DRAFT INCEPTION REPORT - environmentclearance.nic.inenvironmentclearance.nic.in/.../0...1717472101Prefeasibilityreport.pdf · 2.13 PAVEMENT CONDITION ... BOQ Bill of Quantities BOT

Preparation of Detailed Project Report for up

gradation of Haveri to Baindur Section of

NH- 766 C in the state of Karnataka to two /

four lane with paved shoulder configuration

(Package no- NH/IAHE/24)

June, 2015

Infra Support Engineering Consultants Pvt. Ltd in JV with IIIE Ltd

INCEPTION REPORT

DRAFT

Detailed Project Report for up gradation of Haveri to Baindur Section of NH- 766 C in the state of Karnataka to two / four lane with paved shoulder configuration (Package no- NH/IAHE/24)

Draft Inception Report

Infra Support Engineering Consultants Pvt. Ltd in JV with IIIE 1

TABLE OF CONTENTS

CHAPTER 1. INTRODUCTION .................................................................................... 8

1.1 PROJECT BACKGROUND ..................................................................................... 8

1.2 OBJECTIVE OF THE PROJECT ............................................................................ 9

1.3 SCOPE OF THE PROJECT ................................................................................... 10

1.4 SCOPE OF INCEPTION REPORT ....................................................................... 11

1.5 TIME FRAME ........................................................................................................ 12

1.6 AGREEMENT ........................................................................................................ 12

1.7 EFFECTIVE DATE OF COMMENCEMENT OF SERVICES ............................. 12

1.8 QUALITY ASSURANCE PLAN ............................................................................ 13

1.9 WORK PLAN AND DELIVERABLES .................................................................. 13

1.10 POSSIBLE CONSTRAINTS .................................................................................. 13

1.11 STRUCTURE OF THE REPORT .......................................................................... 14

CHAPTER 2. PROJECT APPRECIATION ................................................................. 15

2.1 SITE VISITS .......................................................................................................... 15

2.2 LOCATION MAP ................................................................................................... 15

2.3 PROJECT DESCRIPTION .................................................................................... 16

2.4 ABOUT THE PROJECT CORRIDOR ................................................................... 21

2.5 TERRAIN ............................................................................................................... 25

2.6 LAND USE ............................................................................................................. 26

2.7 BUILT – UP AREAS .............................................................................................. 27

2.8 CARRIAGEWAY WIDTH ...................................................................................... 29

2.9 EMBANKMENT HEIGHT .................................................................................... 31

2.10 HORIZONTAL ALIGNMENT ............................................................................... 31




2.11 VERTICAL ALIGNMENT ..................................................................................... 41

2.12 JUNCTIONS .......................................................................................................... 41

2.13 PAVEMENT CONDITION .................................................................................... 42

2.14 STATUS OF RIGHT OF WAY (ROW) ................................................................... 48

2.15 SOIL AND SUBSOIL ............................................................................................. 50

2.16 UTILITIES ALONG THE PROJECT HIGHWAY ................................................ 50

2.17 SOCIO RELIGIOUS STRUCTURE AND BUILDINGS ....................................... 50

2.18 BRIDGES AND CROSS DRAINAGE STRUCTURES .......................................... 50

2.18.1 Major Bridges ......................................................................................................... 51

2.18.2 Minor Bridges ........................................................................................................ 51

2.19 LEVEL CROSSING and ROB ............................................................................... 55

2.20 RESURFACING PROGRAM ................................................................................. 56

CHAPTER 3. APPROACH & METHODOLOGY ........................................................ 57

3.1 GENERAL .............................................................................................................. 57

3.2 OBJECTIVE OF THE STUDY .............................................................................. 57

3.3 APPROACH AND METHODOLOGY ................................................................... 57

3.4 QUALITY ASSURANCE SYSTEM FOR CONSULTANCY ASSIGNMENT ....... 59

3.5 REVIEW OF DATA AND DOCUMENTS ............................................................. 60

3.6 SOCIAL ANALYSIS .............................................................................................. 61

3.7 TRAFFIC SURVEYS ............................................................................................. 61

3.8 ENGINEERING SURVEYS & INVESTIGATIONS ............................................. 69

3.9 DETAILED DESIGN OF ROAD AND PAVEMENTS, STRUCTURES ............... 81

3.10 ENVIRONMENT AND SOCIAL IMPACT ASSESSMENT .................................. 87

3.11 ESTIMATION OF QUANTITIES AND PROJECT COSTS ................................. 92




3.12 VIABILITY AND FINANCING OPTIONS ........................................................... 93

CHAPTER 4. TASK ASSIGNMENT AND MANNING SCHEDULE ......................... 96

4.1 INTRODUCTION .................................................................................................. 96

4.2 TEAM COMPOSITION ......................................................................................... 96

4.3 TASK ASSIGNMENTS .......................................................................................... 96

4.4 TIME SCHEDULE FOR KEY PERSONNEL ..................................................... 105

4.5 PROJECT DURATION & DELIVERABLES ...................................................... 105

4.6 MOBILIZATION .................................................................................................. 107

CHAPTER 5. WORK PROGRAMME ........................................................................ 108

5.1 GENERAL ............................................................................................................ 108

CHAPTER 6. PROFORMA FOR DATA COLLECTION ........................................... 110

CHAPTER 7. DESIGN STANDARDS AND PROPOSED CROSS-SECTIONS ....... 111

7.1 INDICATIVE DESIGN STANDARDS FOR DIVIDED CARRIAGEWAY: ........ 111

7.2 DESIGN STANDARDS ........................................................................................ 111

7.3 TYPICAL CROSS-SECTIONS ............................................................................ 117

CHAPTER 8. KEY PLAN AND LINEAR PLAN ....................................................... 119

CHAPTER 9. DEVELOPMENT PLANS ................................................................... 120

9.1 GENERAL ............................................................................................................ 120

9.2 EXISTING DEVELOPMENT PLANS AND WORK IN PROGRESS: ................ 120

CHAPTER 10. QUALITY ASSURANCE PLAN (QAP) .............................................. 126

10.1 OBJECTIVES OF QAP ........................................................................................ 126

10.2 QUALITY ASSURANCE (QA) ............................................................................. 126

CHAPTER 11. DRAFT DESIGN STANDARDS ......................................................... 128

CHAPTER 12. LAND ACQUISITION PLAN ............................................................. 134




12.1 LAND ACQUISITION PLAN .............................................................................. 134

CHAPTER 13. SUMMARY AND CONCLUSION ....................................................... 135

13.1 SUMMARY ........................................................................................................... 135

13.2 CONCLUSION / NEXT STEP ............................................................................. 135

Tables

Table 2.1 Summary of SH and NH through the Project Corridor ............................... 21

Table 2.2 Segments of Project alignment .................................................................... 26

Table 2.3 Land use pattern .......................................................................................... 26

Table 2.4 Location of built up areas and villages. ....................................................... 27

Table 2.5 List of Existing Carriageway Width. ........................................................... 29

Table 2.6 Horizontal Curve details for the alignment ................................................. 32

Table 2.7 Existing alignment achieving of design speed of 100 kms .......................... 41

Table 2.8 Major Intersections ...................................................................................... 42

Table 2.9 Pavement Condition along the alignment ................................................... 43

Table 2.10 Existing Right of Way along the Alignment ................................................ 49

Table 2.11 Summary of Existing Bridges and Culverts ................................................ 51

Table 2.12 Major Bridges ............................................................................................... 51

Table 2.13 Minor Bridges ............................................................................................... 52

Table 2.14 Details of Resurfacing Section and length of BBD Survey ......................... 56

Table 3.1 Traffic surveys and Durations ..................................................................... 62

Table 3.2 Traffic Survey Locations for TVC and OD Surveys ..................................... 62

Table 3.3 Turning Movement Count Survey Locations ............................................... 63

Table 4.1 Team Composition ........................................................................................ 96

Table 4.2 Manning Schedule ...................................................................................... 105

Table 4.3 Project Deliverables ................................................................................... 106




Table 5.1 Work Programme ....................................................................................... 108

Figures

Figure 2.1 Location Map ................................................................................................ 15

Figure 2.2 Key Plan showing the alignment ................................................................. 16

Figure 2.3 Key plan showing important locations around the Project Corridor .......... 17

Figure 2.4 Key plan showing important NH connects to the Project Corridor ............ 18

Figure 2.5 Key plan showing important SH connects to the Project Corridor ............. 19

Figure 2.6 Key plan showing SH and NH through the Project Corridor...................... 20

Figure 2.7 Existing Site Photos of the Project alignment ............................................. 22

Figure 2.8 Profile of the terrain along the project alignment ....................................... 25

Figure 2.9 Cross Section for existing Two Lane ............................................................ 30

Figure 2.10 Cross Section for existing Intermediate Lane ............................................. 30

Figure 2.11 Cross Section for existing Intermediate Lane ............................................. 30

Figure 2.12 Cross Section for existing Single Lane. ....................................................... 30

Figure 2.13 Existing Pavement Condition photos of the Project alignment .................. 44

Figure 2.14 Existing Structure Photos of the Project alignment.................................... 54

Figure 7.1 The typical cross-section of new 4-lane with paved shoulder ................... 118

Figure 7.2 The typical cross-section of new 2-lane with paved shoulder ................... 118

Figure 8.1 Location Map .............................................................................................. 119




Abbreviations

AADT Annual Average Daily Traffic

AASHTO American Association of State Highway and Transportation Officials

ADB Asian Development Bank

ADT Average Daily Traffic

BBD Benkelman Beam Deflection

BIS Bureau of Indian Standard

BOQ Bill of Quantities

BOT Built, Operate and Transport

CA Concession Agreement

CBR California Bearing Ratio

DBFOT Design, Build, Finance, Operate and Transfer

DPR Detailed Project Report

DTM Digital Terrain Model

EIA Environment Impact Assessment

EL Electrical Lines

FSR Feasibility Study Report

GAD General Arrangement Drawing

GFC Good for Construction

Govt. Government

GSB Granular Sub Base

IRC Indian Road Congress

IRC-SP Indian Road Congress – Special Publication

IE/IC Independent Engineer / Independent Consultant

LA Land Acquisition

MORT&H Ministry of Road Transport & Highway

IAHE Indian Academy of Highway Engineers

NH National Highway




PWD Public Work Department

MSH Major State Highway

OD Origin – Destination

OFC Optical Fiber Cable

PUP Passenger Underpass

QAP Quality Assurance Plan

RFP Request for Proposal

ROB Road over Bridge

ROW Right of Way

RUB Road under Bridge

SMA Stone Mastic Asphalt

SPT Standard Penetration Test

TOR Terms of Reference

VDF Vehicle Damage Factor

VUP Vehicular Underpass




CHAPTER 1. INTRODUCTION

1.1 PROJECT BACKGROUND

Indian Academy of Highway Engineers (IAHE), premium organisation under the aeigis

of Ministry of Road Transport & Highways (MORTH) has undertaken formulation of

Detailed Project Reports (DPR)in Phase I, in the states of Maharashtra, Karnataka,

Gujrat, Chattisgarh and Rajasthan. In the state of Karnataka, NH-66 near Baindur –

Kollur – Hosanagara – Anandpur – Shikaripur - Masur – NH48 near Ranebennur forms

an important artery for movement of goods from Hospet and Bellary towards Mangalore.

In the absence of a well developed highway, presently, all goods carrying vehicles going

to the port of Mangalore proceed via Shimoga, taking a more circuitous route involving

extra travel through forest area , wild life sanctuaries and hilly terrain. Thus there is a

long-felt need to provide a more direct link to Hubli- Dharwad and other parts of

northern Karnataka to Mangalore port with a National Highway. This project

alignment, recently upgraded as NH 766 C, linking NH 66 near Baindur to NH48 near

Ranebennur is an amalgamation of erstwhile five State Highways (SH) and one

National Highway (NH), namely SH 26, SH 27, SH 52, SH 1, NH 206 and SH 57. The

project alignment is spanning through three districts with a total length of

approximately 198.5 Kms, out of which approximately 37.7 kms runs in Udupi district,

123.2 kms runs in Shimoga district and 37.6 kms runs in Hubli district. Currently the

existing highway is built to SH S/l specification and the proposal is to upgrade this to

NH Double Lane (D/l) specification. The existing alignment passes through a number of

reserve forests and as also through a wildlife sanctuary. In addition a number of major

and minor bridges exist which require upgradation. Also, the towns of Kollur,

Hosanagara, Shikaripur, Masur and Halageri are mid sized towns falling along the

alignment, are developing population centres and would need to be bypassed for smooth

flow of traffic.

It is appreciated that over a horizon of next 20-30 years, this road will serve a critical

purpose of linking Mangalore and mining areas of Bellary and Hospet thus contributing

substantially towards development of the local economy. Further a number of remote

villages are also being provided connectivity under the PMGSY and the take-off points

emanate from this highway.




With a view to upgrade and rehabilitate the existing highway where necessary, Indian

Academy of Highway Engineers (IAHE) has envisioned preparation of the DPR. M/S

Infra Support Engineering Consultants Pvt Ltd (ISECPL) have been assigned the task

of preparation of the DPR with main objectives as follows.

Upgradation of existing highway to two lane /four lane with paved shoulders.

Financial analysis and cost estimate for the project.

Preparation of contract documents for EPC and PPP mode.

Traffic study and location of toll plazas.

Obtain MOEF clearance as also submit draft notifications for land acquisition as

per NHAI or State Act.

1.2 OBJECTIVE OF THE PROJECT

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

economical, and financial viability of the project and prepare detailed project

reports for rehabilitation and upgrading of the existing road to 2/4 lane

configuration.

The viability of the project shall be established taking into account the

requirements with regard to rehabilitation, upgrading and improvement based

on highway design, pavement design, provision of service roads wherever

necessary, type of intersections, rehabilitation and widening of existing and/or

construction of new bridges and structures, road safety features, quantities of

various items of works and cost estimates and economic analysis.

The Detailed Project Report would inter-alia include detailed highway design,

design of pavement and overlay with options for flexible or rigid pavements,

design of bridges and cross drainage structures and grade separated structures,

design of service roads, quantities of various items, detailed working drawings,

detailed cost estimates, economic and financial viability analyses, environmental

and social feasibility, social and environmental action plans as appropriate and

documents required for tendering the project on commercial basis for

international / local competitive bidding.

To incorporate aspects of value engineering, quality audit and safety audit in

design and implementation.




Along with Feasibility Report, clearly bring out through financial analysis the

preferred mode of implementation on which the Civil Works for the stretches are

to be taken up. Also provide cost estimates and tender documents along with

feasibility report/ Detailed Project Report.

1.3 SCOPE OF THE PROJECT

General Scope of Services shall cover but be not limited to the following major tasks:

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

and the project influence area.

ii. Environmental and social impact assessment, including such as related to

cultural properties, natural habitants, involuntary resettlement etc.

iii. Public consultation, including consultation with Communities located along the

road, NGOs working in the area, other stake-holders and relevant Govt.

departments at all the different stages of assignment (such as inception stage,

feasibility stage, preliminary design stage and once final designs are concretized).

iv. Detailed reconnaissance;

v. Identification of possible improvements in the existing alignment and bypassing

congested locations with alternatives, evaluation of different alternatives

comparison on techno-economic and other considerations and recommendations

regarding most appropriate option;

vi. Traffic studies including traffic surveys and Axle load survey and demand

forecasting for next thirty years;

vii. Inventory and condition surveys for road;

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

Structures, river Bank training/Protection works and drainage provisions;

ix. Detailed topographic surveys using Total Stations and GPS;

x. Pavement investigations;

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

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

soil investigation;

xii. Identification of sources of construction materials;




xiii. Detailed design of road, its x-sections, horizontal and vertical alignment and

design of embankment of height more than 6m and also in poor soil conditions

and where density consideration require, even lesser height embankment.

xiv. Detailed design of structures preparation of GAD and construction drawings

,cross-drainage and underpasses etc.

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

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

xvii. Value analysis / value engineering and project costing;

xviii. Economic and financial analyses;

xix. Contract packaging and implementation schedule.

xx. Strip plan indicating the scheme for carriageway widening, location of all

existing utility services (both over- and underground) and the scheme for their

relocation, trees to be felled, transplanted and planted and land acquisition

requirements including schedule for LA: reports documents and drawings

arrangement of estimates for cutting/ transplanting of trees and shifting of

utilities from the concerned department.

xxi. To find out financial viability of project for implementation and suggest the

preferred mode on which the project is to be taken up;

xxii. Preparation of detailed project report, cost estimate, approved for construction

drawings, rate analysis, detailed bill of quantities, bid documents for execution of

civil works through budgeting resources;

xxiii. Design of toll plaza and identification of their numbers and location and office

cum residential complex including working drawings;

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

xxv. Any other user oriented facility enroute including toll facility;

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

xxvii. Preparation of social plans for the project affected people as per policy of the

lending agencies/ Govt. of India R & R Policy.

1.4 SCOPE OF INCEPTION REPORT

The inception report shall cover the following major aspects:

i. Project appreciation;




ii. Detailed methodology to meet the requirements of the TOR finalised in

consultation with the IAHE officers; including scheduling of various sub

activities to be carried out for completion of various stages of the work; stating

clearly their approach & methodology for project preparation after due inspection

of the entire project stretch and collection/ collation of necessary information;

iii. Task Assignment and Manning Schedule;

iv. Work programme;

v. Performa for data collection;

vi. Design standards and proposed cross-sections;

vii. Key plan and Linear Plan;

viii. Development plans being implemented and / or proposed for implementation in

the near future by the local bodies and the possible impact of such development

plans on the overall scheme for field work and design for the study;

ix. Quality Assurance Plan (QAP) finalised in consultation with IAHE;

x. Draft design standards.

The requirements, if any, for the construction of bypasses should be identified on the

basis of data derived from reconnaissance and traffic studies. The available alignment

options should be worked out on the basis of available maps. The most appropriate

alignment option for bypasses should be identified on the basis of site conditions and

techno-economic considerations. Inception Report should include the details regarding

these aspects concerning the construction of bypasses for approval by IAHE.

1.5 TIME FRAME

The schedule for completion of the assignment is 11 months.

1.6 AGREEMENT

The letter of Acceptance (LOA) dated 14.05.2015 and the agreement for the services

was signed on 28-05-2015, which is deemed as the effective date for the contract

agreement.

1.7 EFFECTIVE DATE OF COMMENCEMENT OF SERVICES

At Karnataka Project Site Office:

Contact Persons : Col(Retd). Ravinder Pal Singh, Team Leader

Address : Infra Support Engineering Consultants Pvt. Ltd.,




No. MIG 43, KHB Colony,

Lakamanahalli, Dharwad-582010

Telephone & Fax : +91 836 2971227

E-mail : [email protected]

At Bangalore Head Office:

Contact Persons : Mr. Lokesh T. R

Address : Infra Support Engineering Consultants Pvt. Ltd.,

# 934, 3rd Cross, HRBR Layout 1st Block

Kalyananagar, Bangalore 560043, India

Telephone & Fax : +91 80 25421364

E-mail : [email protected]

All field work, analysis of primary and secondary data will be carried out from the Site

office, whereas the designs will be carried out at the Bangalore office. Close liaison will

be maintained with the IAHE office in Delhi

1.8 QUALITY ASSURANCE PLAN

The Quality Assurance Plan has been submitted to IAHE in separate volume on Jun 18,

2015, for their comments.

1.9 WORK PLAN AND DELIVERABLES

The Consultant has mobilized experienced personnel for project appreciation and to

carry out necessary surveys and investigations at site from 20.04.2015 onwards. The

team composition deployed for this project with their name and role is included in

Chapter 5 of this report.

The Consultant has prepared the Work Program in line with the scope and service

mentioned in the scope of work and this is provided in Chapter 5 of this report. The

work program shows the activities, deliverables and their duration.

1.10 POSSIBLE CONSTRAINTS

As far as possible, the widening work shall be planned within the existing Right of Way

(ROW). The existing profile of the roadway shall be maintained to avoid any new land

acquisitions and to retain existing bridges. This would also have minimal environmental

disturbances.




We foresee that there are number of constraints that would influence the design of the

project road. Those constraints are:

• Preferring to be within the ROW in case of sharp curves and other improvements.

• To retain any existing Bridge/structures.

• To obviate passing through Forest, etc.

• To initiate a separate study for river training work, river course change &

management and geological, geophysical characteristics of the region.

• Any foreseen hindrance expected for carrying out the design or deviation from

Standard designs for easy implementation.

Therefore, a design philosophy is to be prepared listing out the constraints where IRC

guidelines can be compromised. Design philosophy would be the guiding line to achieve

the objective of this project which is complying with IRC norms within the threshold of

developed criteria wherever possible.

However, even after ascertaining the various pros and cons of each individual

problems/deviation from standards, the final decision from the client would help the

consultants to finalise the design philosophy. We would look forward for such a

discussion with the client (IAHE) at an early date.

1.11 STRUCTURE OF THE REPORT

The Inception Report has been structured into thirteen chapters as follows:

Chapter 1. Introduction

Chapter 2. Project Appreciation

Chapter 3. Approach & Methodology

Chapter 4. Review of Available Data and Design

Chapter 5. Task Assignment and Manning Schedule

Chapter 6. Work Programme

Chapter 7. Proforma for Data Collection

Chapter 8. Design Standards and Proposed Cross-Sections

Chapter 9. Key Plan and Linear Plan

Chapter 10. Development Plans Statutory and Municipal Bodies

Chapter 11. Quality Assurance Plan (QAP)

Chapter 12. Draft Design Standards

Chapter 13. Summary and Conclusion




CHAPTER 2. PROJECT APPRECIATION

2.1 SITE VISITS

The site was visited by the team leader and some supporting staff from 20th April 2015

to 22th April 2015 and again on 03 Jun 2015 to 09 Jun 2015 to collect relevant

information and data from the site. Discussions were carried out with local PWD

officials to get know about the project corridor, recent developments other information

about the project corridor.

2.2 LOCATION MAP

As mentioned above the project passes through three districts of Karnataka, namely

Udupi, Shimoga and Hubli. A location map of the project road is given in Figure 2.1.

Figure 2.1 Location Map




2.3 PROJECT DESCRIPTION

The project road starts from NH-66 near Baindur and ends at NH-48 near Ranebennur

over a length of 198.5 Kms. NH-66 near Baindur is the starting chainage as 0+000 and

ends at NH-48 near Ranebennur, chainage as 198+500. The project alignment connects

the towns of Kollur at chainage 25+500, Hosanagara at chainage 87+400, Anandapur at

chainage 114+100, Shikaripur at chainage 148+900 and Masur at chainage 166+500.

Figure 2.2 shows the complete alignment as well as the key plan. Figure 2.3 shows the

major traffic originating places around the corridor, as also alignment of important

National Highways and State Highways. Figure 2.4 and Figure 2.5 shows the Project

alignment connecting to some important major National Highways and State Highways

separately.

Figure 2.2 Key Plan showing the alignment




Figure 2.3 Key plan showing important locations around the Project Corridor

Project Road (Baindur to Ranebennur)

National Highways (NH)

State Highways (SH)




Figure 2.4 Key plan showing important NH connects to the Project Corridor

Project Road From Baindur to Ranebennur

NH-4/AH-47 From Mulbagal to Kolhapur

NH-7 From Bangalore to Mahbubnagar

NH-48 From NH-4 (Nelamangala) to Mangalore

NH-234 From Mangalore to Mulbagal

NH-13 From Vijayapura to Mangalore

NH-218 From Hubli to Vijayapura

NH-63 From Ankola to Gooty

NH-167 From Ballary to Mahbubnagar

NH-17 From Ankola to Mangalore

NH-206 From Honnavar to Tumkur




Figure 2.5 Key plan showing important SH connects to the Project Corridor

Project Road From Baindur to Ranebennur

SH-52 From Honnali to Kundhapur

SH-27 From Baindur to Chikkamagalur

SH-1 From Karkala to Dharwad

SH-57 From Chikkamagalur to Gadag

SH-48 From Pavagada to Kumta

SH-50 From Bhatkal to Siddapur

SH-93 From Siddapur to Haliyal

SH-65 From Udupi to Ballary Road

SH-19 From Ballary to Turuvekare

SH-47 From Tiptur to Hoovina Hadagali




It is to be noted that the project alignment, from Baindur to Ranebennur is an

amalgamation of erstwhile State Highway - 27 (20.9 Km), State Highway - 26 (49.7 Km),

State Highway - 52 (18.2 Km), State Highway – 1 (56.8 Km), National Highway - 206

(1.5 Km) and State Highway – 57 (51.4 Km). Figure 2.6 shows the key plan of SH and

NH through the Project Corridor and the Summary of SH and NH through the Project

Corridor as given in Table 2.1.

Figure 2.6 Key plan showing SH and NH through the Project Corridor




Table 2.1 Summary of SH and NH through the Project Corridor

2.4 ABOUT THE PROJECT CORRIDOR

Start and End of the Project Corridor


over a length of 198.5 Kms. NH-66 near Baindur is the starting chainage as 0+000 and

ends at NH-48 near Ranebennur, chainage as 198+500. The project alignment connects

to the towns of Kollur at chainage 25+500, Hosanagara at chainage 87+400, Anandapur

at chainage 114+100, Shikaripur at chainage 148+900 and Masur at chainage 166+500.

Figure 2.7 shows the existing site photos of the project alignment.

Proposed Chainage (NH-766C) Length (Kms) State Highway/ National Highway

Start End

0+000 20+900 20.9 SH 27

20+900 70+600 49.7 SH 26

70+600 88+800 18.2 SH 52

88+800 113+400 24.6 SH 1

113+400 114+900 1.5 NH 206

114+900 147+100 32.2 SH 1

147+100 198+500 51.4 SH 57




Figure 2.7 Existing Site Photos of the Project alignment

Chainage @ 0+000 (NH 66 near Baindur Junction)

Chainage @ 23 +900 Chainage @ 25+500 (Kollur)

Chainage @ 39 +500 (Nagodi) Chainage @ 70+600 (Nagara, Kollur Junction)




Chainage @ 88 +800 (Hosanagara)

Chainage @ 113 +200 (Level Crossing)

Chainage @ 113 +400 (Anandapur Junction)

Chainage @ 123 +300 (Gowthampura)

Chainage @ 147 +100 (Shikaripur)




Chainage @ 166 +300(Masur)

Chainage @ 174 +500 (Rathihally)

Chainage @ 192 +200(Halageri Junction)

Chainage @ 192 +500 (Halageri)

Chainage @ 198 +500 (NH – 48 near Ranebennur)




2.5 TERRAIN

The project alignment passes through a varied terrain varying from plains to hilly to

rolling plains including a wild life sanctuary. From the starting point of the project road

NH – 66 near Baindur, the project road passes through the plain terrain upto

Arashiruru, chainage 14+000 and the hilly terrain starts from Arashiruru upto Nagara,

chainage 70+600 subsequently, the plain terrain continues from Nagara to NH – 48 near

Ranebennur, chainage 198+500. The sharp bend curves start from near Kollur,

Chainage 27+000 and ends at near Nagodi, Chainage 39+500. Almost 60% of the

alignment passes through forests ,which are either reserve or protected or even wild life

preserves .Figure 2.8 shows the key plan of the terrain along the project alignment.

Figure 2.8 Profile of the terrain along the project alignment




2.6 LAND USE

The largest proportion of land abutting the alignment is forest land followed by

agricultural and then built-up areas. The forest area starts largely from Thaggarse,

Chainage 3+000, and continues upto Dam-Hosur, Chainage 132+500. For ease of

comprehension the project alignment is divided into four Segments. Table 2.2 and Table

2.3 shows the length in kms of Forest land, Agriculture or open land and Residential or

Commercial land.

Table 2.2 Segments of Project alignment

Sl No Segments

Chainage Village Name Length in

Kms From To From To

1 Segment 1 0+000 39+500 NH-66 (Baindur) Nagodi 39.5

2 Segment 2 39+500 87+400 Nagodi Hosanagara 47.9

3 Segment 3 87+400 148+900 Hosanagara Shikaripura 61.5

4 Segment 4 148+900 198+500 Shikaripura NH - 48 (Ranebennur) 49.6

Total length in Kms 198.5

Table 2.3 Land use pattern

Sl No Segments Length in

Kms Forest Land

Agriculture/Open land

Residential/Commercial

1 Segment 1 39.5 32.4 - 7.1

2 Segment 2 47.9 39.7 - 8.2

3 Segment 3 61.5 36.8 13.8 10.9

4 Segment 4 49.6 - 37.1 12.5

Total length in Kms 198.5 108.9 50.9 38.7




2.7 BUILT – UP AREAS

As mentioned earlier, Kollur, Hosanagara, Anandapur, Shikaripura and Masur are

major settlements along the alignment. These towns are presently midsize towns but

are likely to grow in size subsequent to upgradation of the highway. It is anticipated

that both passenger and goods traffic is likely to increase substantially and the existing

alignment is likely to create substantial bottlenecks in negotiating the builtup areas. As

such it is felt that some of the towns would need a bypass to facilitate smooth flow of

traffic. At towns of Kollur, Hosanagara, Shikaripura, Masur and at Halageri, a fresh

alignment for bypass is proposed. The proposed bypass alignments will be finalized

based on topographic surveys and design considerations.

A detailed list of built up areas and villages along the project alignment is given in the

Table 2.4 below.

Table 2.4 Location of built up areas and villages.

Chainage Name Of Village

0+000 NH - 66 (Baindur Junction)

1+400 Thaggarse

3+500 Guddeangadi

4+700 Vasthre

8+400 Yelajith

9+800 Thondla

11+800 Golihole

13+900 Arashiruru

15+600 Yellore

17+400 Alluru

25+500 Kollur

39+500 Nagodi

41+900 Gurute

46+900 Nittur


48+600 Gowrikere

50+900 Beluru

53+900 Adagodi

56+800 Sampekatte

61+800 Matthimane - Arananekoppa

63+400 Bappanamane

64+200 Namagodu

66+500 Yabagodu

67+000 Byse

67+900 Srisarapur

68+400 Shaneshwarapura

69+900 Nagara

75+900 Hilgunchi

78+900 Arodi





79+800 Hedli

80+600 Hiniya

81+700 Karangiri

84+400 Jyanagar

87+400 Hosanagara

90+700 Gerupura

92+900 Ambedkar colony

93+900 Hosamane

95+300 Brameshwara

113+200 Hosamane

98+400 Kenchigabylu

100+200 Maruthipura

102+300 Keshavapura

104+400 Bantemallapa

106+250 Nandhiga

109+900 Hirakoppa

111+900 Yadehally - Anandapur

113+200 Railway Crossing

114+100 Anandapur

115+200 Dasokappa

116+200 Malandhur

119+900 Madhyakannur

121+500 Narasipura


123+100 Gowthampura

127+700 Byrapura

132+400 Dam Hosur

133+700 Ambligola

134+900 Kanasovi

135+700 Chikkapura

137+600 Chikkasaluru

139+100 Saluru

141+600 Kalenahally

148+900 Shikaripura

152+700 Nelavagilu

158+900 Kittadahally

160+400 Hosanagar

163+200 Kodamaggi

165+100 Thippayikoppa

166+500 Masur

169+500 Hiremoraba

174+500 Rathihally

177+900 Doddagubbi

182+900 Danogihally

186+800 Harogappa

192+500 Halageri

198+500 NH - 48 (Ranebennur Junction)




2.8 CARRIAGEWAY WIDTH

There is a substantial variation in the profile of the carriageway along the project

corridor.The project highway is largely an Intermediate lane carriageway f at the

starting point from Ch: 0+000 to 25+600 for about 25.6 Km. Then the carriageway

subsequently changes from Intermediate lane to Single and Two lane undivided

carriageway up to the end of the project. Also the alignment traverses through forest

area with variations in carriageway profiles.. The pattern of existing carriageway for

single lane, Intermediate lane and Two lane is shown below in the Table 2.5 and Figure

2.9 to Figure 2.12 in the form of cross-sections.

Table 2.5 List of Existing Carriageway Width.

Chainage Length in Kms Carriageway Width Type of

Pavement From To 0+000 25+600 25.60 5.5 Flexible 25+600 25+900 0.30 7.5 Flexible 25+900 31+300 5.40 5.5 Flexible 31+300 39+500 8.20 6 Rigid 39+500 40+800 1.30 3.75 Flexible 40+800 86+950 46.15 5.5 Flexible 86+950 88+800 1.85 7 Flexible 88+800 101+950 13.15 5.5 Flexible

101+950 102+100 0.15 3.75 Flexible 102+100 104+800 2.70 5.5 Flexible 104+800 111+000 6.20 3.75 Flexible 111+000 111+250 0.25 5.5 Flexible 111+250 112+400 1.15 3.75 Flexible 112+400 113+400 1.00 5.5 Flexible 113+400 114+500 1.10 7 Flexible 114+500 114+900 0.40 9 Flexible 114+900 131+800 16.90 3.75 Flexible 131+800 146+800 15.00 5.5 Flexible 146+800 147+900 1.10 7 Flexible 147+900 148+200 0.30 13 Rigid 148+200 149+200 1.00 7 Rigid 149+200 160+900 11.70 7 Flexible 160+900 165+650 4.75 3.75 Flexible 165+650 192+850 27.20 5.5 Flexible 192+850 192+900 0.05 9 Flexible 192+900 198+500 5.60 5.5 Flexible




Figure 2.9 Cross Section for existing Two Lane

Figure 2.10 Cross Section for existing Intermediate Lane

Figure 2.11 Cross Section for existing Intermediate Lane

Figure 2.12 Cross Section for existing Single Lane.




The details of existing width of carriageway along the project length is shown above in

Table 2.5. It is noticed that more than three fourth of the project length consists of

intermediate lane width configuration.

2.9 EMBANKMENT HEIGHT

The embankment height of the carriageway varies between 0.5-3.0 metres along the

complete length of the project. The project is generally devoid of any high embankments

except for certain approaches to major bridges. The height varies between being at

ground level in some built up stretches to about 5m in the approaches of some of the

major bridges. In the hilly terrain portion of the project road, it has been observed that

the sharp bend curves are formed from near Kollur, chainage 27+000 to near Nagara,

chainage 70+600, Nagara.

2.10 HORIZONTAL ALIGNMENT

The highway basically follows the alignment of MDR upgraded from ODR over the

years. Most of the places the alignment is over steep curves and sharp bends which

would need improvement as per the geometric requirement of NH Two lane/Four lane

specifications. The details of sharp curves which require improvement is shown below in

the Table 2.6. In accordance with provisions of clause 2.2 of IRC SP:73-2007,the existing

alignment would be examined and realignment suggested where essential. As can be

seen from the table below, there are a large number of chainages which will require

curve improvement. In certain cases realignment may also be required.

Chainage @ 35 +000 Chainage @ 129 +500




Table 2.6 Horizontal Curve details for the alignment

Sl No

Design Chainage

Design Speed

1 0+384 80

2 0+622 100

3 1+001 100

4 1+237 100

5 1+465 100

6 1+682 80

7 1+964 100

8 2+232 100

9 2+593 100

10 2+906 100

11 3+150 100

12 3+791 100

13 3+976 40

14 4+197 100

15 4+427 50

16 4+621 40

17 4+728 40

18 4+977 100

19 5+149 40

20 5+297 60

21 5+521 50

22 5+584 30

23 5+682 50

24 5+789 40

25 5+901 40

26 5+989 40

27 6+067 40

28 6+146 40

29 6+350 100

30 6+568 25

31 6+670 40

32 6+834 50

33 6+997 50

34 7+201 80

35 7+405 50

36 7+510 100

37 7+640 40

Sl No

Design Chainage

Design Speed

38 7+746 20

39 7+870 30

40 7+963 40

41 8+156 40

42 8+266 100

43 8+458 50

44 8+650 80

45 8+899 80

46 9+213 50

47 9+305 50

48 9+419 40

49 9+482 40

50 9+676 50

51 9+837 60

52 10+023 100

53 10+211 50

54 10+353 75

55 10+535 50

56 10+633 40

57 10+895 50

58 10+976 60

59 11+152 50

60 11+293 100

61 11+473 60

62 11+935 100

63 12+190 80

64 12+699 40

65 12+793 20

66 12+861 35

67 12+919 50

68 13+144 100

69 13+427 50

70 13+571 50

71 14+549 20

72 14+671 50

73 14+839 50

74 14+967 40

Sl No

Design Chainage

Design Speed

75 15+045 30

76 15+197 50

77 15+390 40

78 15+710 50

79 15+923 50

80 16+060 30

81 16+212 50

82 16+350 20

83 16+450 20

84 16+505 20

85 16+692 20

86 16+784 50

87 16+855 20

88 16+943 40

89 17+015 20

90 17+103 20

91 17+211 20

92 17+276 20

93 17+348 25

94 17+495 50

95 17+813 100

96 17+893 25

97 17+952 25

98 18+080 40

99 18+151 20

100 18+201 20

101 18+256 25

102 18+471 40

103 18+572 20

104 18+624 20

105 18+664 30

106 18+710 30

107 18+818 40

108 18+863 40

109 18+940 20

110 19+071 25

111 19+131 40




Sl No

Design Chainage

Design Speed

112 19+287 20

113 19+447 40

114 19+655 30

115 19+836 40

116 20+002 50

117 20+140 20

118 20+231 20

119 20+361 20

120 20+560 50

121 20+750 20

122 20+875 30

123 20+982 50

124 21+156 50

125 21+363 50

126 21+476 30

127 21+543 20

128 21+603 20

129 21+721 40

130 21+887 20

131 21+929 20

132 21+951 20

133 22+031 40

134 22+185 50

135 22+322 50

136 22+495 40

137 22+615 40

138 22+800 25

139 22+898 50

140 23+056 30

141 23+106 30

142 23+199 50

143 23+376 40

144 23+485 40

145 23+625 40

146 23+781 75

147 23+914 75

148 24+205 50

149 24+278 40

150 24+525 40

Sl No

Design Chainage

Design Speed

151 24+735 40

152 24+800 30

153 24+929 30

154 24+995 50

155 25+148 40

156 25+331 25

157 25+464 50

158 25+524 50

159 25+622 20

160 25+696 20

161 25+898 50

162 26+043 20

163 26+221 75

164 26+413 10

165 26+568 50

166 26+681 20

167 26+769 40

168 26+932 50

169 27+033 50

170 27+174 20

171 27+240 40

172 27+316 20

173 27+358 30

174 27+488 40

175 27+552 30

176 27+774 20

177 27+911 50

178 28+148 20

179 28+249 20

180 28+326 30

181 28+405 30

182 28+476 20

183 28+658 20

184 28+750 30

185 28+879 100

186 28+981 30

187 29+035 40

188 29+181 20

189 29+245 20

Sl No

Design Chainage

Design Speed

190 29+297 20

191 29+386 20

192 29+429 20

193 29+490 20

194 29+558 30

195 29+592 20

196 29+630 20

197 29+671 20

198 29+710 20

199 29+798 20

200 29+824 20

201 29+867 20

202 29+910 20

203 29+991 20

204 30+046 20

205 30+127 20

206 30+166 20

207 30+225 20

208 30+266 30

209 30+369 30

210 30+470 20

211 30+519 20

212 30+582 20

213 30+621 20

214 30+663 20

215 30+760 20

216 30+850 20

217 30+903 20

218 30+970 20

219 31+013 20

220 31+097 25

221 31+211 20

222 31+274 20

223 31+352 20

224 31+413 20

225 31+479 20

226 31+524 20

227 31+589 20

228 31+620 20




Sl No

Design Chainage

Design Speed

229 31+666 50

230 31+715 20

231 31+783 20

232 31+927 20

233 31+992 20

234 32+039 20

235 32+136 50

236 32+200 20

237 32+269 40

238 32+334 20

239 32+443 50

240 32+538 20

241 32+603 20

242 32+666 20

243 32+715 20

244 32+752 20

245 32+852 20

246 32+935 20

247 32+977 20

248 33+028 20

249 33+066 20

250 33+152 30

251 33+207 30

252 33+369 30

253 33+451 30

254 33+567 20

255 33+638 40

256 33+716 50

257 33+795 25

258 33+852 30

259 33+894 20

260 33+935 25

261 34+019 50

262 34+123 30

263 34+251 30

264 34+347 20

265 34+316 20

266 34+598 20

267 34+715 20

Sl No

Design Chainage

Design Speed

268 34+877 20

269 34+904 20

270 35+004 30

271 35+095 40

272 35+209 20

273 35+265 30

274 35+321 20

275 35+401 40

276 35+482 50

277 35+613 20

278 35+702 30

279 35+765 20

280 35+808 25

281 35+857 30

282 35+917 30

283 36+020 50

284 36+117 20

285 36+207 30

286 36+278 40

287 36+360 20

288 36+469 20

289 36+536 50

290 36+648 20

291 36+694 30

292 36+768 20

293 36+798 20

294 36+836 20

295 36+894 20

296 36+940 20

297 37+048 40

298 37+188 40

299 37+205 20

300 37+356 40

301 37+268 20

302 37+487 20

303 37+547 30

304 37+680 30

305 37+735 20

306 37+830 30

Sl No

Design Chainage

Design Speed

307 37+916 30

308 38+067 50

309 38+216 50

310 38+306 50

311 38+388 40

312 38+548 50

313 38+791 30

314 38+842 40

315 38+941 20

316 39+002 30

317 39+065 30

318 39+204 20

319 39+264 40

320 39+352 40

321 39+548 40

322 39+689 40

323 39+858 40

324 39+991 15

325 40+208 40

326 40+320 40

327 40+407 20

328 40+504 20

329 40+558 50

330 40+613 20

331 40+729 40

332 40+822 20

333 40+758 25

334 41+048 15

335 41+090 35

336 41+135 25

337 41+341 50

338 41+542 30

339 41+649 30

340 41+694 30

341 41+745 80

342 41+873 50

343 42+035 50

344 42+118 50

345 42+196 40




Sl No

Design Chainage

Design Speed

346 42+319 50

347 42+396 50

348 42+453 30

349 42+512 30

350 42+584 30

351 42+673 30

352 42+790 30

353 42+863 25

354 42+968 50

355 43+094 35

356 43+193 40

357 43+310 40

358 43+533 30

359 43+653 30

360 43+875 50

361 44+095 40

362 44+209 30

363 44+288 50

364 44+364 20

365 44+456 40

366 44+556 50

367 44+703 25

368 45+053 30

369 45+129 40

370 45+310 25

371 45+372 80

372 45+534 80

373 45+750 30

374 45+904 50

375 46+057 30

376 46+126 25

377 46+251 50

378 46+447 50

379 46+574 30

380 46+768 30

381 46+907 50

382 46+995 50

383 47+129 50

384 47+289 40

Sl No

Design Chainage

Design Speed

385 47+425 50

386 47+529 50

387 47+619 30

388 47+682 25

389 47+801 25

390 47+928 45

391 48+018 40

392 48+165 50

393 48+291 30

394 48+439 30

395 48+605 50

396 48+692 25

397 48+778 50

398 48+880 50

399 48+995 20

400 49+032 20

401 49+114 40

402 49+181 20

403 49+255 20

404 49+358 30

405 49+457 30

406 49+534 20

407 49+619 20

408 49+684 40

409 49+741 40

410 49+814 30

411 49+869 20

412 49+977 40

413 50+069 40

414 50+244 25

415 50+303 25

416 50+388 20

417 50+464 20

418 50+534 35

419 50+625 50

420 50+715 50

421 50+821 50

422 50+929 50

423 51+085 50

Sl No

Design Chainage

Design Speed

424 51+236 25

425 51+334 25

426 51+445 25

427 51+500 30

428 51+596 50

429 51+721 50

430 51+820 20

431 51+994 50

432 52+227 50

433 52+254 25

434 52+634 50

435 52+887 40

436 53+002 50

437 53+163 50

438 53+324 50

439 53+481 50

440 53+646 50

441 53+752 40

442 53+875 35

443 53+991 35

444 54+170 50

445 54+317 50

446 54+441 50

447 54+877 100

448 55+066 100

449 55+269 50

450 55+409 50

451 55+581 50

452 55+698 30

453 55+872 20

454 56+072 100

455 56+292 50

456 56+555 30

457 56+638 50

458 56+695 25

459 56+842 45

460 57+067 45

461 57+365 50

462 57+732 100




Sl No

Design Chainage

Design Speed

463 57+980 40

464 58+270 25

465 58+368 30

466 58+470 50

467 58+549 20

468 58+655 50

469 58+755 50

470 58+917 50

471 59+363 50

472 59+697 50

473 59+875 50

474 60+001 50

475 60+263 50

476 60+554 50

477 60+742 40

478 60+878 40

479 60+998 30

480 61+204 50

481 61+569 50

482 61+713 50

483 61+843 50

484 61+939 50

485 62+088 50

486 62+207 50

487 62+312 30

488 62+394 25

489 62+451 30

490 62+564 25

491 62+727 40

492 62+794 40

493 62+859 25

494 62+921 25

495 63+026 20

496 63+118 40

497 63+259 50

498 63+453 25

499 63+532 25

500 63+621 50

501 63+704 40

Sl No

Design Chainage

Design Speed

502 63+817 50

503 63+943 25

504 64+034 25

505 64+096 25

506 64+191 30

507 64+309 25

508 64+373 30

509 64+483 40

510 64+552 50

511 64+704 35

512 64+826 50

513 64+915 40

514 65+013 20

515 65+089 15

516 65+249 50

517 65+346 40

518 65+419 20

519 65+466 25

520 65+576 25

521 65+641 25

522 65+741 75

523 65+846 40

524 65+926 20

525 65+979 20

526 66+043 20

527 66+229 25

528 66+316 25

529 66+588 30

530 66+746 25

531 67+158 50

532 67+305 25

533 67+389 40

534 67+560 40

535 67+637 15

536 67+672 25

537 67+745 30

538 67+819 30

539 67+868 20

540 67+929 25

Sl No

Design Chainage

Design Speed

541 68+009 40

542 68+160 50

543 68+330 50

544 68+580 50

545 68+719 50

546 68+838 35

547 69+157 40

548 69+507 50

549 69+739 50

550 69+818 50

551 69+931 50

552 70+024 40

553 70+213 40

554 70+582 50

555 70+819 30

556 70+956 50

557 71+111 30

558 71+199 75

559 71+330 40

560 71+395 10

561 71+505 30

562 71+664 50

563 71+862 50

564 72+027 80

565 72+308 50

566 72+528 40

567 72+624 40

568 72+800 50

569 72+868 25

570 72+988 40

571 73+185 25

572 73+251 20

573 73+319 20

574 73+474 25

575 73+534 30

576 73+616 80

577 73+732 40

578 73+774 40

579 73+861 25




Sl No

Design Chainage

Design Speed

580 73+911 40

581 73+967 30

582 74+039 30

583 74+166 40

584 74+241 20

585 74+292 20

586 74+403 100

587 74+541 40

588 74+691 50

589 74+783 40

590 74+981 50

591 75+104 50

592 75+208 50

593 75+295 40

594 75+471 50

595 75+581 50

596 75+681 30

597 75+744 50

598 76+000 50

599 76+109 50

600 76+260 50

601 76+398 50

602 76+528 30

603 76+657 50

604 76+750 40

605 76+808 20

606 76+869 40

607 76+969 25

608 77+040 20

609 77+123 20

610 77+196 30

611 77+321 25

612 77+465 40

613 77+566 25

614 77+629 30

615 77+685 40

616 77+751 25

617 77+870 50

618 78+016 40

Sl No

Design Chainage

Design Speed

619 78+174 25

620 78+231 40

621 78+326 40

622 78+426 25

623 78+615 50

624 78+836 40

625 78+895 25

626 78+983 40

627 79+187 40

628 79+312 50

629 79+455 75

630 79+554 50

631 79+664 30

632 79+755 40

633 79+809 40

634 79+855 20

635 79+963 40

636 80+106 40

637 80+248 40

638 80+494 30

639 80+557 25

640 80+650 40

641 80+784 30

642 80+843 30

643 80+945 40

644 81+125 40

645 81+286 15

646 81+471 65

647 81+631 50

648 81+789 50

649 81+995 50

650 82+388 50

651 82+525 50

652 82+648 45

653 82+995 65

654 83+269 15

655 83+370 100

656 83+543 50

657 83+633 25

Sl No

Design Chainage

Design Speed

658 83+785 50

659 83+948 80

660 84+215 80

661 84+423 65

662 84+619 100

663 84+812 40

664 85+024 65

665 85+229 65

666 85+581 80

667 85+802 100

668 86+325 100

669 86+518 100

670 86+811 80

671 87+015 50

672 87+257 65

673 87+450 100

674 87+582 50

675 88+244 30

676 88+423 100

677 88+631 100

678 88+852 100

679 89+138 80

680 89+324 65

681 89+591 65

682 89+774 100

683 89+901 50

684 90+004 40

685 90+167 40

686 90+284 40

687 90+371 80

688 90+502 50

689 91+181 50

690 91+463 50

691 91+623 50

692 91+759 65

693 91+953 100

694 92+524 100

695 92+980 80

696 93+204 50




Sl No

Design Chainage

Design Speed

697 93+402 50

698 93+911 100

699 94+267 100

700 94+445 40

701 94+520 35

702 94+748 35

703 94+903 35

704 94+967 35

705 95+185 53

706 95+394 50

707 95+564 40

708 95+736 35

709 95+835 50

710 95+932 40

711 96+138 50

712 96+397 40

713 96+541 40

714 96+644 35

715 96+955 35

716 97+081 35

717 97+278 40

718 97+713 17

719 97+860 50

720 98+020 35

721 98+085 34

722 98+138 24

723 98+205 17

724 98+320 17

725 98+487 40

726 98+632 50

727 98+778 65

728 98+947 65

729 99+173 100

730 99+767 100

731 100+071 24

732 100+125 24

733 100+528 100

734 100+973 100

735 101+274 100

Sl No

Design Chainage

Design Speed

736 101+619 100

737 102+011 100

738 102+250 100

739 102+546 80

740 102+620 12

741 102+695 15

742 102+952 100

743 103+269 100

744 103+411 100

745 103+672 50

746 104+028 65

747 104+516 100

748 104+959 100

749 105+458 80

750 105+917 100

751 106+350 50

752 106+465 50

753 106+722 65

754 106+901 65

755 107+118 65

756 107+264 65

757 107+518 65

758 107+743 100

759 108+270 100

760 108+616 100

761 108+889 80

762 109+340 100

763 109+678 65

764 110+082 100

765 110+381 80

766 110+579 65

767 110+870 80

768 111+151 80

769 111+361 80

770 111+548 80

771 111+688 34

772 111+842 100

773 112+010 24

774 112+176 80

Sl No

Design Chainage

Design Speed

775 112+435 100

776 112+566 53

777 112+672 53

778 112+997 100

779 113+333 100

780 113+733 100

781 114+202 24

782 114+252 12

783 114+352 75

784 114+765 100

785 115+021 80

786 115+462 100

787 115+724 12

788 115+802 50

789 116+011 100

790 116+247 100

791 116+466 50

792 116+567 50

793 116+760 100

794 117+371 100

795 117+695 50

796 117+904 65

797 118+128 40

798 118+212 50

799 118+346 80

800 118+583 100

801 118+871 100

802 119+046 100

803 119+336 100

804 119+585 53

805 119+801 80

806 120+373 100

807 120+775 100

808 121+128 80

809 121+277 80

810 121+514 80

811 121+722 80

812 122+588 100

813 123+128 100




Sl No

Design Chainage

Design Speed

814 123+722 100

815 124+220 50

816 125+091 50

817 125+324 100

818 125+746 100

819 126+114 100

820 126+273 100

821 126+463 100

822 126+851 15

823 127+047 50

824 127+215 40

825 127+348 65

826 127+547 41

827 127+675 80

828 127+868 100

829 128+151 65

830 128+291 65

831 128+470 50

832 128+568 40

833 128+678 65

834 128+790 80

835 129+039 80

836 129+192 50

837 129+364 50

838 129+602 50

839 129+796 40

840 129+892 53

841 130+035 29

842 130+100 50

843 130+297 50

844 130+620 50

845 130+917 100

846 131+502 50

847 131+651 65

848 131+804 80

849 131+971 80

850 132+076 50

851 132+191 40

852 132+401 50

Sl No

Design Chainage

Design Speed

853 132+821 50

854 133+099 80

855 133+318 80

856 133+503 65

857 133+629 80

858 133+823 50

859 133+940 65

860 134+036 40

861 134+158 65

862 134+495 100

863 134+918 100

864 135+148 75

865 135+249 50

866 135+366 50

867 135+832 100

868 136+695 100

869 136+915 34

870 137+126 100

871 137+624 80

872 138+160 100

873 139+024 80

874 139+167 24

875 139+349 40

876 139+505 50

877 139+595 15

878 139+682 17

879 139+779 40

880 139+858 19

881 139+966 50

882 140+315 65

883 140+822 100

884 141+135 100

885 141+632 100

886 142+339 100

887 142+696 80

888 143+137 100

889 143+734 17

890 144+209 65

891 144+664 100

Sl No

Design Chainage

Design Speed

892 145+104 100

893 145+741 50

894 146+184 100

895 146+924 80

896 147+077 65

897 147+169 65

898 147+252 65

899 147+402 50

900 148+110 9

901 148+540 100

902 148+746 9

903 148+767 9

904 148+822 45

905 149+029 100

906 149+168 12

907 149+288 50

908 149+388 40

909 149+730 40

910 149+811 40

911 150+124 100

912 150+478 50

913 150+630 50

914 150+813 50

915 151+058 50

916 151+210 50

917 151+418 100

918 151+898 65

919 152+097 50

920 152+394 65

921 153+102 100

922 153+499 100

923 153+792 100

924 154+126 100

925 154+311 65

926 154+460 100

927 154+779 100

928 155+194 100

929 155+547 100

930 155+797 65




Sl No

Design Chainage

Design Speed

931 156+400 100

932 156+816 100

933 157+536 100

934 157+726 100

935 157+985 100

936 158+275 50

937 158+453 65

938 158+671 100

939 158+890 100

940 159+146 100

941 159+297 100

942 159+595 100

943 159+797 24

944 159+944 24

945 160+600 100

946 160+874 80

947 161+175 80

948 161+424 45

949 161+521 80

950 161+767 17

951 161+999 24

952 162+196 100

953 162+385 100

954 163+045 100

955 164+363 100

956 164+676 100

957 165+494 80

958 166+090 17

959 166+258 75

960 166+477 29

961 166+537 9

962 166+847 100

963 167+361 65

964 167+587 80

965 167+906 24

966 168+064 100

Sl No

Design Chainage

Design Speed

967 168+282 17

968 168+910 80

969 169+068 65

970 169+243 50

971 169+698 100

972 170+172 100

973 170+856 100

974 171+540 100

975 171+895 100

976 172+660 100

977 173+116 100

978 173+951 100

979 174+388 100

980 174+650 100

981 177+701 100

982 178+436 100

983 179+142 65

984 180+367 100

985 180+631 100

986 180+893 80

987 181+945 100

988 182+328 100

989 182+893 100

990 183+328 75

991 183+566 100

992 183+910 65

993 184+955 100

994 185+553 100

995 186+261 100

996 186+708 65

997 186+929 34

998 187+064 34

999 187+280 34

1000 187+444 65

1001 187+797 100

1002 188+379 65

Sl No

Design Chainage

Design Speed

1003 188+514 65

1004 188+795 100

1005 189+117 100

1006 189+570 100

1007 190+412 100

1008 190+746 100

1009 190+859 80

1010 191+189 100

1011 191+596 100

1012 191+845 100

1013 192+384 100

1014 192+783 17

1015 193+516 13

1016 193+647 20

1017 193+747 50

1018 193+902 50

1019 194+283 100

1020 194+518 80

1021 195+298 100

1022 195+463 50

1023 195+579 50

1024 196+138 100

1025 196+356 100

1026 196+569 100

1027 197+055 80

1028 197+833 100

1029 198+222 100

1030 198+780 100

1031 199+107 65




It is quite apparent from the table above that out of total length of 198.5 kms

approximate 38 .00 kms only has the requisite specifications for design speed of 100 kms

as per IRC SP: 73-2007. Segment wise details are indicated in the table below. It is

evident that almost 80% of the project alignment will have to be re-designed keeping in

view the laid down specifications.

Table 2.7 Segment wise length of project with design speed more than 100 kmph

Sl No Segments

Chainage Town Name Design speed of 100 kmph

From To From To

1 Segment 1 0+000 39+500 NH-66 (Baindur) Nagodi 3.0

2 Segment 2 39+500 87+400 Nagodi Hosanagara 2.0

3 Segment 3 87+400 148+900 Hosanagara Shikaripura 16.0

4 Segment 4 148+900 198+500 Shikaripura NH - 48 (Ranebennur) 17.0

Total length in kms 38.0

2.11 VERTICAL ALIGNMENT

The vertical geometry is an issue of significance.Especially in the ghat section

substantial improvement in the vertical profile will be required.This issue will be more

clear once the details of topographical survey are available. It may be pointed out that

the vertical profile appears to confirm to the Stopping Sight Distance and not the

Intermediate sight distances.

2.12 JUNCTIONS

Few roads intersect the project highway. All intersections are major intersection with

state highways or MDR crossing the project alignment and minor intersections with

village road intersecting the project alignment. The details on above are given in Table

2.8.




Table 2.8 Major Intersections

Sl.

No

.

Location Intersection

Type

Cross Road

Surface

Type

1 Kundhapur Junction @ Chainage 20 +900 (SH-27 &

SH-26) T BT

2 Kollur Junction (Nagara) @ Chainage 70 +600 (SH-26

& SH-52) T BT

3 Hosanagara @ Chainage 88 +800 (SH-52 & SH-1) T BT

4 Bantemallapa @ Chainage 104 +800 (SH-1) T BT

5 Anandapur Junction @ Chainage 113 +400 (SH-1 &

NH-206) X BT

6 Dasokappa @ Chainage 114 +900 (SH-1 & NH-206) T BT

7 Saluru Junction @ Chainage 138 +900 (SH-1 & SH-

148) T BT

8 Shikaripura @ Chainage 147 +100 (SH-1, SH-48 &

SH-57) X BT

9 Shikaripura @ Chainage 147 +900 (SH-48 & SH-57) X BT

10 Masur @ Chainage 165 +900 (SH-57) T BT

11 Halagiri @ Chainage 192+200 (SH-57 & SH-76) X BT

2.13 PAVEMENT CONDITION

The carriageway width of the roads has four specifications of 7.0 meters, 6.0 meters, 5.5

meters and 3.75 meters with 1.5 meters of earthen shoulders on either side. Visual

inspection of the road showed a generally good surface condition. Works related to

resurfacing have been carried out recently in certain places. Approximate 20-30 % of the

highway accepts damaged riding surface. The details on above are given in Table 2.9.




Table 2.9 Pavement Condition along the alignment

Chainage Length in Kms

Carriageway Width Lane Details Type of

Pavement Pavement Condition

From To

0+000 25+600 25.60 5.5 Intermediate Flexible Good

25+600 25+900 0.30 7.5 Double Flexible Good


31+300 39+500 8.20 6 Intermediate Rigid Good

39+500 40+800 1.30 3.75 Single Flexible Good


86+950 88+800 1.85 7 Double Flexible Fair








113+400 114+500 1.10 7 Double Flexible Good


114+900 131+800 16.90 3.75 Single Flexible Poor

131+800 146+800 15.00 5.5 Intermediate Flexible Poor

146+800 147+900 1.10 7 Double Flexible Poor

147+900 148+200 0.30 13 Double Rigid Good

148+200 149+200 1.00 7 Double Rigid Good

149+200 160+900 11.70 7 Double Flexible Fair








Figure 2.13 Existing Pavement Condition photos of the Project alignment

Chainage from 0+000 to 13+900 (Intermediate Lane)






Chainage from 39+500 to 40+800 (Single Lane)






Chainage from 86+950 to 88+800 (Double Lane)














2.14 STATUS OF RIGHT OF WAY (ROW)

Major portion of the highway is aligned through the forest areas. Preliminary look of the

alignment has shown existence of ROW pillars marked at few places on either side of

the road at approx 100 mtrs interval. As could be ascertained from local PWD

authorities, it appears that approx 5.0 to 10.0 mtrs only on either side of the centre line,

land has been acquired. Thus the existing right of way (ROW) extends to total width of

only 10 -20 mtrs only as against requirement of 45 mtrs. .Resultantly,there will be

substantial requirement of LA all along the project corridor to meet the design criteria

and development of the highway as per norms laid down vide IRC 73 and IRC 86 for

urban and non urban areas. On either side of the earthen shoulders there is a presence

of a number of trees within the ROW. Most of the places only earthen drain was noticed

.Also in some portions ,OFC could be noticed laid on the outer edge of the ROW. Details

of existing ROW along the project alignment is indicated below in the Table 2.10.






Table 2.10 Existing Right of Way along the Alignment

Chainage Length in Kms

Carriageway Width RoW in Mts

From To 0+000 25+600 25.60 5.5 13

25+600 25+900 0.30 7.5 13 25+900 31+300 5.40 5.5 10 31+300 39+500 8.20 6 13 39+500 40+800 1.30 3.75 13 40+800 86+950 46.15 5.5 13 86+950 88+800 1.85 7 15 88+800 101+950 13.15 5.5 13 101+950 102+100 0.15 3.75 13 102+100 104+800 2.70 5.5 13 104+800 111+000 6.20 3.75 13 111+000 111+250 0.25 5.5 13 111+250 112+400 1.15 3.75 13 112+400 113+400 1.00 5.5 15 113+400 114+500 1.10 7 15 114+500 114+900 0.40 9 15 114+900 131+800 16.90 3.75 15 131+800 146+800 15.00 5.5 20 146+800 147+900 1.10 7 20 147+900 148+200 0.30 13 20 148+200 149+200 1.00 7 15 149+200 160+900 11.70 7 15 160+900 165+650 4.75 3.75 15 165+650 192+850 27.20 5.5 15 192+850 192+900 0.05 9 15 192+900 198+500 5.60 5.5 15

Chainage @ 180+300 Chainage @ 197+500




2.15 SOIL AND SUBSOIL

The soil characteristics seem to be non-uniform along the project alignment and varies

from Red soil from km 0.0 to km 14.0, Laterite soil mixed with Silty clay from km 14.0 to

130.0, Block cotton soil from km 130.0 to 198.5. Such variation in soil characteristics will

imply substantial variation in embankment/subgrade designs. As regards the water

table, inspection of wells showed water at roughly 5m from the natural ground. The

river beds are generally sandy and used for quarrying.

2.16 UTILITIES ALONG THE PROJECT HIGHWAY

OFC cable was noticed in certain places running on the outer edge of the ROW. HT line

crossings were noticed at one to two places. It is proposed to examine provision of

additional utilities e.g. bus bays, passenger facilities, toll plazas where required and

other passenger amenities.

2.17 SOCIO RELIGIOUS STRUCTURE AND BUILDINGS

The roadway is flanked on the sides by important social activity centers such as schools,

colleges, and places of worship etc. While widening, the alignment may have to be

shifted to avoid impacting these structures.

2.18 BRIDGES AND CROSS DRAINAGE STRUCTURES

The inventory data for the existing cross drainage structures, culverts and bridges were

carried out. The project road has 2 Major bridge, 60 Minor bridges, 322 Culverts, 1

Aqueduct and the summary of the same is given below in Table 2.11.




Table 2.11 Summary of Existing Bridges and Culverts

Sl No Length (Km)

Culverts Bridges

Aqueduct Pipe Box Slab Total Major Minor Total

Section 1: Shikaripura to Ranebennur (CH: 0+000 to CH: 39+500)

1 39.5 60 42 18 78 1 15 16 -

Section 2: Nagodi to Hosanagara (CH: 39+500 to CH: 87+400)

2 47.9 112 107 112 13 13 -

Section 3: Hosanagara to Shikaripura (CH: 87+400 to CH: 148+900)

3 61.5 83 32 83 11 11 -

Section 4: Shikaripura to NH 48 (Ranebennur) (CH: 148+900 to CH: 198+500)

4 49.6 49 28 49 20 20 1

2.18.1 Major Bridges

There are two major bridges in this project. Details of location, span arrangements etc.

of the existing major bridge are tabulated in Table 2.12 below. The bridges would be

examined for strength of slabs, carriageway width and recorded HFL. Effort will be

made to retain existing bridges to the extent feasible.

Table 2.12 Major Bridges

Sl No Location (Km) Type of Bridge Span Arrangement (m) Total Width

(m)

Section 1: NH-66 (Baindur) to Nagodi (CH: 0+000 to CH: 39+500)

1 19+900 Major 6 X 9 6.00


2 164+900 Major 9 X 6 6.50

2.18.2 Minor Bridges

There are 60 minor bridges in the existing project road. Details of the existing minor

bridges are tabulated in Table 2.13 given below.




Table 2.13 Minor Bridges

Sl No Location (Km) Type of Bridge Span Arrangement (m)

Total Width (m)

Section 1: NH-66 (Baindur) to Nagodi (CH: 0+000 to CH: 39+500)

1 1+010 Minor 1 X 7.6 11.6 2 1+140 Minor/ Railway Bridge 1 X 10 11.6 3 1+830 Minor 1 X 5.3 5 4 4+570 Minor 3 X 9 7.5 5 8+600 Minor 1 X 7.0 8.4 6 9+600 Minor 1 X 6.9 8.2 7 11+190 Minor 1 X 6.5 10 8 11+810 Minor 1 X 10 8.3 9 13+005 Minor 1 X 8 8

10 15+150 Minor 1 X 1.7 10.5 11 16+960 Minor 1 X 8.2 8.5 12 19+900 Minor 1 X 8.1 6.2 13 24+390 Minor 1 X 6.0 8 14 26+140 Minor 1 X 15.4 8.4 15 27+690 Minor 2 X 9 12

Section 2: Nagodi to Hosanagara (CH: 39+500 to CH: 87+400)

16 41+900 Minor 2 X 6 8.3 17 43+180 Minor 1 X 5.5 8.2 18 44+900 Minor 3 X 11.7 11.9 19 53+250 Minor 1 X 6.1 7.1 20 60+450 Minor 1 X 12 12.6 21 62+800 Minor 1 X 9 4 22 70+200 Minor 2 X 9.6 12.3 23 70+800 Minor 1 X 13.2 7.5 24 75+550 Minor 4 X 9.1 7.5 25 78+650 Minor 1 X 6.2 7.5 26 81+200 Minor 1 X 6.2 9.4 27 82+750 Minor 4 X 6 7.5 28 86+050 Minor 1 X 9 9.5

Section 3: Hosanagara to Shikaripura (CH: 87+400 to CH: 148+900)

29 89+450 Minor 1 X 9 8 30 91+150 Minor 1 X 6.2 7.8 31 96+950 Minor 7 X 8.8 7.5




Sl No Location (Km) Type of Bridge Span Arrangement (m)

Total Width (m)

32 102+050 Minor 1 X 7.5 6 33 102+900 Minor 5 X 9 51 34 105+900 Minor 1 X 9.3 4.9 35 122+100 Minor 1 X 9 6.5 36 128+900 Minor 1 X 6.2 6.7 37 129+100 Minor 1 X 12 8 38 134+200 Minor 2 X 3 6.5 39 137+900 Minor 3 X 4 12


40 154+800 Minor 3 X 16 8.4 41 156+200 Minor 2 X 5.5 12 42 156+400 Minor 2 X 4.5 12 43 159+800 Minor 2 X 5.5 12.1 44 162+300 Minor 3 X 3 7.5 45 163+000 Minor 3 X 2 15 46 165+300 Minor 2 X 3.5 7 47 168+300 Minor/ Aquaduct 2 X 5.5 13.4 48 169+000 Minor 2 X 3 13 49 170+900 Minor 4 X 6 7.5 50 176+500 Minor 4 X 3 12.5 51 180+500 Minor 2 X 8.6 12 52 183+600 Minor 4 X 6 6.5 53 186+500 Minor 5 X 5.5 7 54 188+900 Minor 5 X 7.2 8 55 190+300 Minor 2 X 7 45 56 191+000 Minor 2 X 7 50 57 193+600 Minor 4 X 7.3 7.4 58 194+300 Minor 4 X 4.5 8.2 59 194+600 Minor 1 X 9 12 60 195+300 Minor 2 X 6 7.5




Figure 2.14 Existing Structure Photos of the Project alignment

Chainage @ 19+850(Major Bridge)

Chainage @ 164+900(Major Bridge)

Chainage @ 191+000




2.19 LEVEL CROSSING and ROB


over a length of 198.5 Kms. Existing ROB is located at Taggarse, Chainage 1+150 and

have a formation width of 10 mts and height of 5.5 mts. As regards the level crossing it

is located at Anandapur, Chainage 113+200. The level crossing is approximately 200

mts from the road junction on NH 206. Thus the ROB will have to be so designed that it

merges with the road junction and facilitates smooth flow of traffic in different

directions.

Chainage @ 113+200 (Level Crossing)

Chainage @ 1+150 (ROB)




2.20 RESURFACING PROGRAM

A number of portions of the existing road is displaying signs of distress and would

require reconstruction. Final assessment will be made after the BBD survey and

pavement examination, the chainages where the pavement is in near satisfactory

condition and resurfacing could suffice is shown below in Table 2.14.

Table 2.14 Details of Resurfacing Section and length of BBD Survey

Proposed Chainage Length (Kms) Start End

0+000 25+600 25.60

40+800 86+950 46.15

86+950 113+400 26.45

160+000 198+500 38.50

Chainage @ 113+000 (Junction 200 mts length from Level crossing)




CHAPTER 3. APPROACH & METHODOLOGY

3.1 GENERAL

The Consultant’s approach to the project will be in accordance with the “Description of

Services” given in the Contract Document, understanding of the project objectives and

further discussions with the Client during the progress of the project study.

3.2 OBJECTIVE OF THE STUDY

Based on the objectives and scope of the consultancy services, an appropriate

methodology has been developed to address the requirements, especially with regard to

various intermediate targets and completion period, manning schedule and interaction

with client as indicated in the terms of reference (TOR). A work plan has been prepared

on the basis of the methodology developed. A competent team of suitably qualified key

professionals and other supporting staff as per the requirements of TOR is selected for

carrying out the services.

The scope of services includes both independent and inter-dependent activities. Hence

we propose a TASK APPROACH to carry out the entire work comprehensively and

accurately to the complete satisfaction of the client & fulfillment of ToR. The whole work

will be divided into different tasks and the detailed methodology for each task is given

below.

3.3 APPROACH AND METHODOLOGY

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

and financial viability of the project and prepare detailed project reports for

rehabilitation and upgrading of the existing road to 2/4 lane configuration

The assignment includes highway design, pavement design for flexible/ rigid pavements,

design of bridges and cross drainage structures and grade separated structures, design

of service roads, quantities of various items, detailed working drawings, detailed cost

estimates, economic and financial viability analysis, environmental and social

feasibility, social and environmental action plans as appropriate and documents

required for tendering the project on commercial basis for international / local

competitive bidding.




The Methodology for Services, Surveying and Data Collection will be carried out to cover

all the scope of work as detailed in the ToR. A schematic diagram is prepared to cover

the important activities of the assignment which is self-explanatory and is shown in the

figure below.

DPR Preparation

1. Site Inspection &. Meeting with

IAHE Officials 2. Design Standards &

QAP

3. Traffic surveys and

demand

assessment

4. Topographic Surveys &

Utility survey

5. Road inventory & pavement

Surveys

6. Structural Inventory &

Geotechnical

Surveys7 Social & Environmental

Surveys

8. Alignment design & pavement

Design

9. Structural Designs

(Bridge/RoB/Culverts)

10. Design of way side

amenties

11. Costing, Economic &

Financial

Analysis

12. Submission of Feasibility

& DPR




The widening/improvement work to 2/4 laning will be explored to fit within the existing

right of way avoiding land acquisition, except for locations having inadequate width and

where provisions of short bypasses, service roads, alignment corrections, improvement of

intersections are considered necessary and practicable and cost effective. However

bypass proposals will also be considered, wherever in urban areas, improvement to 2/4

lane of the existing road is not possible. The land acquisition details as per revenue

records/maps and as required in ToR will also be furnished.

Consultants have in-house latest computers/laptops loaded with software for the design

of Alignment, Roadway, Bridges, steel structures, geotechnical analysis.

Consultants also have NABL accredited in-house material testing laboratory to ensure

that the material are tested with proper procedures and consistency in results which

will help in accurate design of pavement, embankment and structures

3.4 QUALITY ASSURANCE SYSTEM FOR CONSULTANCY ASSIGNMENT

It is of great importance to maintain consistency in design, careful preparation of

drawings and infallible design work of any projects by the consultants. The quality of

this work is a vital ingredient in the successful completion of design work and

implementation of the project both for the new highways and for upgrading and

maintaining the existing roads

Our company is an ISO 9001:2008 certified company, our edge in terms of delivering

high quality products requires effective quality assurance mechanisms. For this we have

developed and are applying a quality assurance system, which is compliant with ISO

9001:2008. Our quality assurance systems may be divided into three phases:

1) Pre-implementation phase

2) Implementation

3) Quality assurance of outputs

At the pre-implementation phase the Team Leader will focus on: (a) ensuring that there

is a clear understanding of the ToR and the expectations of the client of the required

work and outputs, and (b) that the team members identified for the assignment are fully

qualified to undertake the assignment. The company will develop the Quality Assurance

Plan (QAP) for all field studies including topographic surveys, traffic surveys,

engineering surveys and investigations and documentation activities. The detailed QAP




will be discussed and finalized with the concerned NH officials immediately upon the

award of the Contract. The same shall be submitted within the stipulated time and

strictly observed to. The QAP will become a guide to both consultants and the client in

executing the assignment as well as monitoring the activities.

3.5 REVIEW OF DATA AND DOCUMENTS

The Consultants will collect the available data and information relevant for the Study.

The data and documents of major interest will include, but not be limited to, the

following:

(i) Climate;

(ii) Road inventory;

(iii) Road condition, year of original construction, year and type of major

maintenance/rehabilitation works;

(iv) Condition of bridges and cross-drainage structures;

(v) Sub-surface and geo-technical data for existing bridges;

(vi) Hydrological data, drawings and details of existing bridges;

Completion ofProject 16

Economic &Financial Analysis 14 15 ICB

DocumentBOQ & CostEstimate 12 13 Environmental

& R R Study & ReportDetailedDrawings 10 11 Quality Audit

PavementDesign 8 9 Bridge & Other Structural Design

TrafficReport 6 7 Highway Design

Investigation& Surveys 4 5 Processing, Testing & Reports

Project Setup 2 3 Standardisation, Setting up Quality System & Quality Control

1 Start of Project




(vii) Existing geological maps, catchment area maps, contour plans etc. for the project

area;

(viii) Condition of existing river bank / protection works, if any.

(ix) Details of sanctioned / on-going works on the stretch sanctioned by MoRT&H /

other agencies for Tie-in purposes

(x) Survey and evaluation of locally available construction materials;

(xi) Historical data on classified traffic volume (preferably for 5 years or more);

(xii) Origin-destination and commodity movement characteristics; if available;

(xiii) Speed and delay characteristics; if available;

(xiv) Commodity-wise traffic volume; if available;

(xv) Accident statistics; and,

(xvi) Vehicle loading behavior (axle load spectrum), if available.

(xvii) Type and location of existing utility services (e.g. Fibre Optical Cable, O/H and

U/G Electric, Telephone line, Water mains, Sewer, Trees etc.)

(xviii) Environmental setting and social baseline of the project.

3.6 SOCIAL ANALYSIS

The social analysis study will be carried out in accordance with the MORT&H/ World

Bank/ ADB Guidelines. The social analysis report will, among other things, provide a

socio-economic profile of the project area and address in particular, indigenous people,

communicable disease particularly HIV/AIDS poverty alleviation, gender, local

population, industry, agriculture, employment, health, education, health, child labour,

land acquisition and resettlement .

3.7 TRAFFIC SURVEYS

All traffic surveys and studies will be completed and incorporated in feasibility studies.

The type of traffic surveys and the minimum number of survey stations will be as under.




Table 3.1 Traffic surveys and Durations

Sl. No Type of traffic survey Number of Survey

Stations Survey Extent and Duration

1 Traffic volume Counts

(TVC) 3

Carried out for 7 days (continuous,

direction-wise)

2 Turning Movement

Counts (TMC)

All Major

Intersections

Conducted from morning and evening

on a week day (8 am to 8 pm)

3 Origin and

Destination Survey Minimum 2

Carry out 1-day (24 hour, both

directions) O-D and Commodity

Movement Surveys

4 Axle Loading

Characteristics 2

Carried out at suitable location(s) in

the project road stretch on a random

sample basis normally for trucks only

(both empty and loaded trucks) for 2

normal days - (24 hours) at special

count station

5 Speed-Delay

Characteristics Project Road Section

Carry out appropriate field studies

such as moving car survey to

determine running speed and journey

speed

6 Pedestrian/ animal

cross traffic count

All major

inhabitations along

the highway

All major inhabitations along the

highway

Table 3.2 shows the locations of surveys on the proposed corridor For TVC and OD

Surveys. Table 3.3 shows the locations of surveys on the proposed corridor For TMC

Surveys.

Table 3.2 Traffic Survey Locations for TVC and OD Surveys

Project No. Location Name Type TVC OD Remarks

NH766C Hosanagar T Yes Yes Chainage 88+800

NH766C Anandapur (NH-

206) X Yes Yes Chainage 113+400

NH766C Shikaripura X Yes Chainage 147+100




Table 3.3 Turning Movement Count Survey Locations

Sl.No. Junction Type Remarks

1 Kundhapur Junction T Chainage @ 20+900

2 Kollur Junction (Nagara) T Chainage @ 70+600

3 Hosanagara T Chainage @ 88+800

4 Bantemallapa T Chainage @ 104+800

5 Anandapur Junction X Chainage @ 113+400

6 Dasokappa (NH-206) T Chainage @ 114+900

7 Saluru T Chainage @ 138+900

8 Shikaripura X Chainage @ 147+100

9 Shikaripura X Chainage @ 147+900

10 Masur T Chainage @ 165+900

11 Halagiri X Chainage @ 192+200




Chainage @ 20 +900 (Kundhapur Junction)

Chainage @ 70 +600 (Kollur Junction (Nagara)

Chainage @ 104 +800 (Bantemallapa)

Chainage @ 114 +900 (Dasokappa NH-206)

Chainage @ 88 +800 (Hosanagara)

Chainage @ 113 +400 (Anandapur – NH 206)




Chainage @ 138 +900(Saluru)

Chainage @ 147 +100 (Shikaripur)

Chainage @ 147 +900(Shikaripur)

Chainage @ 165 +900 (Masur)

Chainage @ 192 +200(Halageri)




Classified Traffic Volume Count Survey

The classified traffic volume count surveys will be carried out for 7 days (continuous,

direction-wise) at the selected survey stations. The vehicle classification system as given

in relevant IRC code will be followed. However, the following generalised classification

system is suggested in view of the requirements of traffic demand estimates and

economic analysis:

Motorised Traffic Non-Motorised Traffic

2 Wheeler Bi-Cycle

3 Wheeler Cycle-Rickshaw

Passenger Car Animal Drawn Vehicle (ADV)

Utility Vehicle (Jeep, Van etc) Hand Cart

Bus Mini Bus Other Non-Motorised Vehicle

Standard Bus

LCV LCV – Passenger

LCV – Freight

Truck

MCV - 2 Axle Rigid Chassis

HCV - 3 Axle Rigid Chassis

MAV - Semi Articulated

MAV - Articulated

All results will be presented in tabular and graphical form. The survey data will be

analysed to bring out the hourly and daily variations. The traffic volume count per day

will be averaged to show a weekly Average Daily Traffic (ADT) by vehicle type. The

Annual Average Daily Traffic (AADT) will be worked out by applying seasonal factors.

The consultants will compile the relevant traffic volume data from secondary sources

also. The salient features of traffic volume characteristics will be brought out and

variations if any, from the traffic census carried out by the State PWD will be suitably

explained.




Origin-Destination (O-D) and Commodity Movements Surveys

The Consultants will carry out 1-day (24 hour, both directions) O-D and Commodity

Movement Surveys at locations finalized in consultation with IAHE. These will be

essentially required around congested towns to delineate through traffic. The road side

interviews will be on random sample basis and cover all four-wheeled vehicles. The

locations of the O-D survey and Commodity Movement surveys will normally be same as

for the classified traffic count stations.

The location of origin and destination zones will be determined in relation to each

individual station and the possibility of traffic diversion to the Project Road from/to

other road routes including bypasses.

The trip matrices will be worked out for each vehicle type information on weight for

trucks would be summed up by commodity type and the results tabulated, giving total

weight and average weight per truck for the various commodity types. The sample size

for each vehicle type will be indicated on the table and also in the graphical

representations.

The data derived from surveys will also be analysed to bring out the lead and load

characteristics and desire line diagrams. The data analysis would also bring out the

requirement for the construction of bypasses. The distribution of lead and load obtained

from the surveys will be compared with those derived from the axle load studies. The

commodity movement data will be taken into consideration while making the traffic

demand estimates.

Turning Movement Surveys

The turning movement surveys for estimation of peak hour traffic for the design of

major and minor intersections will be carried out for the Study. The details regarding

composition and directional movement of traffic will be furnished.

The methodology for the surveys will be as per IRC: SP: 41-1994. The details including

location and duration of surveys will be finalized in consultation with IAHE officials.

The data derived from the survey will be analysed to identify requirements of suitable

remedial measures, such as construction of underpasses, fly-overs, interchanges, grade-

separated intersections along the project road alignment. Intersections with high traffic

volume requiring special treatments either presently or in future will be identified.




Axle Load Surveys

Axle load surveys in both directions will be carried out at suitable location(s) in the

project road stretch on a random sample basis normally for trucks only (both empty and

loaded trucks) for 2 normal days - (24 hours) at special count stations to be finalised in

consultation with IAHE. However, a few buses may be weighed in order to get an idea

about their loading behavior. While selecting the location(s) of axle load survey

station(s), the locations of existing bridges with load restrictions, if any, should be taken

into account and such sites should be avoided.

The axle load surveys will be done using axle load pads or other sophisticated

instruments. The location(s) of count station(s) and the survey methodology including

the data formats and the instrument type to be used will be finalised before taking up

the axle load surveys.

The axle load data should be collected axle configuration-wise. The number of equivalent

standard axles per truck will be calculated on the basis of results obtained. The results

of the survey would bring out the VDF for each truck type (axle configuration, if the

calculated VDF is found to be below the national average, then national average will be

used. Furthermore, the data from axle load surveys are analysed to bring out the Gross

Vehicle Weight (GVW) and Single Axle Load (SAL) Distributions by truck type (axle

configuration).

Speed-Delay Surveys

The Consultants will carry out appropriate field studies such as moving car survey to

determine running speed and journey speed. The data would be analysed to identify

sections with typical traffic flow problems and congestion. The objective of the survey is

to recommend suitable measures for segregation of local traffic, smooth flow of through

traffic and traffic safety. These measures would include the provision of bypasses,

under-passes, fly-overs, interchanges, grade-separated intersections and service roads.

Traffic Demand Estimates

The consultants will make traffic demand estimates and establish possible traffic

growth rates in respect of all categories of vehicles, taking into account the past trends,

annual population and real per capita growth rate, elasticity of transport demand in

relation to income and estimated annual production increase. The other aspects

including socio-economic development plans and the land use patterns of the region




having impact on the traffic growth, the projections of vehicle manufacturing industry in

the country, development plans for the other modes of transport, O-D and commodity

movement behavior are also be taken into account while working out the traffic demand

estimates.

The values of elasticity of transport demand will be based on the prevailing practices in

the country. The Consultants will give complete background including references for

selecting the value of transport demand elasticity.

It is envisaged that the 2/4-laning of the project road sections would be completed and

opened to traffic after 3 years. The traffic demand estimates will be done for a further

period of 30 years from completion of two/four lane. The demand estimates will be done

assuming three scenarios, namely, optimistic, pessimistic and most likely traffic growth.

The growth factors will be worked out for five-yearly intervals.

Traffic projections would be based on sound and proven forecasting techniques. The

traffic projections would also bring out the possible impact of implementation of any

competing facility in the near future. The demand estimates should also take into

account the freight and passenger traffic along the major corridors that may

interconnect with the project. Impact of toll charges on the traffic estimates should be

estimated.

The methodology for traffic demand estimates described in the preceding paragraphs is

for normal traffic only. In addition to the estimates for normal traffic, the Consultants

will work out the estimates for generated, induced and diverted traffic. The traffic

forecasts will also be made for both diverted and generated traffic. Overall traffic

forecast thus made will form the basis for the design of each pavement type and other

facilities/ ancillary works.

3.8 ENGINEERING SURVEYS & INVESTIGATIONS

B.1 Reconnaissance and Alignment

B.2 Topographic Surveys

B.3 Road and Pavement Investigations

B.4 Investigations for Bridges and Structure

B.5 Material Investigations




B.1 Reconnaissance and Alignment

The Consultants would make an in-depth study of the available land width (ROW)

topographic maps, satellite imageries and air photographs of the project area, geological

maps, catchment area maps, contour plans, flood flow data and seismological data. And

other available relevant information collected by them concerning the existing

alignment. Would make efforts for minimizing land acquisition.

The detailed ground reconnaissance may be taken up immediately after the study of

maps and other data.

The data derived from the reconnaissance surveys are utilised for planning and

programming the detailed surveys and investigations. All field studies including the

traffic surveys should be taken up on the basis of information derived from the

reconnaissance surveys.

The data and information obtained from the reconnaissance surveys will be documented.

The data obtained from the reconnaissance surveys should form the core of the database

which would be supplemented and augmented using the data obtained from detailed

field studies and investigations.

B.2 Topographic Surveys

The basic objective of the topographic survey would be to capture the essential ground

features along the alignment in order to consider improvements and for working out

improvements, rehabilitation and upgrading costs. The detailed topographic surveys will

be taken up after the completion of reconnaissance surveys.

The detailed field surveys will be carried out using Total stations. The data from the

topographic surveys will be available in (x, y, z) format for use in a sophisticated digital

terrain model (DTM).

The detailed field surveys would essentially include the following activities

Topographic Surveys along the Existing Right of Way (ROW): Running a

continuous open Traverse along the existing road and realignments, wherever

required, and fixation of all cardinal points such as horizontal intersection points

(HIP’s), centre points and transit points etc. and properly referencing the same

with a pair of reference pillars fixed on either side of the centre-line at safe places

within the ROW.

The detailed field surveys would essentially include the topographic surveys

along the proposed location of bridge and alignment of approach road.




The detailed topographic surveys should be carried out along the approach roads

alignment and location of bridge approved by IAHE.

Collection of details for all features such as structures (bridges, culverts etc.)

utilities, existing roads, electric and telephone installations (both O/H as well as

underground), huts, buildings, fencing and trees (with girth greater than

0.3metre) oil and gas lines etc. falling within the extent of survey.

The width of survey corridor will generally be as given under

The width of the survey corridor should take into account the layout of the

existing alignment including the extent of embankment and cut slopes and the

general ground profile. While carrying out the field surveys, the widening scheme

(i.e. right, left or symmetrical to the centre line of the existing carriageway)

should be taken into consideration so that the topographic surveys cover

sufficient width beyond the centre line of the proposed divided carriageway.

In case the reconnaissance survey reveals the need for bypassing the congested

locations, the traverse lines would be run along the possible alignments in order

to identify and select the most suitable alignment for the bypass. The detailed

topographic surveys should be carried out along the bypass alignment approved

by IAHE. At locations where grade separated intersections could be the obvious

choice, the survey area will be suitably increased. Field notes of the survey

should be maintained which would also provide information about traffic, soil,

drainage etc.

The width of the surveyed corridor will be widened appropriately where

developments and / or encroachments have resulted in a requirement for

adjustment in the alignment, or where it is felt that the existing alignment can

be improved upon through minor adjustments.

Where existing roads cross the alignments, the survey will extend a minimum of

100 m either side of the road centre line and will be of sufficient width to allow

improvements, including at grade intersection to be designed.

The surveyed alignment shall be transferred on to the ground as under

Reference Pillar and Bench Mark / Reference pillar of size 15 cm X 15 cm X 45cm

shall be cast in RCC of grade M 15 with a nail fixed in the centre of the top

surface. The reference pillar shall be embedded in concrete upto a depth of 30cm

with CC M10 (5 cm wide all around). The balance 15 cm above ground shall be




painted yellow. The spacing shall be 250m apart, incase Bench Mark Pillar

coincides with Reference Pillar, only one of the two need be provided.

Establishing Bench marks at site connected to GTS Bench marks at an interval

of 250 metres on Bench mark pillar made of RCC as mentioned above with RL

and BM No. marked on it with red paint.

Boundary Pillars- Wherever there is a proposal of realignment of the existing

Highway and/or construction of New Bypasses, Consultant will fix boundary

pillars along the proposed alignment on the extreme boundary on either side of

the project Highway at 50 m interval.

Longitudinal and Cross-Sections

The topographic surveys for longitudinal and cross-sections shall cover the following:

Longitudinal section levels along final centre line at every 25 m interval, at the

locations of curve points, small streams and intersections and at the locations of

change in elevation.

Cross sections at every 50 m interval in full extent of survey covering sufficient

number of spot levels on existing carriageway and adjacent ground for profile

correction course and earth work calculations. Cross sections shall be taken at

closer interval at curves.

Longitudinal section for cross roads for length adequate for design and quantity

estimation purposes.

Longitudinal and cross sections for major and minor streams shall cover Cross

section of the channel at the site of proposed crossing and few cross sections at

suitable distance both upstream and downstream, bed level upto top of banks

and ground levels to a sufficient distance beyond the edges of channel, nature of

existing surface soil in bed, banks & approaches, longitudinal section of channel

showing site of bridge etc. These shall be as per recommendations contained in

IRC Special Publication No. 13 (Guidelines for the Design of Small Bridges and

Culverts) and provisions of IRC:5 (“Standard Specifications & Code of Practice

for Road Bridges, Section 1 – General Features of Design”).

Details of utility Services and Other Physical Features

The Consultants will collect details of all important physical features along the

alignment. These features affect the project proposals and should normally




include buildings and structures, monuments, burial grounds, cremation

grounds, places of worship, railway lines, stream / river / canal, water mains,

severs, gas/oil pipes, crossings, trees, plantations, utility services such as electric,

and telephone lines (O/H & U/G) and poles, optical fibre cables (OFC) etc. The

survey would cover the entire right-of-way of the road on the adequate allowance

for possible shifting of the central lines at some of the intersections locations.

The information collected during reconnaissance and field surveys will be shown

on a strip plan so that the proposed improvements can be appreciated and the

extent of land acquisition with L.A schedule, utility removals of each type etc.

assessed and suitable actions can be initiated. Separate strip plan for each of the

services involved shall be prepared for submission to the concerned agency.

B.3 Road and Pavement Investigations

The Consultants will carry out detailed field studies in respect of road and pavement.

The data collected through road inventory and pavement investigations should be

sufficient to meet the input requirements of HDM-IV.

Road Inventory Surveys:

Detailed road inventory surveys will be carried out to collect details of all existing road

and pavement features along the existing road sections. The inventory data will include

the following.

Terrain (flat, rolling, mountainous);

Land-use (agricultural, commercial, forest, residential etc ) @ every kilometer;

Carriageway width, surfacing type @ every 500m and every change of feature

whichever is earlier;

Shoulder surfacing type and width @ every 500m and every change of feature

whichever is earlier;

Sub-grade / local soil type (textural classification) @ every 500m and every

change of feature whichever is earlier;

Horizontal curve; vertical curve

Road intersection type and details, at every occurrence;

Retaining structures and details, at every occurrence;

Location of water bodies (lakes and reservoirs), at every occurrence;




Height of embankment or depth of cut @ every 200m and every change of feature

whichever is earlier.

Land width i.e. ROW

Culverts, bridges and other structures (type, size, span arrangement and

location)

Roadside arboriculture

Existing utility services on either side within ROW.

General drainage conditions

Design speed of existing road

The data should be collected in sufficient detail. The data should be compiled and

presented in tabular as well as graphical form. The inventory data would be stored in

computer files using simple utility packages, such as EXCEL.

Pavement Condition:

The data concerning the pavement composition may be already available with the PWD.

However, the consultants will make trial pits to ascertain the pavement composition.

For each test pit, the following information shall be recorded:

Test pit reference (Identification number, location):

Pavement composition (material type and thickness); and

Subgrade type (textural classification) and condition (dry, wet)

Road and Pavement Condition Surveys

The objective of the road and pavement condition surveys are to identify defects and

sections with similar characteristics. All defects are systematically referenced, recorded

and quantified for the purpose of determining the mode of rehabilitation.

The pavement condition surveys are carried out using visual means. Supplemented by

actual measurements and in accordance with the widely accepted methodology

(AASHTO, IRC, OECD, TRL and World Bank Publications) adapted to meet the study

requirements. The measurement of rut depth would be made using standard straight

edges.

The shoulder and embankment conditions will be evaluated by visual means and the

existence of distress modes (cuts, erosion marks, failure, drops) and extent (none,




moderate, frequent and very frequent) of such distress manifestations would be

recorded.

For sections with severe distresses, additional investigations as appropriate will be

carried out to determine the cause of such distresses.

Pavement Roughness

The roughness surveys will be carried out using Bump Integrator or similar instrument.

The methodology for the surveys will be as per the widely used standard practices. The

calibration of the instrument will be done as per the procedure given in the World

Bank’s Technical Publications and duly got authenticated by established

laboratory/institution acceptable to the client.

The surveys will be carried out along the outer wheel paths. The surveys will cover a

minimum of two runs along the wheel paths for each directions.

The results of the survey shall be expressed in terms of BI and IRI and shall be

presented in tabular and graphical forms. The processed data shall be analysed using

the cumulative difference approach to identify road segments homogenous with respect

to surface roughness.

Pavement Structural Strength

The Consultants will carry out structural strength surveys for existing pavements using

Benkelman Beam Deflection technique in accordance with the CGRA procedure given in

IRC: 81-1997 (“Guidelines for Strengthening of Flexible Road Pavements Using

Benkelman Beam Deflection Technique”).

It is suggested that the deflection surveys may be carried out as per the scheme given

below:

Mainline testing; and,

Control section testing.

The deflection tests for the mainline shall be carried out at every 500 m along the road

sections covered under the study. The control section testing shall involve carrying out

deflection testing for each 100 m long homogenous road segment along the road sections.

The selection of homogenous segment will be based on the data derived from pavement

condition surveys. The total length of such homogenous segments will not be less than

100 m per kilometer. The deflection measurements for the control section testing should

be at an interval of not more than 10 m.




Test pits are taken at every 500 m and also along each homogeneous road segment to

obtain pavement composition details (pavement course, material type and thickness) so

as to be able to study if a correlation exists between deflection and composition. If so, the

relationship are to be used while working out the overlay thickness for the existing

pavement.

Benkelman Beam Deflection surveys may not be carried out for severely distressed

sections of the road warranting reconstruction. The Consultants, immediately upon the

award of the contract, will have to submit to IAHE the scheme describing the testing

schedule including the interval. The testing scheme will be supported by data from

detailed reconnaissance surveys.

Subgrade Characteristics and Strength

Based on the data derived from condition (surface condition, roughness) and structural

strength surveys, the project road section should be divided into segments homogenous

with respect to pavement condition and strength. The delineation of segments

homogenous with respect to roughness and strength should be done using the

cumulative difference approach (AASHTO, 1993).

The data on soil classification and mechanical characteristics for soils along the existing

alignments may already be available with the PWD. The testing scheme is, therefore,

proposed as given under:

For the widening (2/4 Laning) of existing road within the ROW, the

Consultants have to test at least three sub-grade soil samples for each

homogenous road segment or three samples for each soil type

encountered, whichever is more.

For the roads along new alignments, the test pits for sub grade soil shall

be @ 5km or for each soil type, whichever is more. A minimum of three

samples should be tested corresponding to each homogenous segment.

The testing for subgrade soil shall include:

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

ii. Field CBR using DCP at each test pit

iii. Characterisation (grain size and Atterberg limits) at each test pit and,

iv. Laboratory moisture-density characteristics (modified AASHTO

compaction);




v. Laboratory CBR (unsoaked and 4-day soak compacted at three energy

levels) and swell.

For problematic soils, the testing will be more rigorous. The characteristics with regard

to permeability and consolidation will also be determined for these soils. The frequency

of sampling and testing of these soils will be finalised in consultation with the IAHE

officers after the problematic soil types are identified along the road sections. The

laboratory for testing of material should be got approved from IAHE before start of

work.

B.4 Investigation for Bridges and Structures

Inventory of Bridges, Culverts and Structures

The Consultants will carry out inventory of all the structures (bridges, viaducts,

ROBs/RUB and other grade separated structures, culverts, etc.) along the road under

the project. The inventory for the bridges, viaducts and ROBs will include the

parameters required as per the guidelines of IRC-SP: 35. The inventory of culverts will

be presented in a tabular form covering relevant physical and hydraulic parameters.

Hydraulic and Hydrological Investigations

The hydrological and hydraulic studies are to be carried out in accordance with IRC SP:

13 (“Guidelines for the Design of Small Bridges and Culverts”) and IRC: 5 (“Standard

Specifications & Code of Practice for Road Bridges, Section I General Feature of

Design”). These investigations will be carried out for all existing drainage structures

along the road sections under the study.

The consultant will also collect information on observed maximum depth of scour. In

respect of major bridges, history of hydraulic functioning of existing bridge, if any, under

flood situation, general direction of river course through structure, afflux, extent and

magnitude of flood, effect of backwater, if any, aggradation/degradation of bed, evidence

of scour etc. will be used to augment the available hydrological data. The presence of

flood control/irrigation structures, if affecting the hydraulic characteristics like causing

obliquity, concentration of flow, scour, silting of bed, change in flow levels, bed levels etc.

will be studied and considered in design of bridges. The details of any future planned

work that may affect the river hydraulics will be studied and considered.




The Consultants will make a desk study of available data on topography (topographic

maps, stereoscopic aerial photography), storm duration, rainfall statistics, top soil

characteristics, vegetation cover etc. so as to assess the catchment areas and hydraulic

parameters for all existing and proposed drainage provisions. The findings of the desk

study would be further supplemented and augmented by a reconnaissance along the

area. All important hydrological features will be noted during this field reconnaissance.

The Consultants will collect information on high flood level (HFL), low water levels

(LWL), high tide level (HTL), low tide level (LTL) where applicable, discharge velocity

etc. from available past records, local inquiries and visible signs, if any, on the

structural components and embankments. Local inquiries will also be made with regard

to the road sections getting overtopped during heavy rains.

Condition Surveys for Bridges, Culverts and Structures

1. The team will thoroughly inspect the existing structures and shall prepare a

report about their condition including all the parameters given in the Inspection

pro-forma of IRC-SP; 35. The condition and structural assessment survey of the

bridges / culverts / structures shall be carried out by senior experts of the

Consultants.

2. For the bridges identified to be in a distressed condition based upon the visual

condition survey, supplementary testing shall be carried out as per IRC-SP: 35

and IRC-SP: 40. Selection of tests may be made based on the specific requirement

of the structure.

3. The assessment of the load carrying capacity or rating of existing bridges shall be

carried out under one or more of the following scenarios:

i. When the design live load is less than that of the statutory commercial

vehicle plying or likely to ply on bridge;

ii. If during the condition assessment survey and supplementary testing the

bridge is found to indicate distress of serious nature leading to doubt

about structural and / or functional adequacy, and

iii. Design live load is not known nor are the records and drawings available.

4. The evaluation of the load carrying capacity of the bridge shall be carried out as

per IRC-SP: 37 (“Guidelines for Evaluation of Load Carrying Capacity of

Bridges”). The analytical and correlation method shall be used for the evaluation




of the load carrying capacity as far as possible. When it is not possible to

determine the load carrying capacity of the bridge using analytical and

correlation method, the same shall be carried out using load testing. The

consultant has to exhaust all other methods of evaluation of strength of bridges

before recommending to take up load testing of bridges. Road closure for testing

if unavoidable shall be arranged by IAHE for limited duration say 12 hrs or so.

5. The team shall carryout necessary surveys and investigations to establish the

remaining service life of each retainable bridge or structure with and without the

proposed strengthening and rehabilitation according to acceptable international

practice in this regard.

Geo-technical Investigations and Sub-Soil Exploration

We shall carry out geo-technical investigations and sub-surface explorations for the

proposed Bridges along high embankments and any other location as necessary for

proper design of the works and conduct all relevant laboratory and field tests on soil and

rock samples.

The deviation(s), if any, by the Consultants from the scheme presented above should be

got approved from IAHE.

However, where a study of geo-technical reports and information available from

adjacent crossings over the same waterway indicates that subsurface variability is such

that boring at the suggested spacing will be insufficient to adequately define the

conditions for design purposes, the we shall review and finalise the bore hole locations in

consultation with the IAHE officers.

Geotechnical Investigations and Sub soil Exploration will be carried out to determine

the nature and properties of existing strata in bed, banks and approaches with trial pits

and bore hole sections showing the levels, nature and properties of various strata to a

sufficient depth below the level suitable for foundations, safe intensity of pressure on the

foundation strata, proneness of site to artesian conditions, seismic disturbance and

other engineering properties of soil etc. Geotechnical investigation and Sub-soil

Exploration will be done as per IRC 78-.

The scheme for the borings locations and the depth of boring will be prepared by the

Consultants and submitted to IAHE for approval. These may be finalised in consultation

with IAHE.




The sub-soil exploration and testing should be carried out through the Geotechnical

Consultants empanelled by MORT&H. The soil testing reports shall be in the format

prescribed in relevant IRC Codes.

For the approach road pavement, bore holes at each major change in pavement condition

or in deflection readings or at 2 km intervals whichever is less shall be carried out to a

depth of at least 2 m below embankment base or to rock level and are to be fully logged.

Appropriate tests to be carried out on samples collected from these bore holes to

determine the suitability of various materials for use in widening of embankments or in

parts of new pavement structure.

B.5 Material Investigation

The Consultants have to identify sources (including use of fly-ash/ slag), quarry sites

and borrow areas, undertake field and laboratory testing of the materials to determine

their suitability for various components of the work and establish quality and quantity

of various construction materials and recommend their use on the basis of techno-

economic principles. The Consultants will prepare mass haul diagram for haulage

purposes giving quarry charts indicating the location of selected borrow areas, quarries

and the respective estimated quantities.

“As per MORTH circular No. RW /NH-33044/53/2013-S&R(R) dated 20th November,

2013, alternative pavement materials and technologies for road construction shall be

assessed and compared in the design stage. The alternative resulting in substantial

reduction in GHG emission and with least life cycle cost shall be recommended for

implementation.

Technical and economic feasibility of using industrial byproducts, recyclable and waste

materials shall be assessed depending on their availability in the concerned region.

It is to be ensured that no material shall be used from the right-of-way except by way of

leveling the ground as required from the construction point of view, or for landscaping

and planting of trees etc. or from the cutting of existing ground for obtaining the

required formation levels.

Environmental restrictions, if any, and feasibility of availability of these sites to

prospective civil works contractors, should be duly taken into account while selecting

new quarry locations.

We will make suitable recommendations regarding borrow and quarry areas after the

exploitation of materials for construction of works.




The Material Investigation aspect will include preparation and testing of bituminous

mixes for various layers and concrete mixes of different design mix grades using suitable

materials (binders, aggregates, sand filler etc.) as identified during Material

Investigation to conform to latest MoRT&H specification.

3.9 DETAILED DESIGN OF ROAD AND PAVEMENTS, STRUCTURES

C.1 General

C.2 Design Standards

C.3 Geometric Design of Highway

C.4 Pavement Designs

C.5 Design of Embankments

C.6 Design of Bridges and Structures

C.7 Design of Drainage System

C.8 Traffic Safety Features, Road Furniture, Road Markings and Road Signs

C.9 Arboriculture and Landscaping

C.10 Toll Plazas

C.11 Weighing Station, Parking Areas and Rest Areas

C.12 Miscellaneous Works

C.1 General

The Consultants are to carryout detailed designs and prepare working drawings for the

following.

High speed highway complete in all respects with service roads at appropriate

locations;

Design of pavement for the additional lanes and overlay for the existing road,

paved shoulders, medians, verges;

Bridges, viaduct/subways and other grade separated structures including

ROBs/RUBs etc.;

At-grade and grade-separated intersections, interchanges (if required);

ROB for railway crossings as per the requirement and the standards of the

Indian Railways; and,

Prepare alignment plans, longitudinal sections and cross-sections @ 50m

intervals;

Designs for road furniture and road safety/ traffic control features;




Designs and drawings for service road/ under passes/ overpass / cattle passes tree

planting/fencing at locations where necessary / required

Toll plazas

Short bypasses at congested locations

Drainage design showing location of turnouts, out falling structures, separate

drawings sheet for each 5 km. stretch.

Bridges and structures rehabilitation plan with design and drawings

Traffic amenities (Parking Areas, Weighing Station and Rest Areas, etc.).

Design of pavement for approach road

Design of river bank protection / training works Innovative type of structures

with minimum joints, aesthetically, pleasing and appropriate to the topography

of the region shall be designed wherever feasible.

C.2 Design Standards

The Consultants will evolve Design Standards and material specifications for the Study

primarily based on IRC publications, MoRT&H Circulars and relevant recommendations

of the international standards for approval by IAHE.

The Design Standards evolved for the project have to cover all aspects of detailed design

including the design of geometric elements, pavement design, bridges and structures,

traffic safety and materials.

C.3 Geometric Design of Highway

Based on the data collected from reconnaissance and topographic surveys, the sections

with geometric deficiencies, if any, should be identified and suitable measures for

improvement should be suggested for implementation.

The data on accident statistics should be compiled and reported showing accident type

and frequency so that black spots are identified along the project road section. The

possible causes (such as poor geometric features, pavement condition etc.) of accidents

should be investigated into and suitable cost-effective remedial measures suggested for

implementation.

The detailed design for geometric elements will have to cover, but not be limited to the

following major aspects:

horizontal alignment;

longitudinal profile;

Cross-sectional elements, including refuge lane (50m) at every 2kms.




junctions, intersections and interchanges;

bypasses; and,

Service roads as and when require i.e. built up area.

The alignment design has to be verified for available sight distances as per the standard

norms. The provision of appropriate markings and signs has to be made wherever the

existing site conditions do not permit the adherence to the sight distance requirements

as per the standard norms.

We will make detailed analysis of traffic flow and level of service for the existing road

and workout the traffic flow capacity for the improved project road. The analysis would

clearly establish the widening (2/4-laning) requirements with respect to the different

horizon periods taking into account special problems such as road segments with

isolated steep gradients.

In the case of closely spaced cross roads the we will examine different options such as,

providing grade separated structure for some of them with a view to reduce number of

at-grade crossings, services roads connecting the cross-roads and closing access from

some of the intersections and prepare and furnish appropriate proposals for this purpose

keeping in view the cost of improvement, impact on traffic movement and accessibility to

cross roads. The detailed drawings and cost estimate should include the provisions for

realignments of the existing cross roads to allow such arrangements. We will also design

and prepare other details in respect of the parallel service roads in urbanized locations

and other locations to cater to the local traffic, their effect of the viability of the project

on commercial basis if service roads are constructed as part of the project and the

implications of not providing the service roads.

The team shall prepare complete road and pavement design including drainage for new

bypass option identified around congested town enroute.

C.4 Pavement Design

The detailed design of pavement shall involve:

Strengthening of existing road pavement and design of the new pavement if any,

if the findings of the traffic studies and life-cycle costing analysis confirm the

requirement for widening of the road beyond 2 lane undivided carriageway

standard;;

Pavement design for bypasses; and,




Design of shoulders.

The design of pavement will be based on IRC publications. The design alternatives will

include both rigid and flexible design options. The most appropriate design, option

would be established on life-cycle costing and techno-economic consideration.

For the design of overlays for the existing 2-lane pavement, the strengthening

requirement will take into account the strength of the existing pavement vis-à-vis the

remaining life. The overlay thickness requirements has to be worked out for each road

segment homogenous with respect to condition, strength and sub-grade characteristics.

The rehabilitation provisions should also include the provision of regulating layer. For

existing pavement with acceptable levels of cracking, provision of a crack inhibiting

layer should also be included.

Latest techniques of pavement strengthening like provision of geo-synthetics and

cold/hot pavement recycling would be duly considered for achieving economy.

The paved shoulders would be designed as integral part of the pavement for the main

carriageway. The design requirements for the carriageway pavement has to, therefore,

be applicable for the design of shoulder pavements. The design of granular shoulder

should take into account the drainage considerations besides the structural

requirements.

The pavement design task would also cover working out the maintenance and

strengthening requirements and periodicity and timing of such treatments.

C.5 Design of Embankments

The embankments design would provide for maximum utilization of locally available

materials consistent with economy. Use of fly ash wherever available with in economical

leads will be considered. In accordance with Government instructions, use of fly ash

within 100 km from Thermal Power Stations is mandatory.

The team shall also carry out detailed analysis and design for all embankments of

height greater than 6 m based on relevant IRC publications.

The design of embankments would include the requirements for protection works and

traffic safety features.

C.6 Design of Bridges and Structures

The Consultant shall prepare General Arrangement Drawing (GAD) and Alignment

Plan showing the salient features of the bridges and structures proposed to be

constructed / reconstructed along the road sections covered under the Study. These




salient features such as alignment, overall length, span arrangement, cross section, deck

level, founding level, type of bridge components (superstructure, substructure,

foundations, bearings, expansion joint, return walls etc.) shall be finalized based upon

hydraulic and geo-technical studies, cost effectiveness and ease of construction. The

GAD shall be supplemented by Preliminary designs. In respect of span arrangement and

type of bridge a few alternatives with cost-benefit implications should be submitted to

enable IAHE to approve the best alternative. After approval of alignment and GAD the

team shall prepare detailed design as per IRC codes /guidelines and working drawings

for all components of bridges and structures.

GAD for bridges/structures across irrigation/water way channels shall be got approved

from the concerned Irrigation/Water way Authorities where essential. Subsequent to

approval of GAD and alignment plan by IAHE. We shall prepare detailed design as per

IRC codes/guidelines for all components of the bridges and structures.

Subsequent to the approval of the GAD and Alignment Plan by IAHE, the Consultant

shall prepare detailed design as per IRC and working drawings for all components of the

bridges and structures. The Consultant shall furnish the design and working drawings

for suitable protection works and/or river training works wherever required.

Dismantling/ reconstruction of existing structures shall be avoided as far as possible

except where considered essential in view of their poor structural conditions/ inadequacy

of the provisions etc.

The existing structures having inadequate carriageway width shall be

widened/reconstructed in pat or fully as per the latest MoRT&H guidelines. The

Consultant shall furnish the detailed design and working drawings for carrying out the

above improvements.

Suitable repair / rehabilitation measures shall be suggested in respect of the existing

structures as per IRC-SP: 40 along with their specifications, drawings and cost estimate

in the form of a report. The rehabilitation or reconstruction of the structures shall be

suggested based on broad guidelines for rehabilitation and strengthening of existing

bridges contained in IRC-SP:35 and IRC-SP:40.

Subsequent to the approval of the GAD and the alignment plan by IAHE, detailed

design shall also be carried out for the proposed underpasses, overpasses and

interchanges.




The Consultants shall also carry out the design and make suitable recommendations for

protection works for bridges and drainage structures.

In case land available is not adequate for embankment slope, suitable design for RCC

retaining wall shall be furnished. However, RES wall may also be considered depending

upon techno-economic suitability to be approved by IAHE.

C.7 Design of Drainage System

The requirement of roadside drainage system and the integration of the same with

proposed cross-drainage system shall be worked out for the entire length of the project

road section.

In addition to the roadside drainage system, the Consultants shall design the special

drainage provisions for sections with super-elevated carriageways, high embankments

and for road segments passing through cuts. The drainage provisions shall also be

worked out for road segments passing through urban areas.

The designed drainage system should show locations of turnouts/outfall points with

details of outfall structures fitting into natural contours. A separate drawing sheet

covering every 5 km. stretch of road shall be prepared.

C.8 Traffic Safety Features, Road Furniture, Road Markings and Road Signs

The Consultants shall design suitable traffic safety features and road furniture

including traffic signals, signs, markings, overhead sign boards, crash barriers,

delineators etc. The locations of these features shall be given in the reports and also

shown in the drawings.

C.9 Arboriculture and Landscaping

The Consultants shall work out appropriate plan for planting of trees (specifying type of

plantation), horticulture, floriculture on the surplus land of the right-of way with a view

to beautify the highway and making the environment along the highway pleasing. The

existing trees / plants shall be retained to the extent possible. The Transplantation of

trees shall also be proposed wherever feasible.

C.10 Toll Plaza complex & HTMS

The Consultants shall identify the possible toll plaza location(s) based on the data and

information derived from the traffic studies and a study of the existing physical features

including the availability of land. The location of the plaza should keep in view that the

project road is to be developed as a partially access controlled highway facility and it is

required to collect toll on rational basis from as much of the vehicular traffic as possible




consistent with economy of collection and operations. The location of the toll plaza

should be finalised in consultation with IAHE. Toll Plaza shall be designed as per IRC

84.

C.11 Weighing Station, Parking Areas and Rest Areas

The consultant shall select suitable sites for weighing stations, parking areas and rest

areas and prepare suitable separate designs in this regard. The common facilities like

petrol pump, first-aid medical facilities, police office, restaurant, vehicle parking etc.

should be included in the general layout for planning. For petrol pump, the guidelines

issued by OISD of Ministry of Petroleum shall be followed. The facilities should be

planned to be at approximately 50 km interval. At least each facility (1 no.) is foreseen

to be provided for this project stretch. Weighing stations can be located near toll plazas

so that overloaded vehicles can be easily identified and suitably penalized and unloaded

before being allowed to proceed further. The type of weighing system suitable for the

project shall be brought out in the report giving merits of each type of the state-of-the

art and basis of recommendations for the chosen system.

C.12 Miscellaneous works

The Consultants shall make suitable designs and layout for miscellaneous works

including rest areas, bus bays, vehicle parking areas, telecommunication facilities etc.

wherever appropriate.

The Consultants shall prepare detailed plan for the traffic management and safety

during the construction period.

3.10 ENVIRONMENT AND SOCIAL IMPACT ASSESSMENT

D.1 Environmental Impact Assessment

D.2 Social Assessment

D.3 Reporting Requirements of EIA

D.4 Reporting requirements of RAP

The consultant shall under take the detailed environmental and social impact

assessment in accordance with the standard set by the Government of India for projects

proposed to be funded by MORT&H/ NHAI. In respect of projects proposed to be funded

by ADB loan assistance, Environmental Assessment Requirements, Environmental

Guidelines for selected infrastructure projects, 1993 of Asian Development Bank shall




be followed. Similarly, for projects proposed to be funded by World Bank loan assistance,

World Bank Guidelines shall be followed.

D.1 Environmental Impact Assessment

Environment impact assessment or initial environment examination be carried out in

accordance with ADB’s Environmental Assessment Requirements of ADB

1998guidelines for selected infrastructure projects 1993 as amended from time to time

/World Bank Guidelines / Government of India Guidelines, as applicable.

1. The consultant should carry out the preliminary environmental screening to

assess the direct and induced impacts due to the project.

2. The consultant shall ensure to document baseline conditions relevant to the

project with the objective to establish the benchmarks.

3. The consultant shall assess the potential significant impacts and identify the

mitigation measures to address these impacts adequately.

4. The consultant shall do the analysis of alternatives incorporating environmental

concerns. This should include with and without scenario and modification

incorporated in the proposed project due to environment considerations.

5. The consultant shall give special attention to the environmental enhancement

measures in the project for the following:

(a) Cultural property enhancement along the highways

(b) Bus bays and bus shelters including a review of their location,

(c) Highway side landscape and enhancement of the road junctions,

(d) Enhancement of highway side water bodies, and

(e) Redevelopment of the borrow areas located on public land.

6. The consultant shall prepare the bill-of-quantities (BOQ) and technical

specifications for all items of work in such a way that these may be readily

integrated to the construction contracts.

7. The consultant shall establish a suitable monitoring network with regard to air,

water and noise pollution. The consultant will also provide additional inputs in

the areas of performance indicators and monitoring mechanisms for

environmental components during construction and operational phase of the

project.




8. The consultant shall provide the cost of mitigation measures and ensure that

environmental related staffing, training and institutional requirements are

budgeted in project cost.

9. The consultant shall prepare the application forms and obtain forestry and

environmental clearances from the respective authorities including the SPCBs

and the MOEF on behalf of IAHE/ MORT&H. The consultants will make

presentation, if required, in defending the project to the MOEF Infrastructure

Committee.

10. The consultant shall identify and plan for plantation and Transplantation of the

suitable trees along the existing highway in accordance with IRC guidelines.

11. The consultant shall assist in providing appropriate input in preparation of

relevant environment and social sections of BPIP.

D.2 Social Assessment

The consultant would conduct base line socio-economic and census survey to assess the

impacts on the people, properties and loss of livelihood. The socioeconomic survey will

establish the benchmark for monitoring of R&R activities. A social assessment is

conducted for the entire project to identify mechanisms to improve project designs to

meet the needs of different stakeholders. A summary of stakeholders discussions, issue

raised and how the project design was developed to meet stakeholders need would be

prepared.

The consultant shall prepare Land Acquisition Plan and assist IAHE/ MORT&H in

acquisition of land under various Acts.

The consultant would prepare Resettlement and Rehabilitation Plan –assess feasibility

and effectiveness of income restoration strategies and suitability and availability to

relocation sites. The resettlement plan which accounts for land acquisition and

resettlement impacts would be based on a 25% socio-economic survey and 100 % census

survey of project affected people which provides the complete assessment of the number

of affected households and persons, including common property resources. All untitled

occupants are recorded at the initial stages and identify cards will be issued to ensure

there is no further influx of people in to the project area. All consultations with affected

persons (to include list of participants) should be fully documented and records made

available to IAHE.




Assessment on the impact of the project on the poor and vulnerable groups

along the project road corridor.

Based on the identified impacts, developing entitlement matrix for the project

affected people.

Assessment on social issues such as indigenous people, gender, HIV/AIDS,

laborers including child labor.

Implementation budgets, sources and timing of funding and schedule of tasks.

Responsibility of tasks, institutional arrangements and personnel for delivering

entitlement and plans to build institutional capacity.

Internal and external Monitoring plans, key monitoring indicators and

grievance redress mechanism.

Incorporating any other suggestions of the ADB/ World Bank/MORT&H /

IAHE, till the acceptance of the reports by the ADB/ World Bank/ MORT&H

/IAHE, as applicable.

D.3 Reporting Requirements of EIA

The consultant would prepare the stand-alone reports as per the requirement of the

ADB/World Bank / MORT&H/IAHE, as applicable, with contents as per the following:

Executive Summary

Description of the Project

Identification and categorization of the potential impacts (during pre-

construction, construction and operation periods).

Analysis of alternatives (this would include correlation amongst the finally

selected alternative alignment/routing and designs with the avoidance and

environmental management solutions).

The public consultation process.

Policy, legal and administrative framework. This would include mechanisms at

the states and national level for operational policies. This would also include a

description of the organizational and implementation mechanism recommended

for this project.

Typical plan or specific designs for all additional environmental items as

described in the scope of work.




Incorporating any other as per the suggestions of the ADB/ World Bank /

MORT&H/ IAHE, till the acceptance of the reports by the ADB/ World Bank /

MORT&H/ IAHE, as applicable.

EMP Reports for Contract Package based on uniform methodology and

processes. The consultant will also ensure that the EMP has all the elements

for it to be a legal document. The EMP reports would include the following:

Brief description of the project, purpose of the EMP, commitments on

incorporating environmental considerations in the design, construction

and operations phases of the project and institutional arrangements for

implementing the EMP.

A detailed EMP for construction and operational phases with recourse to

the mitigation measures for all adverse impacts.

Detailed plans for highway-side tree plantation (as part of the

compensatory aforestation component).

Environmental enhancement measures would be incorporated.

Enhancement measures would include items described in the scope of

work and shall be complete with plans, designs, BOQ and technical

specifications.

Environmental monitoring plans during and after construction including

scaling and measurement techniques for the performance indicators

selected for monitoring.

The EMP should be amendable to be included in the contract documents

for the works.

Incorporating any other as per the suggestions of the ADB/ World Bank

MORT&H/ IAHE, till the acceptance of the reports by the ADB/ World

Bank / MORT&H/ IAHE as applicable.

D.4 Reporting requirements of RAP

Analysis on the resettlement plan be conducted based on ADBs Hand Book on

Resettlement, A Guide to Good practice 1998 as amended time to time/ World Bank

Guidelines / Government of India Guidelines, as applicable.

Executive Summary




Description of Project

Objectives of the project.

The need for Resettlement in the Project and evaluation of measures to

minimize resettlement.

Description and results of public consultation and plans for continued

participation of PAPs.

Definition of PAPs and the eligibility criteria.

Census and survey results-number affected, how are they affected and what

impacts will they experience.

Legal and entitlement policy framework-support principles for different

categories of impact.

Arrangements for monitoring and evaluation (internal and external)

Implementation schedule for resettlement which is linked to the civil works

contract

A matrix of scheduled activities linked to land acquisition procedures to

indicate clearly what steps and actions will be taken at different stages and the

time frame

The payment of compensation and resettlement during the acquisition process

An itemized budget (replacement value for all assets) and unit costs for

different assets.

3.11 ESTIMATION OF QUANTITIES AND PROJECT COSTS

The Consultants shall prepare detailed estimates for quantities (considering designs

and mass haul diagram) and project cost for the entire project (civil packages wise),

including the cost of environmental and social safeguards proposed based on MoRT&H’s

Standard Data Book and market rate for the inputs. The estimation of quantities shall

be based on detailed design of various components of the projects. The estimation of

quantities and costs would have to be worked out separately for civil work Package as

defined in this TOR.

The Consultants shall make detailed analysis for computing the unit rates for the

different items of works. The unit rate analysis shall duly take into account the various

inputs and their basic rates, suggested location of plants and respective lead distances




for mechanized construction. The unit rate for each item of works shall be worked out in

terms of manpower, machinery and materials.

The project cost estimates so prepared for MORT&H/ IAHE / ADB/ WB projects are to be

checked against rates for similar on-going works in India under MORT&H/ World Bank

/ ADB financed road sector projects.

3.12 VIABILITY AND FINANCING OPTIONS

The Project Road would be divided into the traffic homogenous links based on the

findings of the traffic studies. The homogenous links of the Project Road would be

further subdivided into sections based on physical features of road and pavement, sub-

grade and drainage characteristics etc. The economic and commercial analysis shall be

carried out separately for each traffic homogenous link as well as for the Project Road.

The values of input parameters and the rationale for their selection for the economic and

commercial analyses shall be clearly brought out and got approved by IAHE.

For models to be used for the economic and the commercial analyses, the calibration

methodology and the basic parameters adapted to the local conditions shall be clearly

brought out and got approved by MORT&H/ IAHE.

The economic and commercial analyses should bring out the priority of the different

homogenous links in terms of project implementation.

Economic Analysis

The Consultants shall carry out economic analysis for the project. The analysis should

be for each of the sections covered under this TOR. The benefit and cost streams should

be worked out for the project using HDM-IV or other internationally recognized life-

cycle costing model.

The economic analysis shall cover but be not limited to be following aspects:

i. Assess the capacity of existing roads and the effects of capacity

constraints on vehicle operating costs (VOC);

ii. Calculate VOCs for the existing road situation and those for the project;

iii. Quantify all economic benefits, including those from reduced congestion,

travel distance, road maintenance cost savings and reduced incidence of

road accidents; and,

iv. Estimate the economic internal rate of return (EIRR) for the project over a

30-year period. In calculating the EIRRs, identify the tradable and non-




tradable components of projects costs and the border price value of the

tradable components.

v. Saving in time value.

Economic Internal Rate of Return (EIRR) and Net Present Value (NPV), “with” and

“without time and accident savings” should be worked out based on these cost-benefit

stream. Furthermore, sensitivity of EIRR and NPV worked out for the different

scenarios as given under:

Scenario – I Base Costs and Base Benefits

Scenario - II Base Costs plus 15% and Base Benefits

Scenario - III Base Costs and Base Benefits minus 15%

Scenario - IV Base Costs plus 15% and Base Benefits minus 15%

The sensitivity scenarios given above are only indicative. The Consultants shall select

the sensitivity scenarios taking into account possible construction delays, construction

costs overrun, traffic volume, revenue shortfalls, operating costs, exchange rate

variations, convertibility of foreign exchange, interest rate volatility, non-compliance or

default by contractors, political risks and force majeure.

The economic analysis shall take into account all on-going and future road and transport

infrastructure projects and future development plans in the project area.

Financial Analysis

It is envisaged that the project stretch should be implemented on EPC/BOT basis,

therefore, the Consultant shall study the financial viability of the project under a

commercial format and under different user fee scenarios and funding options. The

Consultants shall submit and finalise in consultation with the IAHE officers the format

for the analysis and the primary parameters and scenarios that should be taken into

account while carrying out the commercial analysis. The financial model so developed

shall be the property of IAHE.

The Financial analysis for the project should cover financial internal rate of return,

projected income statements, balance sheets and fund flow statements and should bring

out all relevant assumptions. The sensitivity analysis should be carried out for a number

of probabilistic scenarios.

The financial analysis should cover identification, assessment, and mitigating measures

for all risks associated with the project. The analysis shall cover, but be not limited to,




risks related to construction delays, construction costs over run, traffic volume, revenue

shortfalls, operating costs, exchange rate variations, convertibility of foreign exchange,

interest rate volatility, non-compliance or default by contractors, political risks and force

majeure.

The consultant shall suggest positive ways of enhancing the project Viability and

furnish different financial models for implementing on BOT format.




CHAPTER 4. TASK ASSIGNMENT AND MANNING

SCHEDULE

4.1 INTRODUCTION

This Chapter gives details about the team composition, mobilization, work program and

deliverables.

4.2 TEAM COMPOSITION

The multi-disciplinary team proposed for the execution of the Project is detailed in Table

4.1 below.

Table 4.1 Team Composition

Sl. No Professional Proposed Position

Key Staff

1 COL (RETD). RAVINDER PAL

SINGH Team Leader Cum Senior Highway Engineer

2 LOKESH T R Highway cum Pavement Engineer

3 DR.M. MAHADEV ACHAR Sr. Bridge Engineer

4 PARESH KUMAR GUPTA Traffic – cum – Safety Expert

5 MOHAN VITHOBAYADAV Material cum Geo Technical Engineer

6 S. HEMANTH REDDY Senior Survey Engineer

7 GAMBHER SINGH Environmental Specialist

8 K.S. MOHAN Quantity Surveyor cum Document Expert

4.3 TASK ASSIGNMENTS

Task Assignment for Key Personnel is given below:

4.3.1 Team Leader cum Senior Highway Engineer:

Overall in charge of the project. Reviewing all designs and calculations, cost estimates.

Coordinating with clients, attending meetings. Presentation to stakeholders.




Responsible for Investigation of subgrade soils, design of flexible/ rigid pavement and

recommending most economical pavement designs. Preparation of Reports:

• Finalization of methodology in consultation with the Client immediately upon the

award of the services.

• Quality Assurance Plan (QAP) covering all field, design and documentation

activities and implementation of the same.

• Design standards for the project.

• Finalization of data formats and requirements for field investigations;

• Scheduling of all field, design and documentation activities;

• Collection and compilation of data and development of data bank;

• Geometric design of alignment and design of pavements;

• Preparation of reports, documents and drawings;

• Directions to the multi-disciplinary Team of the Consultants regarding the

overall project objective and improvement/ upgrading requirements in order to

achieve the objectives; and,

• Time schedule and management of Team’s resources.

(b) The Team Leader shall be responsible for all technical presentations concerning

the various facets of the study and shall maintain close communication with IAHE.

Team Leader shall maintain a diary to record all major events and discussions

concerning the study and also the resources mobilized by the Consultants. Team Leader

shall be the Consultants Authorized Representative and shall interact with IAHE on

behalf of the Consultants appointed for the Study. Team Leader shall be full-time on the

job and shall be available for technical discussions and presentations as requested by

the Client from time to time.

4.3.2 Highway cum Pavement Engineer:

(a) Highway cum Pavement Engineer shall be responsible for all field, design

concerning strengthening of existing carriageway and design of new carriageway. The

major tasks shall include but not be limited to the following:

• Assist the Team Leader in execution of the study and preparation of DPR.

• Preparation of Quality Assurance Plan under guidance of Team Leader.

• Prepare design standards for the project.

• Geometric design of alignment.




• To maintain time schedule and management of team resources.

• Evaluation, finalization and adoption of pavement design standard.

• Finalisation of data formats and requirements for field studies for pavement

investigations (condition, roughness, strength, sub-grade characterization and

sub-grade strength).

• Collection, Compilation and Development of data bank for materials and

pavements.

• Data analysis and selection of parameters for the design of pavements.

• Identification of available pavement rehabilitation and design options and

selection of the same.

• Life-cycle costing for pavement design (rehabilitation of construction).

• Design of pavements (existing road, additional carriageway, service road, bypass,

intersections, toll plaza);


• Scheme for pavement rehabilitation/construction;

• Reports, documents and drawings for material and pavement engineering related

features;

• Specifications for pavement materials; and

• Time schedule and management of Material and Pavement Engineering Team’s

resources.

(b) The Highway cum Pavement Engineer shall be responsible for designing of

Highways and in absence of Team Leader to perform his duties.

4.3.3 Senior Bridge Engineer

(a) The Senior Bridge Engineer shall be responsible for all field studies, data

analysis and design concerning bridges, cross-drainage and other structures. The major

tasks for Bridge Engineer shall include but not limited to the following:

• Quality Assurance Plan (QAP) and implementation of the same for all field,

design and documentation activities regarding bridge and structural engineering.

• Evaluation, finalization and adoption of field work and instrumentation for

bridge and structural design;

• Finalisation of data formats and requirements for field studies for bridges and

structures.




• Collection, compilation and development of bridges and structure related data

bank;

• Inventory and condition surveys including residual life analysis.

• Hydrological surveys and data analysis;

• Data analysis and selection of parameters for the design of bridges and

structures;

• Identification of available options and selection of rehabilitation and construction

alternative based on techno-economic considerations;

• Design of bridges, cross-drainage structures and other structures (interchanges,

grade separated intersections and underpasses);


• Reports, documents and drawings for bridge and structural engineering related

aspects; and,

• Time schedule and management of Bridge and Structural Engineering Team’s

resources.

(b) The Senior Bridge Engineer shall maintain a diary to record all major events

concerning bridge and structural engineering study activities including specific inputs to

the project, field discussions and also the resources (other persons, labour and

instruments) for the Bridge Engineering Team mobilized by the Consultants. The

Bridge Engineer shall be full-time on the project as in the Consultants’ technical

proposal and shall maintain a close liaison with the local agencies (such as State

PWD(s)) concerned with the National Highway Section(s) covered under the TOR and

also the other Government Departments, such as MORT&H.

4.3.4 Traffic – cum – Safety Expert

(a) The Traffic cum Safety Expert shall be responsible for all traffic engineering

related field and design activities. The major tasks shall include but not limited to the

following:

• Quality Assurance Plan (QAP) and implementation of the same for all traffic

engineering field, design and documentation activities;

• Evaluation finalization and adoption of highway capacity standard;




• Finalisation of data formats and requirements for field studies for traffic volume

and other characteristics (O-D, speed-delay, axle loading, intersection volume

count etc.)


• Collection, compilation and development of Traffic Data Bank;

• Analysis of traffic volume and characteristics data;

• Identification of improvement/upgrading requirements for intersections and for

partial access control.

• Identification of bypass, underpass and over-bridge requirements and input to

their geometric design;

• Type and locations of traffic control (e.g. signal) and safety measures.

• Traffic dispersion scheme at the beginning as well as the terminating points of

the highway section.

• Carriageway widening scheme.

• Design of intersections and interchanges;

• Toll plaza location and layout, toll collection method and use facilities;

• Scheme for traffic management during the construction period.

• Reports, documents and drawings for traffic engineering related features;

• Safety audit report; and,

• Time schedule and management of Traffic Engineering Team’s resources.

• To estimate the economic cost flow pattern during the analysis period of the

project road under both situation viz ‘without project’ and ‘with project’ under

various options such as rigid pavements, flexible pavements etc.,

• To estimate the net economic benefits for the project in terms of saving the

vehicle operating cost, time related cost and accident cost.

• To carry out cost benefit analysis in accordance with IRC:SP:38, IRC:-SP-30 and

to work out economic internal rate of return (EIRR) and economic net present

value (ENPV) for both ‘without’ and ‘with’ travel time cost and accident cost

saving for the project including its various improvement options and

• Finally to carry out sensitivity analysis to the economic-feasibility results for

different scenarios such as:

a. Base cost and base benefits

b. Base cost + 15% base benefits




c. Base cost and base benefits –15%

d. Base cost + 15% and base benefits – 15%

(b) The Traffic Engineer shall maintain a diary to record all major events concerning

traffic engineering study activities including specific inputs to the project, field

discussions and also the resources (other persons, labour and instruments) for the

Traffic Engineering Team mobilized by the Consultants. The Traffic Engineer shall be

full-time on the project for the time specified in the Consultants’ technical proposal and

shall maintain a close liaison with the local agencies (such as State PWD(s)) concerned

with the National Highway Section(s) covered under the TOR and also the other

Government Departments, such as MORT&H.

4.3.5 Material cum Geo Technical Engineer

(a) The Materials-cum-Geo-technical Engineer shall be responsible for all field data

analysis and design concerning geo-technical engineering aspects. The major tasks for

Materials-cum-Geo-Technical Engineer shall include but not limited to the following:


design and documentation activities regarding geo-technical engineering.

• Evaluation finalization and adoption of field work and instrumentation for geo-

technical engineering exploration, testing and design;

• Finalisation of data formats and requirements for field studies for sub-soil

exploration for bridges, structures and embankments;

• Collection, compilation and development of geo-technical engineering data bank;

• Data analysis and selection of parameters for geo-technical engineering design

(design of embankments, design of foundations for bridges and structures);

• Design of embankments;

• Slope stability analysis;

• Identification of road sections with special problems (poor sub-grade, poor

drainage, erosion, subsidence and stability and design of remedial measures;


• Reports, documents and drawings for geo-technical engineering related aspects;

and,

• Time schedule and management of Geo-technical Engineering Team’s resources.




(b) The Materials-cum-Geo-technical Engineer shall maintain a diary to record all

major events concerning geo-technical studies activities including specific inputs to the

project, field discussions and also the resources (other persons, labour and instruments)

for the Geo-technical Engineering Team mobilized by the Consultants. He shall be on

the project for the time specified in the Consultants’ technical proposal and shall

maintain a close liaison with the local agencies (such as State PWD(s)) concerned with

the National Highway Section(s) covered under the TOR and also the other Government

Departments, such as MORT&H.

4.3.6 Senior Survey Engineer

(a) The Senior Survey Engineer shall be responsible for the field surveys and use of

the topographic data for highway design purposes. The major tasks shall include but not

limited to the following:

• Quality Assurance Plan (QAP0 for topographic survey work and implementation

of the same.

• Data formats and methodology.

• Collection, compilation and development of data bank for topographic

information.

• Detailed scheme for field survey work.

• Mobilization of Field Survey Team and management of resources;

• Field survey for the project.

• Interpretation of field survey data.

• Identification of highway sections requiring geometric improvement;

• Identification of available alignment options;

• Relating the field survey data to the national reference, such as GTS.

• Use of computer software for data processing;

• Geometric design of highway alignment using DTM software.

• Data for generating strip plan;

• Horizontal and vertical alignment;

• Strip Plan and Alignment Report, and

• Time schedule for the topographic surveys, data processing and interpretation,

alignment design.




(b) The position is of specialized nature and the experience shall have a thorough

understanding of modern methods of surveying using sophisticated instruments such as,

total stations, EDM, digital levels and GPS and shall have proven expertise in the use of

DTM based highway alignment design software. The candidate shall be conversant with

the methods for validating and referencing system.

(c) The Senior Survey Engineer shall maintain a diary to record all major events

concerning the topographic surveying including specific inputs to the project, field

discussions and also the resources (other survey persons, labour and also surveying

instruments) for the Field Survey Team mobilized by the Consultants. The Senior

Survey Engineer shall be full-time on the project for the time specified in the

Consultants’ technical proposal and shall maintain a close liaison with the local agencies

concerned with the National Highway Section (s) covered under the TOR and also the

Government Departments such as Survey of India.

4.3.7 Environmental Specialist

(a) Environmental cum Rehabilitation and Resettlement Specialist shall be

responsible for all activities related to the Environmental Impact Assessment (EIA),

Environmental Management Plan (EMP) and clearances, if any, for the project in

accordance with the guidelines of Ministry of Environment and Forest Government of

India. The major tasks Environmental Specialist / Engineer shall include but not limited

to the following


design and documentation activities regarding environmental aspects.

• Evaluation, finalization and adoption of field work and instrumentation for

environmental impact assessment and mitigation works;

• Finalization of data formats and requirements for field studies for environmental

impact studies;

• Collection, compilation and development of environment related data bank;

• Inventory of existing environmental features;

• Field studies;

• EIA study;

• Data analysis and selection of parameters for the design of environmental impact

mitigation measures;




• Identification of available options and selection of rehabilitation and construction

on the basis of environmental impact considerations;

• Environmental Management Plan including monitoring;

• Documentation for clearances as per Ministry of Environment and Forests (MEF)

and multi-lateral/bi-lateral funding agencies;


• Reports, documents and drawings related to environmental aspects, and,

• Time schedule and management of Environmental Team’s resources.


design and documentation activities regarding resettlement and rehabilitation

aspects;

(b) The environmental specialist shall maintain a diary to record all major events

concerning environmental study actives including specific inputs to the project, field

discussions and also the resources (other persons, labour and instruments) for the

environmental team mobilized the consultants. The specialist shall be on the project for

the time specified in the consultant’s technical proposal and shall maintain a close

liaison with the local agencies (such as State PWD and other government departments.

4.3.8 Quantity Surveyor cum Document Expert

a) Quantity surveyor /Documentation Expert shall be responsible for all activities

related to the project. His major tasks shall include but not limited to the following.

• Material cost analysis for the project ususage.

• Rate analysis of all items for construction of the project.

• Cost estimation of alternatives.

• Project Report Preparation – preliminary stage.

• Technical Specifications.

• Rate Analysis.

• Cost estimates.

• Bill of Quantities.

• Tender Documents.

• In addition to this he is also responsible for compilation and production of the

following documents.

• QAP




• Inception Report

• Feasibility Report.

• Preliminary Project Report. Draft and Final.

• Detailed Project Report Draft and Final.

• Tender Documentation.

4.4 TIME SCHEDULE FOR KEY PERSONNEL

The manning schedule is given in tabular form in Table 4.2.

Table 4.2 Manning Schedule

4.5 PROJECT DURATION & DELIVERABLES

The effective date of commencement of consultancy Services is from 08.04.2015. The

duration for the entire assignment is 365 days covering various stages of work and

report submission.




Table 4.3 Project Deliverables

Sl.

No. Deliverables No. of Copies

Time Period in days from

date of commencement

1 Monthly Report 3 By 10th day of every month

2

Inception Report

(i) Draft Inception Report

including QAP document

(ii) Inception Report including

QAP document

3

3

21 days

30 days

3

Feasibility Study Report

(i) Draft Feasibility Study

Report including option

study report

(ii) Comment of client

(iii) Final Feasibility Study

Report incorporating

compliance of comments of

client

4

1

4

105 days

120 days

150 days

4 Technical Schedules for EPC /

PPP projects 4 210 days

5

Detailed Project Report

(i) Draft DPR

(ii) Comments of client

(iii) Final DPR incorporating

compliance of comments of

client

4

4

6

210 days

240 days

270 days

6

Project clearances from concerned

agencies.

Ex: from MOEF, Railway for

approval of GAD and detail

engineering drawing of

ROB/RUB; Irrigation

Department

Land Acquisition – 3(a), 3(A),

3(D) Notifications

Original letters from

the concerned

agencies and 5

photocopies of each.

3 copies each

330 days




4.6 MOBILIZATION

The Consultant have started functioning from its Office, Hubli and a team of engineers

have been deployed at site for project appreciation and to carry out following surveys

and investigations at site from 20.04.2015 onwards:

Road Inventory and Condition survey

Bridge Inventory and Condition survey

Pavement and Material Investigation Survey

Topographic Survey

Traffic Survey




CHAPTER 5. WORK PROGRAMME

5.1 GENERAL

The time schedule of the Project along with work programme of activities have been

given in tabular form in Table 5.1.

Schedule for Submission of Reports and Documents.

Submission Time lines with effect from Date of Commencement of Consultancy Services

(i.e 28.05.2015) are indicated below.

Table 5.1 Work Programme

Sl.


Time Period in days

from date of

commencement

Target Date

1 Monthly Report 3 By 10th day of every

month

By 10th day of

every month

2

Inception Report

(iii) Draft Inception

Report including

QAP document

(iv) Inception Report

including QAP

document

3

3

21 days

30 days

18-06-2015

27-06-2015

3

Feasibility Study Report

(iv) Draft Feasibility

Study Report

including option

study report

(v) Comment of client

(vi) Final Feasibility

Study Report

incorporating

compliance of

comments of client

4

1

4

105 days

120 days

150 days

10-09-2015

25-09-2015

25-10-2015

4 Technical Schedules for

EPC / PPP projects 4 210 days 24-12-2015

5 Detailed Project Report

(iv) Draft DPR 4 210 days 24-12-2015




Sl.


Time Period in days

from date of

commencement

Target Date

(v) Comments of client

(vi) Final DPR

incorporating

compliance of

comments of client

4

6

240 days

270 days

23-01-2016

22-02-2016

6

Project clearances from

concerned agencies.

Ex: from MOEF, Railway

for approval of GAD and

detail engineering

drawing of ROB/RUB;

Irrigation Department

Land Acquisition – 3(a),

3(A), 3(D) Notifications

Original letters

from the

concerned

agencies and 5

photocopies of

each.

3 copies each

330 days 22-04-2016

Reports will be submitted in a set of CDs along with required number of hardcopies as

mentioned above.




CHAPTER 6. PROFORMA FOR DATA COLLECTION

The Proforma for collection of Primary as well as Secondary data has been given in

Quality Assurance Plan (QAP), which has been submitted to IAHE, already.

On receipt of the comments from IAHE, if any, the FINAL Q.A.P will be submitted and

circulated to all the concerned persons working on this project.




CHAPTER 7. DESIGN STANDARDS AND PROPOSED

CROSS-SECTIONS

7.1 INDICATIVE DESIGN STANDARDS FOR DIVIDED CARRIAGEWAY:

7.1.1 Approach

The aim is to provide maximum safety to the road users, in defining the highway

geometry, carriageway, shoulder widths, embankments and other pertinent components

for an uninterrupted and smooth flow of traffic. The approach adopted in achieving the

safety is as follows:

• Provide appropriate cross traffic facilities without impeding traffic flow;

• Use ROW only and recommend land acquisition where absolutely

essential.

• Minimize impact on roadside settlements and environment;

• Avoid adverse impacts of crowded areas along the stretch of Project road;

• Provide cost-efficient, but readily constructible facility with least

hindrances, namely, land acquisition, resettlement and rehabilitation.

7.1.2 Reference Standards

IRC Standards will be used in general. However, where IRC does not cover any

particular feature or aspect appropriately, AASHTO and other International Standards

will be used for providing additional safety, namely, length of vertical curves in view of

likely modernization of goods trucks in India (height of driver’s eye), super elevation and

radii of curve beyond which no super elevation is needed and extra widening on

horizontal curves for smaller radii. AASHTO Standards for transition curves will be

considered as appropriate.

7.2 DESIGN STANDARDS

The following paragraph presents a summary of applicable design standards and

engineering assessment in terms of:

Highway engineering Specifications and Standards

Geometric design

Intersections

Road embankment and cutting




Pavement design

Drainage and hydrological studies

Landscaping and plantation

Design of structures

7.2.1 Highway Engineering Specifications and Standards

The main Standard applicable for the design of two-Laning (with paved shoulders) of the

Project Highway shall conform to the Manual of Specifications And Standards for Two-

Laning of highways through Public Private Partnership published by the Indian Road

Congress (IRC: SP: 73-2007) Other Design standards and specifications that would

apply shall be drawn from IRC codes and guidelines and other relevant national and

international standards.

7.2.2 Geometric Design

7.2.2.1 Terrain Classification and Design Speed

The terrain in the project stretch is plain with the general cross slope of the country is

less than 10%. Based on this the recommended Project Highway would be designed for a

design speed, referred as Ruling design speed of 80 kmph in normal situations. A

Minimum design speed of 40 to 65 kmph would be adopted where site conditions are

restrictive and adequate land width is not available.

7.2.2.2 Road Land Width

Nature of land Plain & Rolling Terrain Mountainous & Steep Terrain

Normal (m) Range (m) Normal (m)

Open areas 45 30 - 60 24

Built Up areas 30 30 - 60 20

In order to avoid and limit land acquisition, the land widths will be kept to a minimum

within the above range.

7.2.2.3 Roadway Width

The width of roadway depends on the category of road and the nature of terrain through

which it passes. Though the project stretch of Baindur to Ranebennur passes through

both plain and hilly terrain, every effort will be made to maintain uniformity within the

roadway width as far as practicable.




The roadway width of cross-drainage structures in plain and rolling terrain measured

from outside to outside of parapet walls should be equal to the normal roadway width in

that section. In mountainous and hilly terrain, the roadway widths are exclusive of

parapets and side drains.

On horizontal curves, the roadway width should be increased corresponding to the extra

widening of the carriageway required at the provided curvature.

7.2.2.4 Shoulder Width

A total shoulder width of 2.5m will be proposed. The 2.5m shoulder will compose of 1.5m

paved shoulder of the same composition as that of the main carriageway and 1.0m hard

shoulder composed of granular sub-base material or selected earth fill. The paved

shoulder in addition to providing lateral support to the main carriageway can also acts

as a separate lane for 2-wheeler / cycle traffic on the highway.

7.2.2.5 Pavement / Shoulder camber or cross-fall

The cross-fall in the main pavement and paved shoulder is proposed to be kept as 2.5%

and 3.0% in hard shoulder. However, on hill roads this may not be possible in every

situation, particularly in reaches with a meandering alignment where straight sections

are few and far between. In such cases, discretion may be exercised and instead of

normal camber, the carriageway may be given a uni-directional cross-fall towards the

hill side, with regard to factors such as the direction of super-elevation at the flanking

horizontal curves, ease of drainage, problem of erosion of the down-hill face, etc.

On super-elevated sections, the hard shoulder should have a rollover of 8% maximum at

the outer edge with respect to paved shoulder and a cross-fall varying from 3% to the

maximum super-elevated value on the curve at the inner edge.

7.2.2.6 Horizontal Alignment

The tangent sections, circular curve, transition curve and super elevation are the major

elements of horizontal alignment. A balanced control on the above elements is required

to provide safe and continuous flow of vehicles under the general traffic conditions.

The minimum radii of horizontal curves applicable to the Project Highway are:




Nature of Terrain Desirable Minimum Absolute Minimum

Plain 360m 230m

Rolling 230m 155m

Mountainous 90m 60m

Steep 60m 30m

The radii of horizontal curves shall not be less than desirable value except where site

conditions are restrictive and adequate length is not available. In such restrictive

conditions, the radius of curvature shall not be less than the absolute minimum radius.

7.2.2.7 Bypasses & Re-alignments

Bypasses or detours will be provided to segregate the local traffic from the through

traffic. Re-alignments are to be done at many places having sub-standard curves and to

avoid landslide zones in hilly terrain and plain terrain.

Further the examination of the project alignment indicates to the possibility of three Re

alignments at Kollur, Hosanagara, Shikaripur, Masur and Halageri.

7.2.2.8 Vertical Alignment

There are two major elements in vertical geometry of an alignment i.e. longitudinal

gradient and vertical curve. The following gradients for Plain / Rolling terrain conditions

as of Project Highway are given below.

Nature of Terrain Ruling Gradient Limiting Gradient

Plain and Rolling 3.3% 5.0%

Mountainous 5.0% 6.0%

Steep 6.0% 7.0%

7.2.2.9 Sight Distance

Visibility is an important requirement for the safety of travel on roads. The various

sight distances for design speed applicable for Project Highway is given in the table

below.




Speed (km/hr) Stopping Sight Distance (m)

Intermediate Sight Distance (m)

Overtaking Sight Distance (m)

100 180 360 640 80 120 240 470 65 90 180 340 50 60 120 235 40 45 90 165 30 30 60 120

7.2.3 Road Embankment and Cutting

Embankment height generally varies from 1.2 to 3m. High embankment is generally

provided in approach to bridges. At other sections of project road embankment varies

from 1.2m to 2.0m. All high embankments will be designed from stability considerations

and adequate protection works will be provided as per the guidelines given in various

Standards.

7.2.4 Pavement Design

Although, the main highway itself is flexible paved, possibility of provision of rigid

pavements will also be explored in certain areas. “Guidelines for the Design of Plain

Jointed Rigid Pavements for Highways”, will be followed for the design of rigid

pavement while IRC: 37-2001, “Guidelines for the Design of Flexible Pavement” will be

followed for the flexible pavement designs. The IRC-37 allows both (i) full pavement

designs for 15 years and (ii) stage construction. The Consultant will establish

alternative strategies or combination of initial design, strengthening and maintenance

to provide the specified level of pavement performance.

It may be worth mentioning that new version of IRC- 37: 2012 has been published in

July 2012.

7.2.5 Drainage and Hydrological Studies

The drainage will be designed in accordance with IRC: SP: 42 - 1994 “Guidelines on

Road Drainage” and IRC: SP: 50 – 1999 “Guidelines on Urban Drainage”. The selection

on type of drain i.e. open drains (lined or unlined) and covered drains will be made

accordingly.

7.2.6 Landscaping and Plantation

Plantation adjacent to the highway is not very significant. The final design will take

plantation into consideration.




7.2.7 Design of Structures

Structures design should be planned in such a way to optimize the design variance, site

activities and materials as well. Modular design for box structures would save by the

multiple uses of the formwork and thereby would speed up the construction process.

7.2.8 Road Safety Measures

Following IRC Codes / Guidelines will be followed:

• IRC SP 44 – 1994: Highway Safety Code.

• IRC SP 43 – 1994: Guidelines on Low Cost Traffic Management Techniques for Urban

Areas.

• IRC 79 – 1981: Recommended Practice for Road Delineators.

• IRC 70 – 1979: Guidelines on Regulation and Control of Mixed Traffic in Urban Areas.

Among others, the following measures will be considered for ensuring safety: -

• Segregation of traffic;

• Bus-stops, lay-buys for cars and trucks for rest, recuperation and attend

technical problems;

• Appropriate delineators, roadway indicators, hazard / object markers with

reflectors, road markings, traffic signals, barricades, left side refuge, passage in median

for police and fire brigades, and intersection channelisation;

7.2.9 Pedestrian and Animal Crossings

Besides the provisions of underpasses for the localities and urban areas, potential

locations for pedestrian and animal crossings will be examined in consultation with

IAHE and State PWD’s.

7.2.10 Road and Traffic Signs:

These include Signage, Road Signs / Hoardings, Road Markings, Traffic Signals and

Lighting for interchanges, raised carriageway, long bridges and urban and populated

areas.

(a) Signage

• For the safety and guidance of a driver, proper signage and delineators

are critical. Signage drawings will show guide signs and regulating signs

at appropriate locations. The signs will be of reflector type to be easily

visible in the dark.




• Guide signs at major junctions will be illuminate type and mounted to be

visible; lettering size and location of signposts will be for the design speed

and clear visibility. Reflectors will be used so that lanes are visible at

nighttime and different reflectors for median and lane striping will be

proposed to properly guide opposite traffic, and markings to indicate safe

distance between vehicles at different speeds.

(b) Road Signs

• All road signs shall be in conformity with the provision of IRC SP 32 –

1992 New Traffic Signs and IRC 67 – 1977 Code of Practice for Road

Signs. The signs are Mandatory / Regulatory, Cautionary / Warning and

Informatory.

• The bottom of the housing of a signal face will be 2500mm above footpath

when not suspended over roadway or 5500mm above pavement grade at

CL when suspended over roadway.

(c) Road lighting on Bridges and Urban Areas

• Lighting will be provided in the medians on roads with Central Medians;

on the edge of service roads; on high level masts at major intersections in

Urban Areas.

(d) Road Marking

The road markings will be in conformity with the IRC Standards (latest versions):

• IRC 35-1997 :Code of Practice for Road Markings with Paint;

• IRC 30-1968:Standard Letters and Numerals of Different Heights Use

in Highway Signs and

• IRC 31-1969:Route Marker Signs for State Roads

Hot applied thermoplastic paints will be proposed for better visibility and longer service

life (ref. Art 803-MOST Specifications).

However, all efforts will be made to keep up with new developments by conducting

deliberations and seminars. Frequent reference to codes and manuals are necessary to

be updated with revisions if any.

7.3 TYPICAL CROSS-SECTIONS

Typical cross sections for two laning and four laning with paved shoulders to be adopted

is shown below.




Fig

ure

7.2

Th

e ty

pica

l cro

ss-s

ecti

on o

f ne

w 2

-lan

e w

ith

pav

ed s

hou

lder

Fig

ure

7.1

Th

e ty

pica

l cro

ss-s

ecti

on o

f ne

w 4

-lan

e w

ith

pav

ed s

hou

lder




CHAPTER 8. KEY PLAN AND LINEAR PLAN

A location map of the project road is given in Figure 8.1.

Figure 8.1 Location Map

Google map showing the details of road side improvements, habitations, river crossing

are given in strip map attached with this report.




CHAPTER 9. DEVELOPMENT PLANS

9.1 GENERAL

The RFP document has been studied in detail and scope and the methodology to be

adopted for the said DPR has been enunciated in earlier paragraphs. Apart from this

during site visit on 20 April to 22 April 2015, documents available with National

highway division Chitradurga as also offices of Karnataka PWD at Shimoga, Hubli and

Mangalore were examined.

9.2 EXISTING DEVELOPMENT PLANS AND WORK IN PROGRESS:

After study of the project alignment it is the considered view that major opposition

centre falling along the project need to be bypassed. Various options for bypasses to the

towns were considered and depending upon the designed considerations the alignments

have been proposed which are explained in subsequent paragraphs.

9.2.1 Re-Alignment Section in Kollur

The alignment, four lane, indicated below runs parallel to the river and is devoid of high

embankments, builtup areas etc. and meets the design parameters.




Length of Existing alignment = 1600 mts

Length of Proposed Re alignment = 1400 mts




9.2.2 Re-Alignment Section in Hosanagar

The proposed bypass alignment involves minimum land acquisition as it followes the

existing road to a large extent. However from design point of view certain portions of the

bypass may have to be realigned.


Length of Proposed RE alignment = 1900 mts




9.2.3 Re-Alignment Section in Shikaripur

In this case it is proposed to incorporate the existing road between Ambedkar circle and

Doddapete circle. Beyond Doddapete circle a new alignment has been proposed which

merges with the highway well outside the population centre of shikaripur. This

alignment will involves in lesser land acquisition and also avoids builtup areas. The

limiting factors would be development of junction at Ambedkar circle.



Existing road to be Proposed Re alignment = 1300 mts




9.2.4 Re-Alignment Section in Masur

The population centre of Masur has been bypassed with the suitable alignment as

shown below. This alignment avoids the sharp turn with in masur town.






9.2.5 Re-Alignment Section in Halageri

Existing alignment passes through Halageri town and has very sharp bends which are

unsuitable from the design part of view. A bypass has been necessitateand the proposed

alignment is shown below.



Existing road to be Proposed Re alignment = 500 mts




CHAPTER 10. QUALITY ASSURANCE PLAN (QAP)

The Quality Assurance Plan (QAP) is the Consultant’s commitment for producing a

quality Feasibility and Detailed Project Report for the Client, IAHE. As a 1st step of the

contract for the consultancy Services, a Quality Assurance Plan (QAP) is being

submitted to IAHE.

10.1 OBJECTIVES OF QAP

Is to set quality standards for performing the entire assignment

Follow the set procedure and flow in collecting data, information

Adhere to standards and codes in performing the designs

Attribute responsibility to project team members

Overall to ensure that the report follows the set and acceptable standards.

10.2 QUALITY ASSURANCE (QA)

It is of great importance to maintain consistency in design, careful preparation of

drawings and infallible design work of any projects by the consultants. The quality of

this work is a vital ingredient in the successful completion of design work and

implementation of the project both for the new highways and for upgrading and

maintaining the existing roads

Our company is an ISO 9001:2008 certified company, our edge in terms of delivering

high quality products requires effective quality assurance mechanisms. For this we have

developed and are applying a quality assurance system, which is compliant with ISO

9001:2008. Our quality assurance systems may be divided into three phases:

4) Pre-implementation phase

5) Implementation

6) Quality assurance of outputs

At the pre-implementation phase the Team Leader will focus on: (a) ensuring that there

is a clear understanding of the ToR and the expectations of the client of the required

work and outputs and (b) that the team members identified for the assignment are fully

qualified to undertake the assignment. Infra support will detail the Quality Assurance




Plan (QAP) for all field studies including topographic surveys, traffic surveys,

engineering surveys and investigations and documentation activities. The detailed QAP

will be discussed and finalized with the concerned NH officials immediately upon the

award of the Contract. The same shall be submitted within the stipulated time and

strictly adhered to. The QAP will become a guide to both consultants and the client in

executing the assignment as well as monitoring the activities.




CHAPTER 11. DRAFT DESIGN STANDARDS

Geometric Design Standards of Highway (Plain Terrain, as per IRC 73 –1980)

S. No Description As per IRC

01. Design Speed (km/h) 100 / 80

02. Land Width (m) Normal : 45m, Range : 30 – 60m

03. Building lines (m) 80m (Overall width between Building Lines)

04.

Roadway width (m)

- For 2-lane carriageway 12.0

- On culverts (upto 6 m Span) Same as for road section

- On bridges (more than 6m span) 7.5

05.

Carriageway width (m)

- for 2 lane carriageway with paved

shoulder

10.0

06.

Shoulder width (m)

- Paved shoulder 1.5

- Hard shoulder 1.00

- Total Width 2.50

07.

Camber (percent)

- Carriageway 2.5

- Paved Shoulder 2.5

- Hard Shoulder 3.0

08.

Sight Distance (m)

- Safe stopping sight distance 180/120 for 100/80 kmph respectively

- Intermediate Sight Distance 360/240 for 100/80 kmph respectively

09. Radius of horizontal curve (m) for which

no super-elevation is required

Min : 395 ; Desirable 1780* for 100 kmph






10. Super-elevation (e%)

As per formula

e = V2 / 225R

Where e = super elevation in metre per metre

V = design speed (km/h)

R = radius (m)

Subject to maximum of 5%

11.

General notes on Horizontal Alignment :

i) Long tangent sections exceeding 3 km in length should be avoided;

ii) Broken-back curves should be avoided or at least separated by 10 second travel time

iii) Minimum curve length should be 150 metres for 5 degree deflection angle and increased

at the rate of 30m for 1 deg. decrease thereafter.

iv) Extra widening should be provided for all curves with radius less than 300m

12.

Length of transition curve, Ls (m)

(To be obtained from the maximum of

the three formulas)

.

Where, C = 0.5 / 0.516 for 100/80 kmph

V = the design speed in km/h

R = the radius of circular curve in metres

b) Ls = EWB

Where, E= super-elevation provided for the curve

W = Rate of change in super-elevation, normally 1 in

150

B = width of the carriageway .

Where, V = the design speed in km/h

R= the radius of circular curve in metres

13.

Maximum gradient

i Ruling 1 in 30 (Plain and Rolling Terrain)

-ii Limiting 1 in 20 (Plain and Rolling Terrain)

iii Exceptional 1 in 15 (Plain and Rolling Terrain)

14. Summit & valley curves (m) To be designed for sight distance mentioned at S. No. 9

and minimum length = 0.6V





15. Vertical Profile 1m clearance between HFL and sub-grade

16. Minimum gradient for drainage in case

of kerbed pavements and sections in cut

Min : 0.5% for lined drain

Min : 1.0% for unlined drain

17. General notes on Vertical Alignment :

18.

Vertical Clearance for Underpasses (m)

a) ROB

b) Vehicular Underpass

c) Pedestrian / Cattle Underpass

6.25m

5.5m

3.0m

Geometric Design Standards of Highway (Hilly Terrain, IRC 52-1981 & SP – 48-1998)

S.No Description As per IRC

01. Design Speed (km/h) 50 / 40

02. Land Width (m) Normal : 24m, Range : 20m

03. Building lines (m) 3-5m setback from road boundary

04.

Roadway width (m)

- for 2 lane carriageway 8.8

- On culverts (upto 6 m Span) Same as for road section

- On bridges (more than 6m span) 7.5

05.

Carriageway width (m)

- for 2 lane carriageway with paved

shoulder 7.5

06.

Shoulder width (m)


- Hard Shoulder 0.65

- Total Width 0.65

07.

Camber (percent)

- Carriageway 2.5






- Hard Shoulder 3.0

08.

Sight Distance (m)

- Safe Distance (m) 60/45 for 50/45 kmph respectively

- Intermediate Sight Distance 120/90 for 50/45 kmph respectively

09. Radius of horizontal curve (m) for which

no super-elevation is required



10. Super-elevation (e%)

As per formula

e = V2 / 225R

Where e = super elevation in metre per metre

V = design speed (km/h)

R = radius (m)

Subject to maximum of 5%. In critical cases a

maximum value of 7% may be adopted.

11.

General notes on Horizontal Alignment :

i) Reverse curves should be ensured with sufficient length in between for introduction of

requisite transition curves;

ii) Compound curves may be used with a limiting ration of 1.5 : 1;

iii) Minimum curve length should be 150 metres for 5 degree deflection angle and increased

at the rate of 30m for 1 deg. decrease thereafter.

iv) Extra widening should be provided for all curves with radius less than 300m





12.

Length of transition curve, Ls (m)

(To be obtained from the maximum of

the three formulas)

.

Where C = 0.64 / 0.635 for 50/40 kmph

V = the design speed in km/h

R = the radius of circular curve in metres

b) Ls = eWB

Where e = super-elevation provided for the curve

W = Rate of change in super-elevation, normally 1

in 60

B = width of the carriageway

B & W will also depend on the method of

attainment of super-elevation. .

Where, V = the design speed in km/h

R= the radius of circular curve in metres

13.

Maximum gradient

i Ruling 1 in 20

-ii Limiting 1 in 16.7

iii Exceptional 1 in 14.3

14. Summit & valley curves (m) To be designed for sight distance mentioned at S.

No. 9 and minimum length = 0.6V

15. Grade Compensation at Curves on Hill

Roads

= (30+R)/R, max : 75/R

where R = Radius of circular curve in m.

No grade compensation is required for gradient

flatter than 4%.

16. General notes on Vertical Alignment :

17. Vertical Profile 1m clearance between HFL and sub-grade

18. Minimum gradient for drainage in case

of kerbed pavements and sections in cut

Min : 0.5% for lined drain

Min : 1.0% for unlined drain





19.

Vertical Clearance for Underpasses (m)

d) ROB

e) Vehicular Underpass

f) Pedestrian / Cattle Underpass

6.25m

5.5m

3.0m




CHAPTER 12. LAND ACQUISITION PLAN

12.1 LAND ACQUISITION PLAN

The Land Acquisition Plan for the proposed widening of highway and corrected

alignment of the existing highway will be prepared after acquiring the data from

relevant Authority such as the District Collector/BLRO/'Amin'.

The Consultant has initiated the efforts to obtain all land records along the highway.

The acquisition plan will be framed after Strip plan and final Highway horizontal and

vertical profile are finalised and approved by IAHE.




CHAPTER 13. SUMMARY AND CONCLUSION

13.1 SUMMARY

The consultant has mobilized and initial site visit was carried out in April 2015.

Complete project alignment was visited and due interaction was carried out with local

PWD officials. During the site visit, an assessment of the general terrain, condition of

pavement, type of major/minor bridges etc was carried out. Details of existing Right of

way (ROW) indicated ine the report need to be confirmed in due course as no ready

records were available. Initial appreciation of flow of traffic from neighboring towns of

Shikaripur, Anandapur, Hosanagara was carried out.The information obtained has been

tabulated in various preceding chapters. The issue of realignment and provision of

bypasses at Kollur,Hosanagara,Shikaripur, Masur and Halagiri have been duly

explained.

Depending upon the scope and timeframe available a detailed methodology and work-

program has been evolved.

13.2 CONCLUSION / NEXT STEP

It will be the endeavor of the consultant to deploy adequate resources for timely

preparation of the DPR. At frequent levels interaction with IAHE officials will be carried

out for obtaining concurrence regarding issues of importance.