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Traffic Validation Study for Gadag City Bypass - A Case Study KARTHIK G L 1, POOJA N AKKUR 2, VARUNA M 3 and VIJAY KUMAR
4
1,
Post Graduate Student, Department of Civil Engineering, RV College of Engineering, Bangalore-560059, email-
[email protected] , 2. Post Graduate Student of Civil Engineering, RV College of Engineering, Bangalore-560059, email
[email protected] , 3 Asst. Professor, Department of Civil Engineering, RV College of Engineering, Bangalore-560059,
[email protected] 4 Chief General Manager (Technical), URS Consulting India Pvt. Ltd, Bangalore-560032,
[email protected] Abstract: India has a total road network of 46.90 lakh km accounting for 87% of Passenger and 62.9% of freight movement. Though National Highways (NH) constitutes about 1.7% of total road network but carry about 40% of total road traffic. Cities with population exceeding a value of 1 million on the National Highway Network demands bypass to reduce congestion. Any increase in vehicular growth rate on these NH’s leads to congestion in cities which are locat ed in the Vicinity of National Highways. Such condition is existing in Gadag town as there is mixing up of Through traffic and Local Traffic causing unnecessary slow movement of traffic which in turn increase the vehicle operating cost. So, a Bypass can be proposed if it validates the traffic volume count and its influence on the adjoining states based on Origin and Destination (O-D) studies. Hence a Traffic Validation Study has been done for the proposed Bypass. Project Stretch for bypass Proposal starts from NH-63 near Adani Sompur Village and ends on SH-136 near Hombal in the state of Karnataka. From the O-D analysis results it was found that Karnataka state has the maximum influence on the study corridor accounting to 90% of the total traffic for section 1 and 100% of total traffic for section 2. The AADT at the two locations were found foun d to be 25003 and 4512 PCU’s . The length of the Gadag Bypass as per the proposal is 6.17Km. Keywords: Bypass, Traffic Validation, Influence Factor 1. Background The Project stretch is a part of NH-63 and SH136 in the state of Karnataka. NH-63 starts from the junction of NH-17 near Ankola in Karnataka and ends at Gooty on NH 7 in Andhra Pradesh. The major cities/towns along NH-63 in Karnataka State are Yellapur, Kalghatagi, Hubli, Gadag, Koppal, Hospet, Torangallu and Bellary.. Out of its total length about 2km runs through the Gadag city. SH-136 is a State Highway which runs from Gajendragad to Soaraba within Karnataka state, running for a length of about 285.62 km and about an approximate length of 18km runs through the Gadag district intersecting NH-63 near Hulkoti just 8 km from Gadag city on NH 63 and 11km from Gadag city on the way to Hombal. Gadag Bypass starts on NH-63 at Adavi Sompur Village and ends at Km 32 on SH-136 near Hombal in the state of Karnataka.
Figure.1 Proposed Bypass for Gadag City – City – Karnataka Karnataka State
2. Need for the Study Karnataka has one of the largest reserves of high quality iron ore of about 3447 Million tons .The production is mainly concentrated in Bellary/Hospet area where the Project corridor is located and these mining/industrial activities have a lot of influence on the project corridor generating a huge amount of freight/goods traffic on the study stretch. So estimation of future traffic and justification for the proposal of bypass is of prime importance. In the Present Study Existing Road through the Gadag City was having some Critical Pro blems as Listed below. 1. Existing two lane road was heavily congested due to encroachment of land by local commercial and residential buildings. 2. If Upgradation is a choice then it will lead to total and heavy rehabilitation and cost for rehabilitation is more. 3. Opposition from the local community against the proposal for Upgradation. 4. Journey Speed observed through the Gadag city limit section is 17Kmph, very less due to congestion and local interference. 5. Traffic influence from National Highway and State Highway was more and it was obstructed from local interference causing delay in travel time and upsetting the psychological condition of the Drivers. For the Present Study traffic Validation is carried out for c onstruction of Bypass in Gadag ctiy 3. Objectives: The objective of the present study is to es timate the present and future traffic for the b ypass section. The scope of work includes: 1. To study the existing topographical features of Project Corridor. 2. Estimate the present and future traffic on the bypass sections to justify the lane requirements. 3. To find out Traffic influence on the Project Corridor 4. To Validate the Future traffic Demand for bypass road 4. Review of Related Literature: There have been a number of Feasibility Studies for City Bypass has been done in Various Countries of the World, but a thorough literature search did not find similar research done in Gadag City. This paper takes a unique approach on the Feasibility Studies for a city Bypass. Changes in land use after the construction of Bypass affects road Safety levels (Wafa Elias….et al., 2011).In Lowa Communites after bypass construction crash Rates were significantly got down on both old and new road Networks frequencies and rates were significantly reduced on the old and new road networks and bypass construction also increases traffic safety level by reducing crash rate s.(Lorenzo G.Cena….et al., 2011). The Usefulness of Bypass at Gadag site has been studied and discussed at different levels but there seems to be less research available in this field, so this study will provide significant data on the movement of Traffic at present and future to decide whether the construction of bypass is required are not neglecting other social and economic conditions. 5. Methodology: Based on the literature review, methodology has been developed to validate traffic volume for the construction of bypass. It describes the basis for the selection of study area, data collection and data analysis. The surveys, data collection and analysis carried out during the course of the project work is sho wn below Stage 1 Data Collection 1. Traffic Volume Count 2. Origin and Destination Studies 3. Collection of Fuel Sales on the Project Corridor Stage 2 Data Analysis 1. Estimation of Average Daily Traffic and Average Annual Daily Traffic 2. Analysis of Origin and Destination Data 3. Desire line Diagram and Project Influence Area Stage 3 Traffic Forecasting and Capacity Assessment (IRC-108-1990& IRC-64-1990) 1. Traffic Forecasting 6. Findings, Analysis and Discussion: 6.1 Survey Detail s: Traffic Volume count was carried out at two locations where propose d bypass starts and ends. 1. TVC 1 at Km 196 on NH-63 - Bypass Starting point 2. TVC 2 at Km 32 on SH-136 – Bypass Ends Traffic volume survey counts were carried out for 7 consecutive days for 24 hours with 15 min interval
Table.1 : Traffic Survey Locations on the Project Corridor Location Survey Chainage
Place Name
Km196 on NH-63
near Adavi Sompur
Km 32 on SH-136
on SH-136 near Hombal
Km 196 on NH-63
near Adavi Sompur
Km 32 on SH-136
on SH-136 near Hombal
TVC
O-D
Table 2. Average Daily Traffic (ADT) and Annual Average Daily Traffic (AADT)
Average Daily Traffic (ADT)
Annual Average Daily Traffic (AADT)
At km 196 (on NH-63)
At km 32 (on SH-136)
At km 196 (on NH-63)
At km 32 (on SH-136)
Total Traffic (nos.)
13273
3317
13827
3340
Total PCUs
23503
4319
25003
4512
6.2 Or igin and Destinati on Studies In order to study the travel behaviour of vehicular traffic over the project corridor, the immediate and broad influence area for interaction was identified. The area has been delineated into smaller z ones termed as ‘traffic analysis zones’, and the same has been coded with numerals. The areas outside the project corridor are clubbed and formed zones with respect to their approach to the project road. The zoning system considered for the study is presented in Table 3. Table 3. Traffic Analyses Zone Zone No
Zone Name
1
Koppal, Ganigeri, yalburga, Malekoppa, Gangawathi, Ganigera
2
Bellary, Hospet, Hoovina Hadagagali, Itagi, Kudligi, Torangal, Sandur, Hampi
3
Raichur, Sindanur
4
Davangere, Harapanahalli, Harihar
5
Chitradurga
6
Haveri, Hangal, Shiggaon, Byadgi
7
AdavI Sompur,Lakkundi, Dambal, Jantli shirur, Ron, Alur, Meundi, Mundargi, Lingsur, Sompura
8
Hombal, Navalli, Banaganur, Shelwadi, Nargund, Malwad, Tadahal, Lingadhal, Kurahatti,
9
Gadag Town
10
Gadag Rural, Hoolageri, Hulkoti, Dambal, Nargund, Hulkoti, Haliyal, Shirahatti, Betageri
11
Lakshmeeswara, Mandor, Mulgund, Doni, Narsapur, Mallapura, Dindur, Kanavihapura, Yavagal
12
Dharwad, Annegeri,Hubli, Navalgund, Hanagal, Shirguppi, Hallikere
13
Belgaum, Bagalkot, koodalasangama, Mudhol, Badami, Matti Koppa, Gokak, Saundatti, Ramdur
14
Bijapur,Gulbarga, Balaganur, Itakal, Gangapura, Karajagi
15
Uttara Kannad, Mangalore, Karwar, Honnavara, Dandeli, Sirsi
16
Shimoga, Shikaripur, Shiralkoppa, Mallasamudra
17
Rest of Karnataka (South Karnataka), Bangalore, Kalasapur
18
Goa
19
Maharashtra
20
Andhra Pradesh
21
Tamil Nadu & Kerala
22
Rest of India
Table 4. Sample Size Considered for Origin and Destination Studies Depending upon ADT count. Vehicle Type
Km196 onNH-63
Km32 on NH-136
Car/jeep/Van/Taxi
10%
35%
LCV
5%
6%
2 axle
9%
22%
3 axle
5%
13%
MAV
3%
0%
The vehicles during the O-D surveys were interviewed on a random sample basis. Based on the sample size of different categories of vehicles interviewed during the OD survey, expansion factors were calculated for the expansion of O-D matrices generated from the sample data to make the assessment of the travel patterns of the vehicles plying on the project road. Location wise mode wise sa mple size is presented in the above table. 7. Estimation of Traffic for Gadag Bypass The possible divertable traffic on to the proposed bypass is estimated from the through traffic plying on the arterials of Gadag on which the traffic surveys were carried out. This through traffic is estimated by conducting O-D surveys on the arterials. Two sections have been identified as traffic sections on the Bypass. They are: Section I: Between NH-63 (near adavi sompur) and NH-63 (near Shanbag Hotel) Section 2: Between NH-63 (near Shanbag Hotel) and SH-136.
Figure.2 Proposed Bypass Sections
Various identified traffic movements on the bypass are presented in Table 5. Section wise traffic movements on the bypass are presented in Table 6. Section wise percentage of through traffic is estimated from O-D matrix and presented in the Table 7 Table 5. Identified Traffic Movements Zones Movement No
Movement(Both Direction)
1
From
To
NH-63 (Hospet Side) to NH-63 (Hubli side)
1,2,3,4,5,7,14,20&21
6,10,11,12,13,15,16,18 & 19
2
NH-63 (Hospet Side) to SH-136
1,2,3,4,5,7,14,20&21
8
3
NH-63 (Hubli ) to SH-136
6,10,11,12,13,15,16,18 & 19
8
Table 6. Section Wise Traffic Movements
Section
Traffic Movements
Section 1
1 and 2
Section 2
2 and 3
Table 7. Percentage of Through Traffic Based on OD Matrices % of Through Traffic At Km 196 on NH-63
Section
At Km 32 on SH-136
Km 27+060 to 30+570
km 24+400 to 30+570
24+400 to 27+060
Car/Taxi
62%
0.9%
1.0%
LCV
44%
0.8%
3.2%
2-Axle truck
60%
0.0%
14.3%
3-Axle truck
86%
0.0%
0.0%
MAV//HCM/EME
76%
0.0%
0.0%
Table 8. Estimated Section wise Traffic for Gadag Bypass AADT Sl. No
Vehicle Type Km 27+060 to 30+570
Km 24+400 to 27+060
1
Car/Taxi
2124
34
2
LCV
1176
39
3
2-Axle truck
831
5
4
3-Axle truck
1177
0
5
MAV//HCM/EME
557
0
8. Traffic Projection and Capacity Assesment Traffic Growth rates have been found out from previous feas ibility Studies tabulated as below tables Table 9. Traffic Growth Rate of Commercial Vehicles Growth Rate SL No
Location LCV
BUS
2 Axle
3 Axle
MAV
1
Km 27+060 to 30+570
7.20%
7.60%
4.90%
8.50%
0.00%
2
Km 24+400 to 27+060
6.80%
7.70%
4.50%
8.00%
8.00%
Table 10. Projected Traffic for Section 1(fig.1) KM 27+060 to 30+570
Year
Car/Jeep /Van
LCV
2 Axle Truck
3 Axle Truck
MAV (4-6 Axle)
Total Traffic (no.s)
Total Traffic (PCU)
2013
2124
1176
831
1177
557
5865
12419
2014
2277
1256
868
1271
602
6274
13287
2015
2441
1341
907
1373
650
6712
14217
2016
2617
1433
948
1483
702
7182
15216
2017
2805
1530
991
1601
758
7685
16287
2018
3007
1634
1036
1729
818
8224
17436
2019
3223
1745
1082
1868
884
8802
18668
2020
3456
1864
1131
2017
955
9422
19991
2021
3704
1991
1182
2179
1031
10086
21410
2022
3971
2126
1235
2353
1113
10798
22934
2023
4257
2270
1291
2541
1203
11562
24569
2024
4563
2425
1349
2744
1299
12380
26324
2025
4892
2590
1409
2964
1403
13258
28208
2026
5244
2766
1473
3201
1515
14199
30231
2027
5622
2954
1539
3457
1636
15208
32403
2028
6027
3155
1608
3734
1767
16290
34736
2029
6461
3369
1681
4032
1908
17451
37241
2030
6926
3598
1756
4355
2061
18696
39931
2031
7424
3843
1835
4703
2226
20032
42821
2032
7959
4105
1918
5080
2404
21465
45925
2033
8532
4384
2004
5486
2596
23002
49260
Table 11. Projected Traffic for Section 2(fig.1) KM 24+400 to 27+060
Year
Car/Jeep /Van
LCV
2 Axle Truck
3 Axle Truck
MAV (4-6 Axle)
Total Traffic (no.s)
Total Traffic (PCU)
2013
34
39
5
0
0
78
108
2014
36
42
5
0
0
83
115
2015
39
44
5
0
0
89
122
2016
42
48
6
0
0
95
130
2017
45
51
6
0
0
102
139
2018
48
54
6
0
0
109
148
2019
52
58
7
0
0
116
158
2020
55
62
7
0
0
124
168
2021
59
66
7
0
0
132
180
2022
64
71
7
0
0
142
192
2023
68
75
8
0
0
151
204
2024
73
80
8
0
0
162
218
2025
78
86
8
0
0
173
233
2026
84
92
9
0
0
185
248
2027
90
98
9
0
0
197
265
2028
96
105
10
0
0
211
282
2029
103
112
10
0
0
225
301
2030
111
119
11
0
0
241
322
2031
119
127
11
0
0
257
343
2032
127
136
12
0
0
275
366
2033
137
145
12
0
0
294
391
9. Capacity Assesment The Design Service Volume (DSV) for 2-lane roads as per IRC: 64-1990 is 15,000 PCU. This corr esponds to a Level of Service ‘B’ (LOS ‘B’) which represents a zone of stable low, with the drivers still having reasonable freedom to select their desired speed and manoeuvre within the traffic stream. The next level of service, LOS ‘C’ for 2 -lane roads as per IRC: 64- 1990 is 21,000 PCU. LOS ‘C’ is also a zone of stable flow, but marks the beginning of a range of flow in which the operation of individual users becomes significantly affected by interaction with others in the traffic stream. For 4-lane divided carriageways in plain terrain with good earthen shoulders and a minimum 3m median, IRC: 64-1990 suggests a design capacity of 35,000 PCU. It is commented that the capacity of 2-lane roads can be improved by providing paved shoulders of at least 1.5m width. Motorcycles, bicycles and such traffic that has a significant adverse impact on lane capacity would be able to travel on the paved shoulder portion. As such, a 15% capacity increase can be expected for 2-lane roads with paved shoulders as above. Table 12. Capacity assessment for Gadag City Bypass Lane Requirement Location
Year
PCU/Day LOS-B
2013
12419
2 Lane with 1.5m Earthen Shoulder
2016
15216
2 Lane with 1.5m Paved Shoulder
2019
18668
2021
21410
2024
26324
2029
LOS-C
2 Lane with 1.5m Earthen Shoulder
Section-1(km 27+060 to km 30+570)
Section-2(km 24+400 to km27+060)
4 Lane with 1.5m Earthen Shoulder
2 Lane with 1.5m Paved Shoulder
37241
4 Lane with1.5m Paved Shoulder
4 Lane with 1.5m Earthen Shoulder
2031
42821
6 Lane with 1.5m Earthen Shoulder
2013
108
2016
130
2019
158
2029
301
2031
343
Single lane with Earthen Shoulder
By considering traffic Capacity for LOS-B 1. Gadag Bypass Section-1 (km 27+060 to km 30+570) can cater to 2 -lane earthen shoulder till 2015 after that 2-lane paved shoulder till 2018 and after that 4-lane with earthen s houlder till 2028 and after that 4 lane with paved shoulder is required. 2. Gadag Bypass Section-2 (km 24+400 to 27+060) can cater to single lane with earthen shoulder beyond 2033 till it reaches 15000 PCU’s. 10. Conclusion: 1. From Origin and Destination Studies, it is concluded that Maximum percentage of road users who are in favour of using Bypass are from Karnataka State only. 2. From OD Data Percentage ratio of road users who are willing to use Bypass at Chainage 30+570Km and at 24+400Km are 67% & 3% and the percentage of road users who are not willing to use bypass at 30+570Km and at 24+400Km are 33% and 97% respectively. 3. A comparative study of the influence factors indicated that Karnataka State, where the project stretch runs has the majority influence of ninety percent (90%). State of Goa, Andhra Pradesh, Tamilnadu & Kerala and Maharashtra that has its border abutting Karnataka State has an influence factors of three percent (3%), four percent (4%), two percent (2%) and two percent respectively at Km 196 on NH 63 location, whereas at Km 32 on SH136 location has complete hundred percent (100%) influence by Karnataka State only .
4.
5.
Base Year traffic at 30+570Km is 12419 PCU’s and t he Projected Traffic at the end of 20 years will be 49260 PCU’s. Similarly Base year Traffic at 24+400Km is 108 PCU’s and the Projected Traffic at the end of 20 years will be 391 PCU’s From the Above analysis it can be concluded that Provision of Gadag bypass is technically feasible and it is recommended to improve the bypass road to 2 -lane with earthen shoulder.
11. Acknowledgement: I would also like to thank Mr. Vijaykumarsagar, Chief General Manager (Technical), Mr. Manjesh Kumar Y H, Assistant Traffic cum Highway Engineer and Mr. Ashok Rajanavar , Highway Engineer URSScott Wilson India Private Limited, Bangalore, for their substantial support and guidance which helped me throughout the work in an enormous way. I genuinely thank my seniors Hemanth M. Kamplimath and Udayshankar C for their extensive support during the project. At the outset, I would like to convey my Grateful t hanks to my parents and friends, Shamanth and Pooja for their Co-operation, understanding, unstinted support and endless Encouragement during my study to complete my report successfully. References: 1. IRC: 64-1990 “Guidelines for Capacity analysis for Roads in Rural Areas”, Indian Road Congress, 2009. 2. IRC: 102-1988 “Traffic Studies for Planning Bypasses Around the towns” Indian Road Congress, 2009. 3. IRC SP: 19-2001 “Manual for Survey, Investigation & Preparation of Road Projects”, Indian Road Congress, 2009 4. IRC: 108-1996 “Guidelines for Traffic Prediction on Rural Highways”, Indian Road Congress, 2009. 5. Lorenzo G Cena...et al., “A Bayesian assessment of the effect of highway bypasses in Iowa on crashes and crash rate” Journal of Safety Research, Volume 42, Issue 4, August 2011, pp 241 – 252 6. Wafa Elias...et al., “The safety impact of land use changes resulting from bypass road constructions” Journal of Transport Geography, Volume 19, Issue6, November 2011, pp 1120-1129. 7. IRC: 9-1972, “Traffic Census on Non-Urban Roads”. Indian Road Congress, 2009. 8. “Annual Report”, Ministry of Road transport & Highways, Government of India, 2012 -13.Retrieved on June7, 2014. 9. “Report of the Working Group on Central Roads Sector” – January 2012, Ministry of Road transport & Highways, 12th Five Year Plan 2012-17.
