grade intersection and interchange in general by grade separating
heavy vehicles from pedestrians and local access traffic;
 Acts as a traffic calming measure by slowing the heavy through traffic to design speeds of 30
kmph while negotiating the rotary.
 Caters to Smart City requirements for pedestrian safety/movements at the at-grade level by
separating heavy through traffic and a proportion of local access traffic thereby making the at-
grade intersection safer for all.
 Helps better planning and design of the at-grade traffic treatments which would cater mainly to
local access traffic, pedestrians, cyclists, buses travelling to and from the Old City Bus Stand
and BRTS.
 At the at-grade level, safely accommodates and makes allowances for multiple modes (i.e.
pedestrians, cyclists, BRTS and low to medium density local access vehicular traffic) thereby
making it safer and more functional and in line with Smart City requirements. Also helps better
planning and design of the at-grade traffic treatments. There is no BRTS lane in solid
approaches.
 Helps to enhance overall traffic operations by appropriate restriction of access to allow the local
road system and the heavy through traffic to operate effectively and efficiently.
 Reduces/eliminates capacity and congestion issues associated with vehicular parking at and in
the vicinity of the at-grade intersection.
 As preferred by the client, gives a visually pleasing view of the historically significant and
heritage listed Rani Chennamma statue when travelling over the rotary thereby enhancing the
community character and pride of the locals.
 Fits in with the site constraints at this intersection and requires minimal to no land acquisition.

In the proposed elevated rotary interchange vehicles from the converging arms are forced to move in
one direction in an orderly and regimented manner and “weave out” of the rotary movement into their
desired directions. To reduce “weaving movements” and potential conflict points for the principal
routes carrying heavy traffic at this intersection, the following four directions will have dedicated arms:

o Traffic coming from Dharwad and travelling towards Vijayapur.

o Traffic coming from Dharwad and travelling towards Gadag.
o Traffic coming from Gadag and travelling towards Bangalore – future provision in Stage 2.
o Traffic coming from Gadag and travelling towards Dharwad - future provision in Stage 2.
o Traffic coming from Bankapur Chowk/Bangalore and travelling towards Dharwad – future
provision in Stage 2.
The inner lanes of the rotary will cater for the circulatory motion inside the rotary mainly for traffic
coming from Gadag and going towards Vijaypur and future provision for traffic coming from Dharwad
and going towards Bangalore. Grade-separation of the major turning movements also substantially
reduces the number of at-grade conflict points thereby making the at-grade intersection much
safer for all modes (i.e. pedestrians, cyclists and vehicular traffic). The at-grade intersection can
then be designed as pedestrian-friendly with appropriate urban and traffic treatments, measures and

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controls. This should make the intersection welcoming to all thereby enhancing the economic activity in
the area.

The impact of the existing bypass, a proposed bypass in the future to connect Hubli-Solapur Road to
Pune-Bangalore National Highway (No. 4) at Bidnal and proposed future developments/land-use
changes as part of master planning processes were duly considered when assessing the traffic and
turning movement from Gadag towards Vijayapur.

Clause 3.1 (d) in IRC 65 – 1976 mentions that “Rotaries are especially suited for intersections with five
or more intersection legs though these can also be adopted at intersections with 3 or 4 legs”.

The shape and disposition in the concept design proposed for the rotary interchange is based upon the
number and arrangement of the intersecting roads and the traffic flow pattern. The design of the rotary
is developed by connecting the one-way entrance and exit roads to form a closed figure with the
minimum weaving lengths interposed between two intersecting legs and then adjusting for the
minimum radius of the rotary corresponding to the design speed which is chosen as 30kmph as per IRC
65 – 1976. While finalizing the shape of the rotary island, traffic streams within the rotary are given
dominance over the streams of traffic entering from different roads. The shape of the depicted layout in
the concept design is governed by the existing road approaches on all seven sides and provides the only
satisfactory solution for the given site constraints and traffic flows with minimal additional land
acquisition required at Rani Chennamma Junction for this proposed shape and geometry of the
rotary. The elliptical/elongated shape also favors through traffic which is the requirement of the design
intent i.e. efficient clearance of through traffic at this intersection. The proposed concept satisfies
„weaving length‟ requirements and „sight distance‟ requirements as per IRC 65 – 1976. The width of
the carriageways is based on the existing site constraints and capacity requirements for the horizon year.

Refer to traffic analysis for more information.

The elliptical/elongated shape also favors through traffic which is the requirement of the design intent
i.e. the efficient clearance of through traffic at this intersection.

An efficient and clear access control is envisaged for the rotary in which adequate signage placed well
in advance of the rotary and at appropriate locations on the rotary interchange will inform the drivers of
the lanes to stick to for travelling towards the respective directions. The outermost lanes of the rotary
are designed to enable quick and efficient clearance of through traffic in the respective major directions
identified through the traffic analysis and as such will not permit access to vehicles in the inner lanes on
the rotary and their associated weaving maneuvers. The rotary will be appropriately access-controlled
through the judicious use of modern traffic treatments and measures to streamline traffic for efficient
operation and management of traffic. The function of the outermost dedicated lanes is to act as
dedicated corridors for through traffic. The second outermost lanes will permit weaving manoeuvres.
Slow-moving traffic such as three-wheelers will not be permitted access onto the rotary interchange.

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Strict driver behaviour will be enforced through the use of carefully designed and appropriately placed
modern traffic treatments and measures. By doing so, a slow-speed zone is envisaged for the entire at-
grade intersection thereby making it much safer and welcoming to pedestrians. It is hoped that by doing
so, local commercial establishments will stand to benefit by the increased patronage which in turn will
help enhance the local economic activity and commerce. Rani Chennamma Junction is thus
envisaged as a safe and welcoming intersection for a vibrant community which includes pedestrians
and all modes.

Contemporary urban landscaping and urban elements that fit in with the local character of the area are
proposed at Rani Chennamma junction.

A slow-speed zone is envisaged at Rani Chennamma Junction for the rotary interchange and the entire
at-grade intersection below thereby making it much safer and welcoming to pedestrians. It is anticipated
that by doing so, local commercial establishments will stand to benefit by the increased patronage
which in turn will help enhance the local economic activity and commerce.

Two other concepts investigated attempt to separate the dedicated delineated arms of the rotary
interchange vertically in space (i.e. flyovers at either 2 levels with and without vehicular underpass).
However, site constraints severely restrict their applicability. Built urban developments in the vicinity
may need to be acquired and demolished to accommodate the other two options.

CONCEPT 1: ELEVATED ROTARY INTERCHANGE

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The down ramp of the one-way Vijayapura arm meets at-grade traffic near Kubera Apartment & Girias
showroom before Desai Circle. This ensures a dedicated corridor up to Desai Circle for Vijayapura-
bound traffic. The dedicated 4 lane – 2 way corridor for the Gadag arm meets at-grade traffic near
Shivkrupa Hospital (Dugani) and LIC Main Building enabling connectivity between Hubballi Railway
Station and the rotary interchange. The future provision for the currently deferred dedicated 4 lane – 2
way corridor for the Bangalore arm passes through the congested and narrow Old City areas and flies
over Kamaripeth Junction, New English Medium School Junction, Bankapur Chowk and meets at-grade
traffic near Royal Function Hall and Indian Oil Petrol Pump on Old NH4 giving direct signal-free
connectivity to Bangalore-bound traffic as well as Rani Chennamma Junction-bound traffic.
Complimented with modern at-grade traffic treatments and contemporary urban landscaping that is
visually delightful, the proposed treatments deliver functionally efficient and safer intersections that are
pedestrian-friendly, flexible and aesthetically pleasing for a modern Hubli-Dharwad.

INTERSECTION SAFETY:
Considering that the City Development Plan for 2041 has identified Rani Chennamma Junction and
Jubilee Circle as major accident prone areas, the proposed concept for Rani Chennamma Junction
substantially reduces the number of conflict points at Rani Chennamma Junction. The following figures
for typical four-legged intersections emphasize the much improved safety offered by rotaries compared
to conventional intersections.

Conflicts at a conventional four-legged intersection

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Conflicts - Conventional four-legged intersection v/s roundabout

Note the substantially reduced number of conflict points at a four-legged rotary (8) v/s conventional
four-legged intersection (32) i.e. 75% reduction in motor vehicle conflicts is achieved at a four-legged
rotary. Rotaries are even more beneficial for more than four legs.

Note, how the number of conflict points increases with increasing number of intersection legs. Given
that Rani Chennamma Junction is a seven-legged intersection, the number of conflict points is more
than 168 at this junction. It is not surprising that it has been listed as a major accident-prone junction in
the City Development Plan for 2041 by HDMC. The proposed concept of the elevated rotary
interchange substantially reduces the number of conflict points at Rani Chennamma junction
making it much safer for vehicles as well as pedestrians.

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Vehicular/Pedestrian Conflicts – Conventional Intersection v/s 4-legged rotary

CONCEPT 2:

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CONCEPT 3:

Kamaripeth Police Station Junction to Bankapur Chowk in Hubballi:

Future provision in Stage 2 is made for the currently deferred Continuous flyover from the rotary
interchange at Rani Chennamma Junction along and above the existing NH4 together with currently
proposed at-grade treatments at Kamaripeth Police Station Junction, New English Medium school
junction and Bankapur Chowk.

Future provision (Stage 2) - Proposed Flyover at New English Medium School Junction, Hubballi

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Future Provision (Stage 2) - Proposed Flyover Up/Down Ramp south of Bankapur Chowk,
Hubballi

The proposed mitigation measures minimize a substantial number of conflict points at all the
nominated intersections thereby achieving increased safety for all modes, improves intersection
efficiency and incorporates modern traffic treatments/controls and pedestrian-friendly measures. This
study is supplemented with preliminary environmental & social investigations, traffic analysis and cost
estimates of the recommended options.

HOSUR JUNCTION (STAGE 1)

Grade-separated structure in the form of a two-way four lane elevated fly over to/from the Dharwad
arm of the rotary interchange at Rani Chennamma Junction with a dedicated one-way left arm towards
Hubli Airport.

Proposed Flyover Arrangement at Hosur Junction, Hubballi

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DHARWAD (STAGE 3):

Jubilee circle is a major five-legged junction in the Dharwad city centre. There are more than 80
conflict points at this intersection making it a dangerous intersection. After rigorous traffic analyses,
simulation, client input and review of various government reports, a continuous, elevated 4 lane – 2
way flyover is proposed from DIMHANS junction (near the Dharwad New Bus Stand gate) all the way
up to Kalghatagi Toll Plaza Circle going towards Hubballi on NH4. This proposed arrangement flies
over DIMHANS junction, Old DSP Circle junction, Jubilee Circle, Court Circle, NTTF Circle and
Bagalkote Petrol Pump (BP) Circle landing just before Kalghatagi Toll Plaza Circle. It gives direct
signal-free connectivity for Hubli-bound heavy through traffic as well as Belagavi-bound heavy through
traffic. It also caters for the through traffic coming from/going towards Karwar Road at Kalaghataghi
Toll Plaza junction. This proposed overall arrangement warrants minimal land acquisition.

Grade-separated structure in the form of a two-way continuous four-lane elevated fly over along and
over NH4 along with at-grade treatments at the junctions.

Proposed Flyover at DIMHANS Junction (STAGE 3)

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Proposed Flyover at Old DSP Office Circle (STAGE 3)

Aerial View – Proposed Flyover at Jubilee Circle (STAGE 3)

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9 PAVEMENT DESIGN REPORT

9.1 Introduction
The entire length of the project road has flexible pavement with width varying from 5.5m to 7.5m wherever
site constraints permit. Following junctions in Dharwad have been considered as Rigid Pavement. The
existing road between Dimhans and Jubilee Circle is under consideration of separate detailed project report
(DPR) under PWD, NH DIVISION, HUBLI.

Flexible pavement design prepared using the guidelines of IRC. A comparison of both types of pavements
has been carried out and an optimum solution based on the characteristics of existing materials, good
engineering judgement and environmental conditions has been recommended.

9.2 Design Guide Lines

IRC 37-2012 and IRC-58-2015 suggests the guidelines for design of new flexible pavement and rigid
pavement respectively.

9.3 Pavement Investigation

Various pavement investigations were carried-out to ascertain the condition of the existing pavement and
the quality of the material in the existing pavement.
 Pavement Condition Survey – visual inspection
 Test Pit Investigation
 Pavement Roughness Survey
 Benkelman Beam Deflection test
 Axle load survey

9.3.1 Pavement Condition Survey – Visual Inspection

The visual condition survey of the existing pavement was carried out as per the guidelines mentioned in
IRC 81 to identify and quantify the surface defects such as type of pavement, cracks in pavement, rut depth,
ravelling, patchwork etc. Road roughness test was carried out in conformation with IRC SP 30. A summary
of the criteria is given below:
Table 9-1: Summary of Pavement Condition Limits

Pavement Roughness Rut Depth (mm) Cracks (%)

Condition (mm/km)

Excellent <2000 <5 <1

Good 2000 to 2500 5 to 10 1 to 5

Fair 2500 to 3500 10 to 20 5 to 10

Poor 3500 to 4000 >20 10 to 20

Very Poor >4000 - >20

The pavement condition observed varies from good to fair.

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9.3.2 Exiting Pavement Composition

Test pits were dug on the edge of the pavement at every two locations for the in-situ testing of sub-grade
material and to note the pavement layer thickness. The average thickness of the pavement layers observed
is tabulated below:

Table 9-2: Summary of Pavement Layer Thickness

Hubli City

Location BT Layer GSB Total

Gadag Road 160 275 435

Rani Chennamma Circle 125 150 275

Kamripeth Junction 210 275 485

New English School

185 310 495
Junction

Bankapur Junction 165 325 490

Durgamata temple Road 170 350 520

Dharwad City

Location BT Layer GSB Total

Jubilee Circle 210 350 560

Old DSP Circle 210 310 520

Dimhans Circle 180 345 525

9.3.3 Soil Investigations

Classification of Soil
The subgrade soil along the entire stretch of the project road is generally classified as compacted
soil/murum.
Soil Test results
Subgrade soil Various tests were carried out on the soil sample collected from subgrade. The test
results are listed in the table below:

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Table 9-3: Summary of Subgrade Soil Test Results

passing by
Analysis %

Atterbergs
limit in %

Modified
Proctor
weight
Sieve

CBR
Test
IS Group
Location

Silt +
Gravel

Unsoa

Soake
gm/cc
Sand
s. No

OMC

MDD
Clay

ked
PL
LL

PI

d
1 2 3 4 5 6 7 8 9 10 11 12 13

Hubli City

Gadag 18.4 11.

1. 9 36 55 45 22 23 SC 1.776 9.7
Road 0 0

Rani GM
12.
2. Chennam 30 44 26 28 14 14 - 9.25 2.00 8.0
0
ma Circle SM

Kamripeth 18.4 10.

3. 6 34 60 46 21 25 SC 1.778 7.5
Junction 0 0

New
English 18.3 10.
4. 8 32 60 44 21 23 SC 1.767 9.5
School 0 0
Junction

Bankapur 14.
5. 31 42 27 Non Plastic GM 9.50 2.000 11.0
Junction 0

Durgamata
18.6 11.
6. temple 8 30 62 48 22 26 SC 1.767 8.5
0 0
Road

Dharwad City

Jubilee 2.01
1. 42 35 23 Non Plastic GM 8.8 14.0 11.0
Circle 0

Old DSP
2. 58 30 12 45 19 26 GP 8.35 2.00 11.0 8.50
Circle

Dimhans 1.77
3. 8 34 58 47 23 24 SC 18.30 12.0 9.75
Circle 9

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Design CBR%
It is to be noted that the design CBR is considered as 9%.

9.4 Axle Load Survey

The Vehicle Damage Factor (VDF) represents the number of equivalent single Axles (ESA) that would
cause the damage to the road pavement, as one average truck of indicated type. This damage is assumed
to be proportional to the fourth power of the Axle load with one ESA corresponding to 8.16 tonnes of
loads.
VDF depends on the composition of commercial traffic, actual load carried and the sample collected.
The table below gives the VDF calculated and adopted for the design.

Table 9-4: Summary of Vehicle Damage Factor

S. Mode VDF
No.

1. 2 Axle Truck 4.18

2. 3 Axle Truck 5.10

3. 4 Axle Truck 5.43

4. 5 Axle Truck 6.71

5. LCV 0.41

9.5 Traffic Volume count Survey

The classified Traffic Volume Count Survey for both the directions has been carried out at 10 locations.
The estimated ADT have been converted in to AADT by applying the seasonal factor as applicable to
the area. The summary of AADT and projected traffic for the base year and 20-year horizon is given in
Main Report:
Only commercial vehicles are considered for further pavement design calculation.

9.6 Traffic 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 is inconsistent and cannot be
used as basis for further traffic growth rate. Alternatively, the motor vehicle registration data at the
trends in their growth and recent past provide more consistent information on the trends in their growth
and this presents a better tool for estimating future growth rate 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 production and per-capita income on one
hand and the past registration data of different categories of vehicles on the other to determine the
Elasticity of Transport Demand with respect to different categories of vehicles. The detailed
calculations are given in traffic report. The traffic growth rate used for the analysis is 5% as per the
guidelines of IRC SP 84.

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9.7 Traffic Load

Design traffic in terms of Million Standard Axles has been determined from data collected at 2
locations for volume count and 2 locations for axle load along this section of the project road.
The traffic loading in terms of the cumulative number of standard axles for the given period has been
computed using the following relationship.

N = 365*[(1+r)^n-1]*A*D*L*F/r
Where,
N: Cumulative number of standard axles to be catered for in the design in terms of msa
A: initial traffic in the year of completion of construction in terms of the number of commercial
vehicles per day
L: Lane Distribution Factor (0.75)
D: Directional Distribution Factor (1 for 2 lane road & 0.5 for 4 lane road)
n: design life in years
r: annual growth rate of commercial vehicles
F: vehicle damage factor

The above said traffic parameters and VDF for individual vehicles have been used for the computations
of cumulative million standard axles. The design msa for this section of the project road is 60msa.

9.8 Preliminary Design of Flexible Pavement

The flexible pavement has low flexural strength and therefore, layers reflect the deformation of the
lower layers/ subgrade on to the surface layer after the withdrawal of wheel load. To control the
deflection in the subgrade so that no pavement deflections results to the pavement thickness is so
designed that the stresses on the subgrade soil are kept within its bearing power. Loading of bituminous
pavement requires the stiffest layers to be placed at the surface with successive weaker layers down to
subgrade.
For the purpose of structural design, only the number of commercial vehicles of laden weight of 3
tonnes or more and their axle loading will be considered.
Keeping in view international practices, to cater for the increase in loading in highway and for
conservation of natural resources IRC 37 allows new construction methodologies and material such as
cementations base, sub-base, stone matrix asphalt, recycled pavement, modified bitumen, bitumen
emulsion, etc.
The guidelines present fatigue and rutting model corresponding to 80% and 90% reliability. Traffic
greater than 30msa should be designed for 90% reliability. Different grade of bitumen can be used
depending upon the requirement. For traffic greater than 30msa, VG40 has been recommended for both
DBM and BC. DBM has air voids 3% after rolling (Bitumen content being 0.5%-0.6% higher than
optimum). For lower traffic VG 30 may be used. Effective CBR concept is also introduced to account
for difference in CBR of embankment and subgrade.

9.8.1 Sub-base layer

Material passing through 0.425mm (425 micron), LL and PI shall not be more than 25% and 6%.
Material shall have minimum 10% fines value of 50kn when tested in compliance with BS: 812. The
water absorption value (as per IS 2386) of the coarse aggregate shall be less than 2%, if not soundness

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test shall be carried out as per IS 383. 100% sample should pass through 75mm sieve and only 3%-10%
sample should pass through 0.075mm sieve for all the three grades. When coarse graded sub base is
used as a drainage layer, Los Angeles abrasion value should be less than 40, so that there is no crushing
during the rolling and the permeability is retained. The sub base should be composed of two layers, the
lower layer forms the separation /filter layer to prevent intrusion of subgrade soil into the pavement,
and upper layer forms the drainage layer to drain away any water that may enter through surface cracks.
Strength Parameter: Resilient Modulus (MRgsb)

MRgsb= 0.2 X h^(0.45) X MR subgrade,

Where,
H – thickness of subbase layer in mm.
MR value of subbase is dependent on MR value of subgrade since weaker subgrade does not permit
higher modulus of the upper layer because of deformation under loads.

MR subdrage = 10 X CBR, if Subgrade CBR is <=5

MR subgrade = 17.6 X CBR^0.64; if Subgrade CBR is >5

9.8.2 Base Layer

Base layer consists of WMM.

Strength Parameter: Resilient Modulus (MR granular)

When both subbase and base layers are made up of unbound granular layers, the composite resilient
modulus of the granular subbase and base are as follows:
MR granular = 0.2 X h0.45 x MR subgrade
Where h is combined thickness of subbase and base layers in mm.

9.8.3 Pavement Design as per IRC 37

Pavement design is carried out in accordance with IRC 37 for granular base and sub base. The standard
designs given in IRC 37 specify the minimum thickness of various layers for a given traffic load (msa)
and subgrade CBR%. The pavement details are given in table below:

Table 9-5: Summary of Pavement Crust Composition

Pavement Crust Composition

CBR % Msa VG*
BC DBM WMM GSB
9% 32 40 40 95 250 200
VG* - for traffic greater than 30msa, VG 40 has been recommended for both DBM and BC,
DBM has air voids 3% after rolling (Bitumen Content being 0.5%-0.6% higher than optimum)

Table 9-6: Summary of Flexible Pavement Design

Crust HUBBALLI

BC 40mm

DBM 95mm

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WMM 250mm

GSB 200mm

9.8.4 Preliminary Design of Rigid Pavement

Rigid pavement has been designed in accordance with IRC 58 – 2015
a) Design Life and Traffic parameters:
Design life of 30 years is considered as recommended in the IRC. 25% of the total number of
commercial traffic in the predominant direction projected over 30 years is used as design
traffic. 0.8mpa tyer pressure is considered for design.
b) Wheel Base Characteristics
Axle with spacing of less than 4.5m (traverse joint spacing) are considered for estimation of
top-down cracking damage analysis. The percentage of axles with less than 4.5m wheel base is
estimated from axle load survey.
c) Temperature Differential
According to table 1 of IRC 58, the temperature differential is a function of geographical
location of the project road and the temperature differential to be adopted for the project area
(Maharashtra) is given below:

Table 9-7: Summary of Temperature Differential

Concrete Thickness 15cm 20cm 25cm 30cm –

40cm

Temperature Differential 17.3 19.0 20.3 21.0

(°C)

d) Modulus of Subgrade reaction

Dry Lean Concrete (DLC) sub base is generally recommended for a modern concrete
pavement, particularly those with high intensity of traffic.
 Effective CBR of the subgrade soil is considered 9%
 250mm GSB layer
 150mm DLC layer is provided as sub-base
 Effective K-Value after providing DLC layer is 300 Mpa/m

e) Concrete Strength
The 90 days flexural strength for the pavement quality concrete (PQC) has been taken as
4.95mpa (1.1*4.5mpa 28days) for the purpose of design
f) Modulus of Elasticity, Poisson‟s Ratio & Coefficient of Thermal Expansion
The values of the various parameters adopted are:
Modulus of Elasticity = 30,000 Mpa
Poisson‟s Ration = 0.15
Coefficient of thermal expansion = 10 X 10-6/ °C

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g) Design of Slab Thickness

The flexural stress due to the combined action of traffic loads and temperature differential
between the top and bottom fibers of the concrete slab is considered for design of pavement
thickness. 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 cracking is significant only during 10am to 4pm because
of higher stresses, hence the day traffic during the six hours (10am to 4pm) is considered for
bottom-up cracking analysis. Whereas CFD for top-down cracking is significant only during
0am to 6am, hence the six hour night time traffic (0am to 6am) is considered for top-down
cracking analysis.

h) Design Thickness

Table below shows the rigid pavement design

Table 9-11 Summary of Rigid Pavement Design.

S. No. Item Thickness (mm)

1. PQC of M40 grade 300

2. DLC of M10 grade 150

** Thicknesses are assumed based on traffic MSA and existing pavement thickness already been
adopted under separate DPR

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10 COST ESTIMATE

10.1 Project
The project involves construction of flyover & junction improvements at following locations-

HUBBALLI – Revised Stage 1 including Up-Arm for traffic from Airport

10.2 Construction Program

Construction period of the project is 24 months.

10.3 Typical cross sections

Typical cross sections of project road are enclosed in the drawing volume.

10.4 Estimation of Quantities

The quantities of major items of work for the project road have been estimated on the basis of
improvement proposal suggested for the project highway.

10.5 Unit Rate

Unit rates are applied to the quantities to get the direct cost of construction. Unit rates for different
items of works have been analysed as per Standard Data Book. The base rates of labour, machinery,
materials have taken from Schedule of Rates published by Public Works, Ports & Inland Water
Transport Department (NH Zone), and year 2019-20.

10.6 Sources of Material

Based on the site investigation, the following quarries were found most suitable, keeping in view it
quality, availability and distance.

a) Sand : Natural sand will be available at an average lead of 95kms primarily from Haveri, Gadag &
Bagalkot locations
b) Aggregate : Average lead for crushed aggregates will be 85 kms with sources namely Belgavi,
Sattigeri & Karwar Road
c) Borrow Soil : Murum is locally available at 40 kms lead average at Navalgund & Karwar Road
d) Bitumen : Bitumen of prime grades will be available from Manglore Refinery at lead of 355 kms
e) Cement, Steel & Other: These materials are locally available at Hubbali/Dharwad with average
lead of 31 kms.

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10.7 Project Cost

The project cost statement is given in table below:

Construction of Elevated corridor from Km.135.650 to 136.300 on NH63, from Km.249 to

250.050 on Old NH-4 and from Km.192.910 to 193.350 on NH218 for decongestion of traffic in
Ranichennamma Circle in Hubli City/Taluk in the state of Karnataka on EPC Mode
ABSTRACT

S.NO. PARTICULARS amount

1 Site Clearance and Dismantling -

1 Earth Work 49,13,791
2 Granular Base Course and Sub Base 3,12,81,498
3 Pavement (Asphalt & Concrete) 7,64,74,075
4 Construction of Culverts ( Pipe/Box) - New, Widening & Reconstruction 3,07,362
5 Structures :- 1801643370
6 Drainage and Protective Works 2,61,59,074
7 Junctions, Traffic Signs Marking and Other Appurtenances 2,20,05,380
Traffic management during construction and Maintenance during
8 4,96,216
construction
0 Horticulture & Landscaping -
0 Project Facilities (Landscaping, Water kiosk, Beautification of area, -
9 CCTV ) Works (Highway lighting)
Electrical 1,11,36,956
11 Restortion of Dismantled BRTS Work 2,97,15,302
12 Restortion of At Grade road Damages 4,39,82,398
13 Sub-Estimate for traffic diversion , Landsacping,Railing,CCTV work 1,37,89,704
Total Amount 2,06,19,05,126
Total Civil Cost (A) 206.19
b GST 12% on (A) 24.74

Total cost of work for tendering purpose / Total cost including GST 230.93

c Contingencies at 2.8%of (A) 5.77

d Supervision Charges @ 3% of (A) 6.19
e Agency Charges @ 3% of 6.19
Total cost after Applying Centages as per Circular 249.08
f Miantanance Charges for First 10 Years 3.75% 7.73
B Total Civil Construction Cost (B) 256.81
h Price of Escalation 5% per year of A 10.31
Total Project Contract Cost 267.12
1 Utility Relocation 6.28
2 Land Acquisition 24.60
Total Capital Cost of Project 298.00

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11 CONCLUSION AND RECOMMENDATION

11.1 CONCLUSION

Grade-separated structures are proposed at each nominated congested intersection. The concepts were
developed following rigorous traffic analyses, state-of-the-art VISSIM simulation and securing detailed
understanding of the future and planned growth and development of the twin-cities including SMART
City, BRTS etc. To enable this, client input was sought and incorporated and a comprehensive review
of various government reports/proposals/master-planning studies/land-use plans/development plans
(e.g. Revised City Development Plan for Hubli – Dharwad - 2041)/traffic and transportation reports
(e.g. CTTP report)/plans, BRTS proposals, environmental and socio-economic reports was carried out.

The solutions are accordingly proposed for the nominated congested intersections all of which
experience traffic congestion due to a large number of conflict points between heavy through traffic,
local access traffic, pedestrians, on-street parked vehicles and cyclists.

Rani Chennamma Circle in Hubballi (Stage 1):

This junction is the most critical amongst the lot and attracts about 1.6 lakhs vehicles in day. The total
volume of vehicles at this junction is about 83,771 PCU while the peak hour volume is 12,378 PCU.
There are more than 200 conflict points at this intersection making it a dangerous intersection. Grade-
separation is warranted as per IRC guidelines. An Elevated Rotary Interchange with dedicated,
delineated arms to service Vijapur Road, Gadag Road and Dharwad Road along with at-grade
treatments is proposed following rigorous traffic analysis and client input. Future expansion without
reconstruction is made possible by making future provision for the Bangalore arm to/from the rotary
interchange which is currently deferred by the client and is to be included in Stage 2. The form and
shape of the rotary interchange was arrived at after carefully analyzing the through traffic movements,
turning traffic movements, junction safety and capacity and to minimize land acquisition.

Hosur Junction in Hubballi (Stage 1):

Considering the developments proposed, Smart City proposals and client input, the dedicated arm
to/from Dharwad is proposed to continue upto and beyond Hosur Junction with a dedicated left turning
lane onto Gokul Road towards Hubli Airport. This enables direct signal-free connectivity beyond Hosur
Junction for traffic travelling towards and from Dharwad. The proposed arrangement at Hosur Junction
also provides for a dedicated one-way left arm towards Hubli airport/Gokul Road to ensure direct
connectivity to Hubli airport from Hubli Railway Station.
Provision is also made for traffic coming from Airport Road to use the elevated flyover by taking the

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proposed up ramp towards Rani chennamma circle on the road besides Swimming pool complex over
Basava vana park. This will help the movement of vehicles going from Airport Road towards Gadag
road & Vijapur road.

From the Rotary Interchange at Rani Chennamma Junction via Kamaripet Police Station
Junction and beyond Bankapur Chowk (Stage 2):

Client input as well as the forecasted traffic at Kamaripeth Police Station, New English Medium School
junction and Bankapur Chowk warrant grade-separation. As informed by the client, considering that
four-laning works are proposed at-grade for the Bangalore leg under a separate project by the client, the
Bangalore arm from the interchange is currently deferred by the client and therefore future provision for
a Continuous flyover from the elevated rotary interchange at Rani Chennamma Circle along and above
the existing NH4 together with at-grade treatments at the congested and narrow intersections -
Kamaripeth Police Station Junction, New English Medium school junction and Bankapur Chowk is
proposed. The future provision for the Bangalore arm from the elevated rotary interchange at Rani
Chennamma Junction allows for future expansion without reconstruction.

DIMHANS Junction (Mental Hospital) in Dharwad to Jubilee Circle in Dharwad continuing upto
Kalaghatghi Toll Plaza Junction on PB Road (Stage 3):

Jubilee Circle is the most critical junction in Dharwad and the total volume of vehicles is about 68,647
PCU, while the current peak hour volume is about 5707 PCU. There are more than 80 conflict points at
this intersection making it a dangerous intersection. As per IRC guidelines, grade separation for future
capacity is warranted. After rigorous traffic analyses, simulation, client input and review of various
government reports, a continuous, elevated 4 lane – 2 way flyover is proposed from DIMHANS
junction (near the Dharwad New Bus Stand gate) all the way upto Kalghatghi Toll Plaza junction going
towards Hubballi on NH4. This proposed arrangement flies over DIMHANS junction, Old DSP Office
Circle junction, Jubilee Circle, Court Circle, NTTF Circle, Bagalkote Petrol Pump (BP) Circle and
lands just before Kalghatagi Toll Plaza Circle. It gives direct signal-free connectivity for Hubli-bound
heavy through traffic as well as Belagavi-bound heavy through traffic. It also enables direct
connectivity for through traffic coming from/going towards Karwar Rd. This proposed overall
arrangement warrants minimal land acquisition.

The major factors that justified grade separation at all the nominated intersections were:
• Traffic volumes, directional distribution and requirement to maintain uninterrupted flow for
through traffic;
• Junction capacity in urban areas;
• Current and future traffic considering the growth of the city and planned developments.

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• Safety and capacity of at-grade crossing movements.

• Pedestrian Safety at-grade.

Vehicular subways were also investigated for the principal major traffic directions identified from the
traffic analyses. However, space constraints for required carriageway widths, geometrical arrangement
for efficient traffic operations, existing buildings in the vicinity and the impact on their foundations,
intersection drainage issues, sight distance and safety issues, BRTS proposals were some of the reasons
that made the options investigated unfeasible. It was noted that the augmented capacity, safety and
functionally efficient traffic operations achieved through our proposal were not observed for the
vehicular subway options investigated.

At-grade intersections always have a potential for accidents due to conflicting crossing and turning
vehicular movements, regardless of layout, signing and signalization. By separating the levels of
intersecting roadways, both accidents and delays are reduced. Safety is improved at many at-grade
intersections under the proposed flyover/rotary interchange by the provision of the proposed solutions
through reduction of conflict points.

Contemporary urban landscaping and urban elements that fit in with the local character of the area are
proposed at Rani Chennamma junction.

A slow-speed zone is envisaged at Rani Chennamma Junction for the rotary interchange and the entire
at-grade intersection below thereby making it much safer and welcoming to pedestrians. It is anticipated
that by doing so, local commercial establishments will stand to benefit by the increased patronage
which in turn will help enhance the local economic activity and commerce.

Rani Chennamma Junction is thus envisaged as a safe and welcoming intersection for a vibrant
local community which includes pedestrians and all modes.

In Stage 3, for the nominated intersections in Dharwad, at-grade treatments and a continuous elevated
two-way flyover along and above the existing PB on NH4 is proposed. The chief reasons for this
include:

 The distances between the intersections: Separate flyovers at each location i.e. DIMHANS, Old
DSP office circle, Jubilee Circle, Laxmi Talkies Junction, Bagalkot Petrol Pump (BP) junction
and Kalghatghi Junction would have created additional conflict points with at-grade traffic
(through merging, diverging and crossing vehicular movements) when entering and exiting
ramps. This would be hazardous and would not be safe given the distances and site
conditions/constraints. If the existing intersections were located much further apart, separate
flyovers/engineering solutions could be considered.

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 Provision of a continuous elevated corridor for through traffic achieves the following
objectives:
o Maintains uninterrupted flow for through traffic. This also contributes towards making
the at-grade intersections below much safer by reducing the number of conflict points.
o Augments capacity for the given site constraints.
o Does not create additional conflict points created by the provision of separate flyovers
at each junction.

Complimented with modern at-grade traffic treatments and contemporary urban landscaping that is
visually delightful, the proposed treatments deliver functionally efficient and safer intersections that are
pedestrian-friendly, flexible and aesthetically pleasing for a modern Hubli-Dharwad.

The proposed solutions and treatments were well-received and appreciated during the joint meeting
with the Honourable Federal Minister for Road Transport & Highways, Public Representatives,
MoRTH officials, PWD officials & Spectrum officials on 8/8/2018 at Transport Bhawan, New Delhi.
As advised in this meeting, due to fund constraints, the entire project is be staged into three stages, as
follows:

STAGE 1: HUBLI

Stage 1 in Hubli includes the proposed elevated rotary interchange at Rani Chennamma Junction
including the Dharwad and Gadag arms as well as the proposal for Hosur Junction. The Bangalore arm
and Vijaypura arm of the proposed elevated rotary interchange at Rani Chennamma Junction are to be
deferred as Stage 2. The figure below depicts the scope and extent of works in Stage 1.

STAGE 1: HUBBALLI – Revised Stage 1 including Up-Arm (in red) for traffic from Airport

STAGE 2: HUBLI

Stage 2 in Hubli includes only the Bangalore arm and Vijaypura arm of the proposed elevated rotary
interchange at Rani Chennamma Junction. The figure below depicts the scope and extent of works in
Stage 2.

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STAGE 2: Scope and Extent of Works (depicted in Green)

STAGE 3: DHARWAD

Stage 3 in Dharwad includes the entire proposal for Dharwad. The figure below depicts the scope and
extent of works in Stage 3.

STAGE 3: Scope and Extent of Works (depicted in Green)

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11.2 RECOMMENDATIONS

 The proposed solutions require minimal land acquisition.

 Particularly at Rani Chennamma Junction, the form and layout of the rotary interchange is
carefully engineered to fit in the available space and site constraints. The proposed solution also
allows for future expansion without reconstruction.

 The specifics and rationale for the proposed solutions at each of the nominated intersections is
elaborated in sufficient detail in this report.

 The proposed solutions for all the nominated intersections are based on a holistic approach and

are engineered to conform to the broad visions and policies for these intersections by improving

their operations, efficiency, safety and functionality for all modes including pedestrians.

 This report recommends the proposed solutions for the nominated intersections in Hubli –
Dharwad.

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