Package1B DPR

Government of Karnataka
Public Works, Ports & IWT Department

Karnataka State Highways Improvement Project
Consultancy Services for Detailed Project Report

cum Transaction Advisory Services for Karnataka
State Highway Improvement Project-lll (KSHIP-lll) -
(Group-II)- For ADB Loan Assistance
PACKAGE I - CHINTAMANI TO AP BORDER (SH-82)
(MAIN REPORT)
Intercontinental Consultants and in PricewaterhouseCoopers Private Limited

joint
Technocrats Pvt. Ltd. venture 4th Floor, Tower - D, The Millenia,
A-8, Green Park, New Delhi - 110 016 with 1-2 Murphy Road, Ulsoor, Bangalore - 560 008
in association with
Dhir & Dhir Associates (as Sub-Consultant)
D-55, Defence Colony, New Delhi 110024
January, 2017
Consultancy Services for Detailed Project Report cum Transaction Advisory Services
for Karnataka State Highway Improvement Project-lll (KSHIP-lll)-Group II
Chintamani to Andhra Pradesh Border
TABLE OF CONTENTS
Sl.
Descriptions Page Nos.
No.
LIST OF ABBREVIATIONS AB-1 to AB-3
EXECUTIVE SUMMARY Es-1 to Es-10
1. PROJECT BACKGROUND 1-1 to 1-16
1.1 Background 1-1
1.2 Consultancy Appointment 1-1
1.3 Project Description 1-3
1.4 Project Packaging 1-6
1.5 Mode of Implementation 1-14
1.6 Objective of DPR and Ta Services 1-14
1.7 Scope of Consultancy Services 1-14 to 1-16
2. OVERVIEW OF KSHIP ORGANISATION 2-1 to 2-1
2.1 About KSHIP 2-1
2.2 KSHIP Organisation 2-1
3. SOCIO-ECONOMIC PROFILE OF THE PROJECT AREA 3-1 to 3-6
3.1 General 3-1
3.2 Karnataka at Glance 3-1
3.3 Demographic Feature 3-2
3.4 Economic Setting & Sectoral Analysis 3-2
3.4.1 Sectoral Performance 3-2
3.5 State’s Perspective Plan (12th Five-Year Plan) 3-3
3.6 Transport Sector & Road Transport System 3-3
3.6.1 Transport System in the State – Multi-Modal :
3-3
Types and Roles
3.7 Sum up of the State’s Profile 3-4
3.8 Socio-Economic Characteristics of The PIAS 3-4
3.9 Chintamani-AP Border Road (SH 82) 3-4
3.9.1 The Project Road – an Overview 3-4
3.9.2 Demographic & Economic Settings 3-5
3.9.3 Road Network & Accessibility 3-5
3.9.4 Economic Activities 3-5
3.9.5 Tourism 3-5 to 3-6
(i)
Sl.
No.
4. ENGINEERING SURVEYS AND INVESTIGATIONS 4-1 to 4-50
4.1 Introduction 4-1
4.2 Study of the Existing Alignment 4-1
4.3 Collection of Secondary Data 4-3
4.4 Topographic Survey 4-4
4.4.1 Objective 4-4
4.4.2 Scope of Work 4-4
4.4.3 Methodology 4-4
4.4.4 Detailed Topographical Survey 4-5
4.4.5 Data Processing 4-6
4.4.6 Feature Codes 4-7
4.4.7 Quality Control 4-7
4.4.8 Details of Realignments surveyed on the project
4-7
road
4.5 Culvert Inventory 4-7
4.6 Pavement Roughness 4-7
4.6.1 General 4-7
4.6.2 ROMDAS 4-8
4.6.3 Guidelines as Per MoRT&H/World Bank 4-8
4.6.4 Observations 4-9
4.6.5 Roughness Studies 4-9
4.7 Hydrological Investigation 4-10
4.7.1 Compilation of Data and Formulation of Design
4-10
Approach
4.7.2 Design Approach for Bridges and Culverts 4-11
4.7.3 Design Approach for Roadside Drainage System 4-14
4.7.4 Retention / Replacement of Cross Drainage
4-15
Structures
4.7.5 Methodology for Analysis of Bridges 4-16
4.7.6 Methodology for Analysis and Design of Culverts 4-18
4.7.7 Methodology for Analysis and Design of
4-19
Roadside Drainage
4.7.8 Recommendations 4-20
4.8 Materials and Subgrade Investigation 4-24
( ii )
Sl.
No.
4.8.1 Scope of Services as per TOR 4-24
4.8.2 Adopted Methodology for Soils and Materials
4-24
Investigation
4.8.3 General Information of the Project Influence Area 4-25
4.8.4 Sampling and Testing 4-26
4.8.5 New Materials and Technologies 4-31
4.8.6 Test Results of Subgrade of Existing Road 4-32
4.8.7 Existing Pavement along the Project Corridor 4-35
4.8.8 Survey and Investigation of Borrow Soil 4-37
4.8.9 Characteristics of Soil on Widening Portion of
4-38
Pavement
4.8.10 Survey and Investigation of Quarry Materials and
4-38
Aggregates
4.8.11 Manufactured Materials 4-40
4.8.12 Mix Design 4-41
4.9 Road Inventory Surveys 4-43
4.10 Bridge Inventory 4-43
4.10.1 General 4-43
4.10.2 Details of Existing Structures 4-44
4.10.3 Condition Survey of Existing Bridges 4-46
4.10.4 Hydrology of Bridges on Project Road 4-48
4.10.5 Summary of Existing Bridges/ Structures to be
4-48 to 4-50
Retained / Replaced or Abandoned
DESIGN STANDARDS AND PROPOSED CROSS
5. 5-1 to 5-10
SECTION
5.1 General Considerations 5-1
5.2 Horizontal Alignment 5-3
5.3 Transition Curves 5-3
5.4 Vertical Alignment 5-4
5.5 At-Grade Intersections 5-5
5.6 Road Embankment 5-5
5.7 Road Safety Devices 5-5
5.7.1 Road Markings 5-6
5.7.2 Road Signs 5-6
5.7.3 Roadside Safety Barriers 5-6
( iii )
Sl.
No.
5.7.4 Road Drainage 5-6
5.8 Design Standards For Bridges 5-6 to 5-10
6. TRAFFIC SURVEY AND ANALYSIS 6-1 to 6-39
6.2 Traffic Surveys 6-1
6.3 Secondary Data 6-4
6.4 Analysis of Traffic Surveys 6-4
6.5 Traffic Forecast 6-16
6.5.1 Introduction 6-16
6.5.2 Secondary Data - ICT Study 6-17
6.5.3 Traffic Forecast by Econometric Method 6-18
6.5.4 Comparison of Growth Rates and Traffic
6-25
Forecast by iDeCK
6.5.5 Estimation of Forecast Traffic - ICT Study 6-26
6.6 Capacity and Level of Service Analysis 6-31
6.7 Tolling Strategy And Estimation of Toll Lanes 6-32
6.7.1 Estimation of Tollable Traffic 6-32
6.7.2 Toll Plaza Lane Requirements 6-36
6.8 Recommendation And Conclusion 6-38 to 6-39
7. ENGINEERING DESIGNS AND ALTERNATIVES 7-1 to 7 - 42
7.2 Alignment Improvement Proposal 7-1
7.3 Widening 7-1
7.4 Bypasses and Realignments 7-2
7.5 Bypasses / Realignments 7-3
7.5.1 Realignment (Tadgol crossing) 7-3
7.5.2 Realignment near Thopalli Settlement 7-4
7.6 Design of Alignment 7-5
7.7 Proposed Pavement Design 7-6
7.7.1 Pavement and Subgrade Investigation 7-6
7.7.2 Design Considerations 7-8
7.7.3 Design Standards 7-11
7.7.4 Design inputs 7-11
( iv )
Sl.
No.
7.7.5 Design of New Flexible Pavements 7-15
7.7.6 Rehabilitation Design of Existing Flexible
7-17
Pavements
7.7.7 Design of Rigid Pavements 7-19
7.7.8 Design of Bus bay, Truck lay-byes and Parking
7-21
Areas
7.7.9 Final Pavement Schedule 7-21
7.8 Hydrology and Drainage 7-22
7.9 Bridge Design 7-26
7.9.1 New 2-lane bridges to replace existing bridges 7-26
7.9.2 Existing Bridges proposed to be widened 7-26
7.9.3 New Bridges on proposed realignment 7-26
7.9.4 New Pedestrian subway on the Proposed
7-26
Alignment
7.9.5 Summary of New Proposed Bridges / Structures 7-27
7.9.6 Planning for New Bridges 7-27
7.9.7 Subsoil Investigation 7-28
7.9.8 Detailed Design Calculations and Drawings 7-28
7.10 At Grade Intersection/Grade Separated Intersection 7-28
7.11 Railway Over Bridge/ Railway Under Bridge 7-30
7.12 Cross Drainage Structure & Drainage 7-30
7.13 Proposal for Toll Plaza 7-31
7.14 Proposal for Bus Bay 7-31
7.15 Highway Facilities 7-32
7.16 Proposed Corridor of Impact 7-33
Typical Cross Section (TCS) 7-34 to 7 - 42
8. INITIAL ENVIRONMENTAL EXAMINATION 8-1 to 8-21
8.2 Objectives of the Initial Environmental Examination (IEE) 8-1
8.3 Policy, Legal and Administrative Framework 8-1
8.4 Description of the Environment 8-4
8.4.1 Seismicity 8-5
8.4.2 Land Use 8-5
8.4.3 Soil Quality 8-5
(v)
Sl.
No.
8.4.4 Climate & Meteorology 8-5
8.4.5 Ambient Air Quality 8-6
8.4.6 Ambient Noise Level 8-7
8.4.7 Surface and Ground Water Quality 8-8
8.4.8 Ecology and Biodiversity 8-8
8.4.9 Educational, Medical and Religious Properties 8-12
8.4.10 Archaeological Sites 8-12
8.5 Analysis of Alternatives 8-12
8.6 Anticipated Impacts and Mitigation Measures 8-13
8.7 Public Consultation 8-19
8.8 Environmental Management Plan 8-20
8.8.1 Environmental Policy of KSHIP 8-20
8.9 Conclusion & Recommendations 8-20 to 8-21
9. 9. INITIAL SOCIAL SCREENING 9-1 to 9-8
9.1 General 9-1
9.1.1 Objectives of Initial Social Screening: 9-1
9.2 Methodology 9-1
9.3 Details of Project Road 9-2
9.3.1 Project Description (Chintamani to AP border) 9-2
9.4 Potential Social Impact Evaluation within the Corridor of
9-2
Impact (CoI)
9.5 Legal Policies and Frameworks 9-3
9.6 Stakeholders Consultation and People’s Perception 9-3
9.7 Recommendations 9-7
9.8 Conclusion 9-8
10. CONCLUSION AND RECOMMENDATIONS 10-1
10.1 Conclusions 10-1
10.2 Recommendations 10-1
( vi )
List of Abbreviations
LIST OF ABBREVIATIONS
AADT - Annual Average Daily Traffic

ADB - Asian Development Bank
ADT - Average Daily Traffic
AP - Andhra Pradesh
BBD - Benkelman Beam Deflection
BC - Bituminous Concrete
CBR - California Bearing Ratio
BCR - Benefit-Cost Ratios
CDA - Cumulative Difference Approach
CH - Chainage
CoI - Corridor of Impact
CPR - Community Property Resources
CRN - Core Road Network
CTSB - Cement Treated Sub Base
CWC - Central Water Commission
DBM - Dense Bitumen Macadam
DCL - M/s. Data Collection Ltd.
DCP - Dynamic Cone Penetrometer
DEM - Digital Elevation Model
DFCC - Dedicated Freight Corridor Corporation
DTM - Digital Terrain Model
EA - Environmental Assessment
EA - Executing Agency
EAC - Expert Appraisal Committee
EIA - Environmental Impact Assessment
EPC - Engineering Procurement Construction
EPZs - Export Processing Zones
FDD - Field Dry Density
FGD - Focus Group Discussion
FMC - Field Moisture Content
FYRR - First Year Rate of Returns
GAD - General Arrangement Drawing
EIRR - Economic Internal Rate of Return
GNSS - Global Navigational Satellite System
GOI - Government of India
AB - 1
Abbreviations
GOI/GOK - Government of India/ Government of Karnataka

GPS - Global Position System
GSB - Granular Subbase Material
GSDP - Gross State Domestic Product
GTS - Great Trigonometrical Survey
HDI - Human Development Index
HDM - Highway Design and Management
HFL - High Flood Level
HPC - Hume Pipe Culvert
HS - Homogenous Section
HYSD - High Yield Strength Deformed
IEBR - Internal and Extra Budgetary Resources
IMD - India Meteorological Department
IOCL - Indian oil Corporation Ltd.
IRC - Indian Road Congress
IRC:SP - Indian Road Congress Standard Publication
IS - Indian Standard Code
KSHIP - Karnataka State Highway Improvement Project
LoS - Level of Service
LPS - Land Plan Schedule
MCC - Manual Classified Traffic Volume Count
MOEF&CC - Ministry of Environment, Forest and Climate Change
MoRT&H - Ministry of Road Transport and Highways
MOST - Ministry of Surface Transport
MSA - Million Standard Axles
NBWL - National Board of Wildlife
NGOs - Non-Governmental Organizations
NPV - Net Present Value
NSDP - Net State Domestic Product
OD - Origin-Destination
OMC - Optimum Moisture Content
PCI - Per Capita Income
PCUs - Passenger Car Units
PIAs - Project Influence Areas
PIU - Project Implementation Unit
PPP - Public Private Partnership
PPTA - Project Preparatory Technical Assistance
AB - 2
PSC - Prestressed Concrete

PUPs - Pedestrian & Cattle Underpasses
PWD - Public Works Department
R&R - Rehabilitation and Resettlement
RAP - Reclaimed Asphalt Pavement
RAP - Recycled Asphalt Pavement
RAP - Resettlement Action Plan
RCC - Reinforced Cement Concrete
RFP - Request for Proposals
ROBs - Railway Over Bridge
ROMDAS - Road Measurement Data Acquisition System
ROW - Right of Way
R&R - Resettlement and Rehabilitation
RUB - Railway Under Bridge
SBWL - State Board of Wildlife
SC - Clayey Sand
SCC - Survey Control Centre
SCF - Standard Conversion Factor
SEAC - State Expert Appraisal Committee
SEZs - Special Economic Zones
SH - State Highway
SIA - Social Impact Assessment
SUH - Synthetic Unit Hydrograph
TBC - Trimble Business Center
TCS - Typical Cross Section
TMC - Turning Movement Count
TOR - Terms of Reference
TSDFs - Treatment Storage and Disposal Facilities
UTM - Universal Transverse Mercator coordinate system.
VDF - Vehicle Damage Factor
VOC - Vehicle Operating Costs
VfM - Value for Money
VUPs - Vehicular Underpasses
WMM - Wet Mix Macadam

AB - 3
Executive Summary
EXECUTIVE SUMMARY
0.1 BACKGROUND
The Government of Karnataka through the Government of India has received in
principal approval for a loan from the Asian Development Bank (ADB) towards
Karnataka State highway Improvement Project –III (KSHIP-III) for developing
State Road network adopting innovative financial models under Hybrid Annuity
Contract. A pre financial feasibility has been conducted by PIU KSHIP on a Core
Road Network of 4403km out of which 1350km has been selected for Detailed
Project Preparation and Implementation under KSHIP-III. Intercontinental
Consultants and Technocrats Pvt. Ltd. have been appointed as Consultants by
PIU, KSHIP to carry out the Preparation of Detailed Project Report and provide
Transaction Advisory Services for a length of about 666km under GroupII. The
consultancy agreement for the services was signed on 30th June 2015 and the
consultancy services were commenced on 10th July2015 as per the contract.
0.2 OBJECTIVE AND SCOPE OF SERVICE
The Scope of services broadly includes Detailed Engineering Designs,
Environment and Social Impact Assessment, Preparation of Environment
Management plan and the Resettlement Action Plan, Land Plan Schedules,
Economic Analysis, Financial Analysis for PPP roads, Bid Documents and
providing Transaction Advisory Services for procurement of Concessionaires and
Independent Engineer.
0.3 PROJECT ROADS
The project roads included in Group II are given in Table 0.1 below and shown in
Index map given in Figure 0.1:
Table 0.1: Proposed Project Roads
Corridor Length as per
S. Length
No. Name of the Road Project Roads Reconnaissance
No. (Km)
(SH No.) Survey
1 CNS 5 Bagalkote to TN Border Bagalkote to 262.30 Km 387
(SH-57, SH- (Bagalkote to Gadag, Honnali
26 & SH-79) Gadag to Honnali & TN TN Pura to Tamil 123.500 Km
Pura to TN Border) Nadu Border
2 CEW 28 AP Border to Jalsoor Seegehalli to 224.300 Km 279
(SH85,SH- (AP Border to Somwarpet
82 and Chintamani, Seegehalli Chintamani to 40.000 Km
SH99) to Magadi, Magadi to AP Border (SH82) and 18km
Krishnarajpet, SH99
Krishnarajpet to
Somwarpet)
This report is the Project Report for Chintamani to Andhra Pradesh Border (SH
82). The length of the Package is about 39.774Km.
Es - 1
Executive Summary
Figure 0.1: Index Map
Es - 2
0.4 ENGINEERING SURVEY AND INVESTIGATIONS

The Project road starts from the junction of NH 234 near Chintamani (Km 47+203
and ends on the Border of Andhra Pradesh at Km 87+331(existing) passing
through Chikkabalapura and Kolar districts of Karnataka.
0.4.1 Existing Condition
The existing road is of flexible pavement having 2 Lane configuration with
earthen shoulder on either side for the entire length. Project road predominately
traverse through plain terrain however small section of project road traverse
through rolling terrain.
Roadway Geometrics
The existing road is having substandard geometry in sections which does not
conform to IRC:SP:73-2015. There are about 27 horizontal curves having radius
less than 200m.
Road Intersections
There are 4 major roads including the one at start point (NH 234) and 39 minor
road/village roads connecting the project road. All the junctions have been
proposed for improvement.
Existing Bridges / Structures
There are 5 minor bridges and 71 culverts (56 Hume pipe and 15 slab culverts)
along the project road.
Railway Crossing
Southern Railways crosses the project road at Km 48+769, on the Railway under
Bridge (RUB) of span 2 x 7.5 m.
0.4.2 Pavement Condition
The existing pavement is flexible and the composition of layer predominantly
consists of bituminous layers laid over granular base/WMM and granular sub
base/river material with boulders/moorum present at some locations. The
bituminous surfacing varies in the range of 40 mm to 100 mm and the Granular
Base/sub base layer varies from 110 to 430mm.
Roughness
The roughness of the project road is varying from 2542 to 5480 mm/ Km. These
result indicates that, the roughness is good to poor.
0.5 TRAFFIC STUDIES AND ANALYSIS
During the pre-feasibility study, traffic surveys were conducted by iDeCK in 2009.
As per the terms of reference of this study the Consultants were required to
validate these surveys.
0.5.1 Classified Traffic Volume Counts
Based on the traffic surveys conducted by iDeCK during the pre-feasibility study
and reconnaissance of the surrounding network, the project road has been
divided into two homogeneous traffic sections. The homogeneous section wise
traffic projections have been given in chapter 6 and in Table 0.2.
Es - 3
Executive Summary
Table 0.2: Homogeneous Sections of Traffic on Project Highway

Homo- Existing Chainage Design Chainage Traffic Volume
Sl. geneous (km) (Km) Length AADT (PCU)
No. Section (km)
(HS) From To From To 2015
SH 82 (Chintamani – AP Border)
1 HS- I 47+203 63+645 47+203 63+600 16.397 8633
2 HS– II 63+645 87+331 63+600 86+977 23.377 6280
0.5.2 Turning Movement Survey

Turning Movement surveys were carried out at junction with SH 99. It is observed
that along SH-82, the total approach volumes during peak hour, is 350 PCUs
(263 vehicles) at SH-99 Junction (Km 62+436 – Design Chainage). The peak
hour proportion at this intersection is 9.5%.
0.5.3 Axle Load Survey
The axle load survey has been carried out to work out the Vehicle Damage
Factor (VDF) and the axle load spectrum for design of pavement. Based on the
survey the VDF for 2-axle trucks has been computed in the range 0.59-9.43 while
the VDF for 3-axle truck lies in the range 0.63-7.5. The VDF for multi- axle vehicle
has been calculated to be in the range 1.43-9.79. The results indicate low VDF
values in UP direction (i.e. towards AP border) and higher values in DN direction.
0.5.4 Traffic Forecast
For traffic forecast, the techniques of „Elasticity of Transport Demand‟, based on
historical growth in vehicle registration and trend of the economy in the area, has
been adopted for estimating the growth rates for different modes of traffic that are
likely to use the project road in future. The likely induced and generated traffic
has been added to arrive at the future traffic for each of the homogeneous
sections. The projected traffic for each of the homogeneous sections is presented
in Table 0.3. Based on the Traffic projection, the improvement warrants for both
the project roads are explained below
The base year traffic count analysis and its projection to future years shows that,
Homogenous Section I would be required to be improved to two-lane with paved
shoulder from 2015 itself, and would require further improvement to four lane,
when the traffic will cross the threshold value of 18,000 PCUs in the year 2026.
Homogenous Section II would be required to be improved to two-lane with
granular shoulder until the year 2022, after which it may be improved to two-lane
with paved shoulder configuration which is just about 3 years after opening to
traffic. Hence to avoid widening within a short period and to enhanced safety and
reduced maintenance requirement, it is logical to improve homogenous section II
(HS-II) to two-Lane with paved shoulder from the beginning (i.e. opening year
2019). The homogenous section II would require to be widened to 4 lane
configurations from the year 2032 onwards, when the traffic would cross the
threshold value of 18,000 PCUs.
Es - 4
Table 0.3: Projected Annual Average Daily Traffic on various Homogenous Sections of SH 82 (Chintamani to AP Border)
Tempo Tempo
Total LGV - LGV - 2 Tractor Cycle Non
Year Mini 3Axle Three Two Ricks Hand Animal Non Total Total
Car Jeep/ Bus Freight Freight Axle MAV Tractor With Cycle Tollable
No. Bus Truck Wheeler Wheeler Cart Drawn Tollable PCUs Vehicles
Van (3,4 (6 Truck Trailer haw PCUs
Axle) Axle)
Homogenous Section I- Chintamani to Khadgal Cross km 47+203 to km 63+645 (DC: km 47+203 to km 63+600)
2015 1190 405 87 471 363 0 326 315 158 305 3499 103 6 136 0 0 2 0 0 8633 7366
2020 1699 552 110 597 507 0 453 438 211 397 4999 118 6 141 0 0 2 0 0 11776 10231
2021 1849 598 118 638 551 0 488 472 226 426 5466 122 6 142 0 0 2 0 0 12716 11105
2025 2425 769 144 776 718 0 637 614 285 529 7300 135 6 145 0 0 2 0 0 16344 14485
2030 3370 1029 179 967 973 0 863 831 380 659 10310 150 6 150 0 0 2 0 0 21973 19869
2035 4617 1314 217 1177 1283 0 1138 1096 502 801 14126 160 6 160 0 0 2 0 0 28896 26599
2040 6135 1639 252 1364 1647 0 1460 1407 644 929 18770 170 6 170 0 0 2 0 0 36907 34595
2050 9994 2427 340 1832 2438 0 2268 2183 1000 1133 32060 190 6 190 0 0 2 0 0 57519 56063
Homogenous Section II-Khadgal Cross to AP Border km 63+645 to km 87+331 (DC: km 63+600 to km 86+977)
2015 1452 85 15 280 292 97 48 180 362 83 1223 6 27 0 0 0 1 10 10 6280 4162
2020 2075 115 19 356 408 137 67 250 484 109 1748 6 32 0 0 0 1 10 10 8586 5816
2021 2258 125 20 380 443 149 72 269 518 117 1911 6 33 0 0 0 1 10 10 9260 6311
2025 2960 161 24 462 577 194 94 352 654 145 2552 6 36 0 0 0 1 10 10 11880 8228
2030 4113 216 29 577 781 264 128 476 872 181 3602 6 41 0 0 0 1 10 10 15995 11297
2035 5635 276 34 702 1032 349 169 628 1152 220 4935 6 41 0 0 0 1 10 10 21135 15190
2040 7488 344 39 814 1327 449 218 806 1479 255 6558 6 41 0 0 0 1 10 10 27141 19835
2050 12197 509 49 1093 1965 696 339 1251 2299 311 11205 6 41 0 0 0 1 10 10 42333 31972
Es - 5
Executive Summary
0.6 PROPOSED IMPROVEMENTS

Considering the projected traffic on the project road, the project road is proposed
to be improved to 2 lane with Paved Shoulder to a ruling design speed of 100
kmph in plain/rolling terrain and with 80 kmph as the minimum design speed.
0.6.1 Pavement Design
Pavement for new construction in widening and reconstruction portion is designed
based on subgrade strength, material characteristics, Design traffic and 20 years
design life with flexible pavement.
Proposed pavement composition based on the design is given in Table 0.4.
Table 0.4: Recommended Pavement Crust Details for New Construction
Design Traffic
Chainage
Subgrade
Pavement Composition (mm)
CBR (%)
Design
(MSA)
Design
HS
From To Period
Km Km BC DBM WMM GSB
HS I 47.203 63.6 2019-38 12 70 40 95 250 200

63.6 78.0 2019-38 12 50 40 80 250 200
HS II
78.0 86.977 2019-38 10 50 40 95 250 200
0.7 PROPOSED ALIGNMENT

Widening Scheme
The existing road is to be widened to standard 2 lane with paved shoulder
configuration as per the traffic projection. However to address the safety issue in
the built up sections enroute, 600m length of 4 lane divided carriageway with
raised median has been proposed at two location. On the approach of RUB from
Km 48+475 to km 48+910 rigid pavement has been proposed with both side lined
drain. The proposed lane configuration as given in Table 0.5:
Stretches (Km) Length
Sl. No. Lane configuration
From To (km)
1 47+203 48+475 1.272 2 Lane with Paved shoulder
2 48+475 48+910 0.435 2 Lane urban on RUB approach
4 68+326 68+726 0.400 2 Lane urban
6 70+830 71+130 0.300 4 Lane Urban
8 73+150 73+450 0.300 4 Lane Urban
The widening schemes of the alignment along existing road are as given below.
Widening length in Km Curve Improvement
Realignment (Km)
Concentric Eccentric (Km)
36.159 0 2.640 0.975
Es - 6
Bypasses and Realignments

The project Road SH82 does not pass through any congested settlement as such
no bypasses are envisaged at this stage in this section However, the project road
is having substandard horizontal geometry. Hence to minimize R&R
(Rehabilitation and resettlement) impact and to provide safety small realignments
have been proposed. The details of the proposed realignment are as given in
Table 0.6.
Table 0.6: Realignment Sections
Existing Chainage Realignment Chainage
Sl. Name of
No. Town/Village Length
Start End Start End
(Km)
1 Tadgol Crossing 63+500 64+200 63+470 64+045 0.575
2 Thopalli 75+130 75+600 74+900 75+300 0.400
0.8 PROPOSED BRIDGES/ STRUCTURES

0.8.1 Bridges
There are a total of 5 bridges on the project road. Out of these 2 bridge has been
replaced/reconstruction due to realignment or hydrological consideration, and 3
bridges have been proposed to be widened.
Span
Sl. Design Total
Arrangement Remarks
No. Chainage Length (m)
(m)
1 49+979 3 x 7.7 23.12 Widen with repairs
New 4-lane bridge
63+535
13.0 +1.5 (median)+
2 (27.745 1 x 19.90 19.945 12.0
Skew)
(Total=26.50)
67 + 763 Replaced being
3 1 x 27.30 27.348
33.5 (Skew) hydraulically deficient
Since the RUB (Span 2x7.5m) at km 48+769 is in good condition, the same has
been proposed to be retained after minor repair. To facilitate the pedestrians near
school, 2 nos. pedestrian subway has been proposed.
0.8.2 Proposed Culvert
Considering the adequacy and hydrological requirements, some additional
culverts and replacement of some culverts have been proposed. There are 44
hume Pipe, 27 RCC box and 2 slab culvert have been proposed (Widening, New
construction and Replaced). In addition to the above there are 46 hume pipe
culvert proposed for cross drainage at proposed junctions.
0.8.3 At-Grade Intersection / Grade Separated Intersection
Apart from the start point of the project road, some major and minor roads
connect the project road. SH 99 at two locations and one Major District Road at
Es - 7
Executive Summary
Km 81+513 connects the project road.

For smooth merging & diverging of cross road traffic, at grade intersections have
been proposed at various locations.4 major Junctions and 39 minor junctions
have been identified and improvement has been proposed.
0.9 PROJECT FACILITIES
Pedestrian Sub Way
Considering the pedestrian volume which content majority school children, at 2
location (Km 63+490 and Km 73+200) pedestrian subways has been proposed.
Road side Drain
Roadside toe drains (unlined) has been proposed to receive discharge from
embankment surface and countryside runoff and carry it safely to the nearest
outfall point ensuring safety of the embankment toe. In urban sections, RCC drain
has been proposed.
Bus Bays
40 Bus bays (20 Locations) on each project road along with stops are identified
as probable locations to address the need of people living along the stretch.
However, most of the bus bays have been proposed on existing bus stop.
Truck Lay byes
To facilitate the truck traffic, one truck lay bye on both sides of the project road
have been proposed at km 65+760 (Left) and Km 65+930 (right) nearby to the
proposed toll plaza area.
Toll Plaza
Considering traffic flow and Homogeneous section, one toll plaza has been
proposed at Km 60+250 However as decided during consultation with the client
construction of toll plaza will not be taken up immediately & only provision of land
for the toll plaza has been made.
Rest Area
Rest area provides useful services to the road User. These facilities provide
services to the users who desire to stop for rest, refreshment, information and
fuelling or for some emergency requirement. Rest Areas shall have facilities such
as parking, toilet, rest areas, restaurants, fuel station, telephones, emergency
medical aid facilities and Traffic aid Post etc.
Considering the travel distance and rest area of 1.5 hectares with the above
facilities has been proposed at one location (Km 64+150 on left side)
0.10 ENVIRONMENTAL SCREENING OF THE PROJECT
As per the ADB‟s Guidelines on Environmental Assessment the proposed project
road “Chintamani to AP Border” has been classified as Category ‘B’ project
requiring Initial Environmental Examination (IEE). IEE report has been prepared
as per ADB‟s Guidelines.
The proposed project is the strengthening & widening of existing State Highway
(SH-82). Project road is passing through plain & rolling terrain (below 1,000 m
MSL) and is not passing through any ecologically sensitive area. Therefore,
Environmental Clearance is not required from Government of India. However,
Forest Clearance and Tree Felling Permission will be required from the
Department of Forest, Govt. of Karnataka before start of the construction.
Es - 8
Most of the adverse impacts of road project during construction period are short
term and temporary in nature. These impacts can be minimized through specific
engineering solutions. Environment friendly construction methodology has been
incorporated into the project design and Environment Management Plan has
been prepared to minimize the overall impact on environmental attributes by the
proposed project works. Therefore, the proposed project is unlikely to cause
any significant adverse environmental impacts and no further detailed study
is required.
Environmental Management Plan has been prepared incorporating various
modern technologies and guidelines to reduce the environmental impacts of
highway constructions to make it a Green Highway. Therefore, it is recommended
to follow the EMP and associated Guidelines during construction and operation
phases of the project.
0.11 INITIAL SOCIAL IMPACT ASSESSMENT
The main objective of Initial Social impact Assessment is to discuss the issues
related to improvement of these roads which include potential impacts (both
positive and negative) due to road improvement, improvement & widening of
existing road, bypass, viz., Suggestions for road improvement and related issues
(HIV/AIDS, Women, and Farmers, livelihood, gender etc.) and incorporation
avoiding the adverse social impact at the designing stage especially while
finalising the alignments.
Identification of Critical Stretches:
Critical stretch refers to a particular road stretch where impact of road
improvement and widening is likely to be adverse and may be sensitive i.e.
religious place and big market area, residential settlements etc.
Table 0.7: CPR Impact
Sl. Chainage/ Name of Private

District CPR Impact
No. KM Village/Town Impact
Petrol Pump,
1 47.450 Medikeri Cross 4 Shops Statue & Water
Tank
2 50.085 Imareddy Halli Temple on LHS
Chikkabalapura Sri Shani Mahatma
Temple on RHS &
on LHS Garuda
3 54.850 Marinaikana Halli
Stambh, Aralikatte
and Lord Shiva
Statue.
Approx. 40
affected
structure
4 62.000 Thadigol (most of Temple on RHS
them were
Kolar
commercial
structure)
5 67.830 Koosandra Cross Temple on LHS
6 60.300 Kamathpalli Temple on RHS
Es - 9
Executive Summary

District CPR Impact
Approx. 30
affected
7 69.200 Jodikothapalli structure Temple on LHS
(residential &
commercial)
Approx. 50
affected
Luxmipura
8 72.400 structure Temple on LHS
Crossing
(residential &
commercial)
9 86.000 Ghuntapalli Temple on LHS
Legal Policies and Frameworks

A road-upgrading project often involves the acquisition of land where the existing
right of way is not adequate to accommodate the improved road requirements.
This process leads to the involuntary displacement of the affected people and
loss of their livelihoods (both temporary and permanent), culminating in a process
of impoverishment. The country as well as the State has administrative, policy
and legal frameworks to counter this process. The policy frame work and
entitlements for the project will be based on the national law “The Right to Fair
Compensation and Transparency in Land Acquisition, Rehabilitation and
Resettlement Act, 2013”, (RFCTLARRA 2013), relevant Government of
Karnataka policies and ADB‟s Safeguard Policy Statement, 2009.
0.12 RECOMMENDATION
Based on the findings of this study the following major recommendations are
made:
1. Considering the projected traffic, the project road is recommended for
upgradation to 2 lane with paved shoulder configuration except the
stretches in two built up section where four lane cross-section is
recommended
2. Considering the traffic safety, two realignment and 10 curve improvement
for a total length of 3.615 km has been recommended.
3. For safety of pedestrians near school, two pedestrian subways are
recommended.
4. Flexible pavement for a design life of 20 year design life is recommended.
5. The RUB approaches are recommended to be reconstructed with rigid
pavement.
6. Two bridges out of five are recommended for reconstruction.
7. To facilitate to road user, rest area & Toll Plaza at one location has been
recommended for land acquisition only which will includes medical aid and
traffic aid post.

Es - 10
1. Project Background
1. PROJECT BACKGROUND
1.1 BACKGROUND
The Government of Karnataka through the Government of India has received in
principal approval for a loan from the Asian Development Bank (ADB) towards
Karnataka State highway Improvement Project–III (KSHIP-III) for developing
State Road network adopting innovative financial models under Hybrid Annuity.
The Executing Agency (EA), the Public Works Department, represented by the
Project Director, Project Implementation Unit, Karnataka State Highway
Improvement Project (PIU-KSHIP) has already completed a Pre Financial
Feasibility Study for about 4403 km of select corridors of the Core Road Network
(CRN) of the state and based on the outcome of this study, it intends to improve
about 1350 km of state highways under this ADB finance adopting appropriate
PPP models. With a view to this, the EA has engaged a consultant to prepare the
Detailed Project Report and carry out Transaction Advisory Services for
Karnataka State Highway Improvement Project-III (KSHIP III)”, for project roads
drawn under Group II. The Project Roads are shown in the Index Map (Figure
1.1).
1.2 CONSULTANCY APPOINTMENT

In pursuance of the above, Intercontinental Consultants and Technocrats Pvt.
Ltd. in joint venture with Price Waterhouse Coopers and in association with Dhir
& Dhir associates have been appointed as Consultants by KSHIP to carry out the
Preparation of Detailed Project Report and provide Transaction Advisory Services
for Karnataka State Highway Improvement Project-III Group II roads in the State
of Karnataka to two/four lane with Paved Shoulder Configuration”. The
consultancy agreement for the services was signed on 30th June 2015 and the
KSHIP has asked the Consultants to commence the consultancy services
immediately vide its letter No. PIU: KSHIPIII: DPR-TA-Gr II: AE-10:2015-16 dated
1st July, 2015 with effective date of contract mentioned as 1st July, 2015.
Accordingly, Consultant vide letter no. ICT:KSHIP:739:6595 dated 6th July, 2015
agreed to commence services from 10th July 2015 in accordance with the clause
13.1 of the Special Conditions of the Contract.
The scope & principal objectives of the consultancy services to be provided is
contained in the Terms of Reference (TOR) prepared by KSHIP, which is part of
the contract agreement. This Project Report is prepared and submitted herewith
after carrying out all necessary survey and investigation, detailed analysis and
design and the improvement proposal now developed in Consultation with key
staff of the implementing agency (KSHIP), ADB PPTA Consultant and
consultation with Local Public Work Departments (PWD).
1-1
Project Background
Figure 1.1: Index Map
1-2
1.3 PROJECT DESCRIPTION

The Project roads taken up for improvement under Group II are summarized in
Table 1.1, below.
Table 1.1: Proposed Project Roads as per Contract
Corridor Length as per
S. Project Length
No. Name of the Road Reconnaissance
No. Roads (Km)
(SH No.) survey
1 CNS 5 Bagalkote to TN Bagalkote to 262.300 Km 387
(SH-57, SH- Border (Bagalkote Honnali
26 & SH-79) to Gadag, Gadag
TN Pura to 123.500 Km
to Honnali & TN
Tamil Nadu
Pura to TN Border)
Border
2 CEW 28 AP Border to Seegehalli to 224.300 Km 279
(SH-85, SH Jalsoor (AP Border Somwarpet
82, SH 99) to Chintamani,
Chintamani to 40.000 Km
Seegehalli to
AP Border (SH82) and 18km
Magadi, Magadi to
SH99
Krishnarajpet,
Krishnarajpet to
Somwarpet)
The geographic location of the project roads and the packaging summary is given
in Figure 1.1: Index Map.
Apart from above project roads, important tourist connectivity falling within a
distance of 20km from the project roads are also to be improved under the
current project.
Further, a presentation was held in October 2015 wherein consultant proposed
Phasing and packaging to DPR committee formulated by implementing agency.
During presentation it was decided that project SH 99 from Thadigol Cross to AP
Border via Gownipalli will not be considered for improvement due to availability of
alternate Project Road Chintamani to AP Border towards Madanapalle (40 Km)
and due to very low volume of traffic on SH 99. Accordingly this project road
(SH99) from Thadigol comes to AP Border via Gownipalli has been excluded
from the scope of work.
1-3
Project Background
Table 1.2: Details of Project Road Comparative Statement

Details as Per Site Visit Details as per PWD Chainage
Sr. Corridor Proposed Km As Per Site
Description of Length Description of PWD Chainages Length
No. No. Road SH No. Visit SH No.
the Reach (km) the Reach (km)
From To From To
Bagalkote
0.000 64.800 64.80 Bagalkote –
to Ron Badami – Ron-
SH 57 Ron to Gadag 64.800 102.800 38.00 SH 57 Gadag- 0.000 225.600 225.600
Bagalkote
Shirahatti_
1 CNS 5 to Honnali Gadag to Halegeri
102.80 224.8 122.00 Ranebennur
near Ranebennur
Halegeri near
Ranebennur –
SH 26 Ranebennur to 224.80 264.40 39.60 SH 26 0.000 43.000 43
Honnali
Honnali
Total Length 264.40 268.60
TN Pura – TN Pura –
TN Pura to Kollegal – M.M Kollegal – M.M
2 CNS 5 SH 79 0.000 123.50 123.50 SH 79 42.500 161.300 118.8
TN Border Hills – Palaar – T Hills – Palaar –
N Border T N Border
Seegehalli – Seegehalli –
Seegehalli Magadi – Magadi –
3 CEW 28 to SH 85 Huliyurudurga – 0.000 224.330 224.330 SH 85 Huliyurudurga – 15.000 236.000 221
Somwarpet Krishnarajpeth – Krishnarajpeth –
Somwarpet Somwarpet
Chintamani SH 99 0.000 18.5 18.5 SH 99 0.000 14.570 14.57
Chintamani – A.P Chintamani –
4 CEW 28 to AP
SH 82 Border 0.000 40.050 40.050 SH 82 A.P Border 47.400 90.330 42.93
Border
Total Project Length 670.78 665.90
1-4
An initial assessment of project road traversing through various districts and

Talukas is summarized in Table 1.3 below,
Table 1.3: Summary of project roads traversing through
various districts and Talukas
Sl. Name of Affected Name of Affected

Package
No. District Taluka
1 Bagalkote
1 Bagalkote
2 Badami
3 Ron
2 Gadag 4 Gadag
Bagalkote to Honnali
1 5 Shirahatti
(CNS - 5)
6 Haveri
3 Haveri 7 Ranibennur
8 Hirekerur
4 Davangere 9 Honali
Kollegal to TN Border 10 Kollegal

2 5 Chamarajanagar
(CNS - 5) 11 Hannur
12 Bangalore North
6 Bangalore Urban
13 Bangalore South
7 Ramanagara 14 Magdi
8 Tumkur 15 Kunigal
Seegehalli to Somwarpet 16 Maddur

3
(CEW - 28) 9 Mandya 17 Nagamangal
18 K. R. Pet
10 Mysore 19 K.R. Nagar
11 Hasan 20 Arkalgud
12
Chintamani to AP Border 13 Chikkabalapura 22 Chintamani

4
(CEW - 28) 14 Kolar 23 Srinivaspur
Tourist Connectivity 7 Ramanagara 24 Kanakpura
Kanakpura to Hannur via
5 Sangama, Om Shanti
Dhama, Mekedatu and 5 Chamarajanagar 11 Hannur
Sagya
Total 14 24
1-5
Project Background
1.4 PROJECT PACKAGING

The project roads have been divided into packages based on the following
criteria:
1. The time lines required for the Environmental safeguard fulfilment as per the
MOEF & ADB guidelines
2. Project Cost - Present trend in the Highway construction industry in terms of
investment capacity of the Construction agencies.
3. Attract bidders of both large and small scale.
Accordingly the project roads under Group II have been divided into 6 packages
as detailed below:
1-6
Package 1 a, 1 b & 1 c
Package From To Actual Statutory Clearances

Category as
Length per ADB
Section Name (Km) (Km) Remarks NOC-
*EC *WLC *FC *ASI Environmental
(Km) WL Guideline
1a Kollegal to Hannur SH-79 23.782 Alignment Section between T.N. N N N N N B
Pura to Kollegal (approx. length
0+000 4+900 26 km) which is parallel to NH212
66+888 85+770 & NH209 is excluded.

Category as
Length per ADB
(Km) WL Guideline
1b Chintamani to AP SH 82 39.774  Base year Traffic in the Range N N N Y N B
Border of 6500 to 8500 PCU.
47+203 86+977
1-7
Project Background
From To Actual Statutory Clearances Category as

Length per ADB
Package Section Name (Km) (Km) Remarks NOC-
EC WLC FC ASI Environment
(Km) WL al Guideline
1c Bengaluru to SH-85 & MDR 50.689  Approximately 10000 to 20000 N N N N N B
Magadi (SH-85) PCU/day (2015) from
to NH-75 via 15+325 66+014 Bengaluru to Magadi. This
Chikkamudigere corridor has highest traffic
and Iyandahalli among the project roads.
(MDR)
 The traffic justify improvement
proposal for project road as 4-
lane divided carriageway from
Bengaluru to Magadi.
 From Magadi to NH75 (Near
Kunigal) project road follows
MDR via Chikkamudigere and
Iyandahalli
EC – Environmental Clearance; FC – Forest Clearance; WLC – Wildlife Clearance; NOC-WL- No Objection Certificate for Eco-sensitive Zone
of Wildlife Sanctuaries; ASI – NOC from Archeological Survey of India for Protected Monuments
1-8
Package 2
From To Actual Statutory Clearances Category as

Section Length per ADB
Package (Km) (Km) Remarks NOC-
Name EC WLC FC ASI Environmenta
(Km) WL l Guideline
2 Magadi to SH 85 165.963  Approx. 13.947 Km from Somwarpet N N N Y Y B
Somwarpet (Existing Km 225+563 to Km 239.50)
51+000 221+833 is not considered in the package
which is part of proposed Western
Ghat Eco Sensitive Zone.
 Approx. 1.89 Km in Huiliyudurga the
project road to follow proposed
bypass for SH 33, currently under
construction under separate package
under KSHIP-II.
 Approx. 1.68 Km common portion
with SH 84 is now excluded from
improvement proposal and the
section is under construction under
separate package under KSHIP-II.
 Approx. 1.3 Km common portion with
NH 150A is now excluded from
improvement proposal.
1-9
Project Background
Package 3
Package From To Actual Length Statutory ClearancesCategory as

Section per ADB
(Km) (Km) (Km) Remarks NOC-
Name *EC *WLC *FC *ASI Environmental
WL Guideline
3 Gadag to SH-57 & SH-26 138.168  Approx. 4.275 Km in N N N Y N B
Honnali Ranebennur town after
105+500 253+713 end of proposed
realignment up to junction
with NH 4 Flyover is
excluded from scope.
 Approx. 5.770 Km between
junction with NH 4 Flyover
and Junction in Halegeri is
excluded in improvement
proposal as the section is
undertaken for
construction under
separate package by
KRDCL
1 - 10
Package 23

Category as
Length per ADB
(Km) WL Guideline
23 Bagalkote to SH-57 87.555  Approx. 9.440 Km common N N N Y Y B
Gadag section with NH-367 is
0+000 105+500 excluded in the improvement
proposal.
 Approx. 4.985 Km in Badami
common portion with SH 14 is
now excluded in the
improvement proposal as the
section is been undertaken for
construction under separate
package in KSHIP II.
 Approx. 3.520 Km is common
portion with SH 45 is excluded
in the improvement proposal
as the section is been
undertaken for construction
under separate package in
KSHIP II.
1 - 11
Project Background
Package 25a & 25b
Package From To Actual Statutory ClearancesCategory as

Length per ADB
(Km) WL Guideline
25a Important Tourist (Combination of 75  These Connectivity’s are Y Y Y Y N A
Connections along SH, ODR & New not in the list of project
the Project Road alignment) roads in ToR.
(Kanakpura to
 Involves new Connectivity of
Hanur via D. Halli,
approx. Length 6.4 Km to
Sangama, Om
Mekedattu & 8.25 Km to
Shanthi Dhama,
Shagya.
Mekedatu, Shagya,
Bandalli,  The improvement would help
boost tourism in the vicinity
connecting Sangama and
Mekedatta and also would
reduce travel distance to
Hannur by approx. 30 km.
 The alignment passes through
Cauvery WLS for approx. 30
Km.
1 - 12

Category as
Length per ADB
(Km) WL Guideline
25b Hannur to Tamil SH-79 65.430  Length within Wildlife Y Y Y N N A
Nadu Border Sanctuary 52.3 Km. (Malai
85+770 151+200 Mahadeshwara WLS & Kaveri
WLS)
 Remaining Project road
passes through Eco sensitive
Zone.
 Approx. 8.4 Km of project
road length is above 1000
Connectivity to MSL
- - 29.500
nearest Tourist
location  Alignment between Hannur to
Hogenakkal Falls Cowdhalli is considered along
along the Project Existing MDR instead of SH-
Road 79.
 Connectivity to Hogenakkal
falls also passes through
Malai Mahadeshwara WLS.
1 - 13
Project Background
1.5 MODE OF IMPLEMENTATION

Pre-Feasibility study for the projects conducted in June 2014 indicated that the
projects are not viable on VGF/toll models. Modeling with the preliminary
estimates during the DPR stage confirmed the same.
PPP annuity, EPC model were considered the next available solutions for
implementation. PPP Annuity format was found suitable with respect to
sustainability of the assets point of view. Further, considerations from public
finance aspect, discussion with ADB and successful implementation of Hybrid
Annuity models under KSHIP II were considered, highlighting the following points.
 Pure annuity model will lead to higher annuity commitments in future years,
reducing fiscal space in future.
 Hybrid annuity model however allows for upfront grant thereby reducing
annuity commitment of the states.
 In addition, the model also allows for use of ADB IInd loan efficiently towards
sustainable road development.
 ADB has also expressed preference of using Hybrid Annuity Model. Further
ADB has also emphasized on use of MoRT&H Hybrid Annuity Bidding
documents launched in June 2015.
In order to fast track implementation of the projects, particularly the aspects
pertaining to land acquisition, it was recommended that the Authority shall retain
the rights to the asset and develop the roads through a contract, whilst
maintaining the financial structuring involving annuities and upfront construction
grant. ADB had also expressed its preference for such a deferred payment
contract for implementation of projects.
Accordingly, a Hybrid Annuity model has been finalized as the preferred
implementation route.
1.6 OBJECTIVE OF DPR AND TA SERVICES
The main objective of the DPR & Transaction Advisory Services is to establish
the technical, environmental, social, economic, and financial viability of the said
project roads along with off-road connectivity to key locations, suitable for funding
by ADB and prepare detailed project reports for upgrading of the existing road to
2-lane with paved shoulders configuration or 4 lane divided carriageway where
capacity augmentation is required, with the provision of wider road for rural/urban
settlements, bypass and capacity augmentation as required in an almost signal
free main carriage concept and better connectivity to adjacent tourism locations
and Industrial estates by improving approach roads all along the corridor.
Assist the Client in the procurement of Independent Engineer, NGO for
implementation of Resettlement Action Plan, and Concessionaires for the Project
through Financial Closure and in the process of Appraisal with the ADB and state
level committees.
1.7 SCOPE OF CONSULTANCY SERVICES
Scope of services mainly comprises of following but is not limited to
(i) Review and revalidation of traffic study, preliminary cost estimate and
preliminary financial feasibility study already conducted.
(ii) Detailed reconnaissance survey including inventory and condition survey
of roads and drainage structures including bridges
1 - 14
(iii) Detailed Surveys and Investigations including topographic surveys, traffic

surveys, material, pavement and geotechnical investigations etc.
(iv) 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
(v) Detailed design of road, its x-sections, horizontal and vertical alignment
and design of high embankment.
(vi) Detailed design of structures for river bridges, flyovers, ROBs, RUBs,
VUPs, PUPs etc., preparation of GAD and construction drawings etc., and
assist the Client in pursuing the Railways/GOI/GOK authorities for
approval of the GAD & Proof checking.
(vii) Identification of the type and the design of intersections; Identify the Cycle
track wherever necessary.
(viii) Safety audit Plan; Review the safety aspects of existing road at different
stages of design and carrying out road safety audit; collection of accident
statistics; Preparation of traffic safety and work zone safety plans
corresponding items of works, specifications etc.
(ix) Design of complete drainage system and disposal point for storm water;
rain water harvesting
(x) Recommendations as regard Toll Plaza locations, layout and details
(xi) Location and layout of Truck laybyes/ Bus laybyes; way side facilities;
parking areas
(xii) Quality Assurance Plan
(xiii) Traffic Management Plan during construction and implementation;
detailed proposal for road signage, road markings, road furniture and
safety devices.
(xiv) Encumbrance Plan; Strip plan indicating the scheme for carriageway
widening, location of all existing utility services (both over- and
underground) and the scheme for their relocation, trees to be felled and
planted
(xv) Request for Proposals (RFP)
(xvi) Preparation of detailed project report, Engineering designs, cost estimate,
“Good for construction” drawings, rate analysis, detailed bill of quantities,
bid documents for execution of civil works.
(xvii) Environmental and social impact assessment, including such as related to
cultural properties, natural habitats, involuntary resettlement etc.
(xviii) Public consultation with various stakeholders at all the different stages of
assignment.
(xix) Preparation of social plans for the project affected people as per
ADB/GOK approved R&R Policy.
(xx) Preparation of Environmental Management Plan: Environmental &
Statutory clearances; Plans for tree plantations and arboriculture.
(xxi) Landscaping strategy & action plan
1 - 15
Project Background
(xxii) Preparation of Land Plan Schedule (LPS) as per the requirements of

KSHA 1964 /other applicable laws and requirements incorporating the
extent of land acquisition on the revenue map and at the field and
assessing the requirement for the proposed road improvement works.
(xxiii) Value analysis / value engineering and project costing;
(xxiv) Economic analysis
(xxv) Financial analysis for PPP roads; Value for Money (VfM) analysis
(xxvi) Carryout legal due diligence.
(xxvii) Contract packaging and implementation schedule for feasible PPP mode
of contracts.
(xxviii) Preparation of Bid documents appropriates for tendering based on ADB
requirements.
(xxix) Provide Transaction Advisory Service for the procurement of
concessionaires and Independent Engineers for the Project works and
assist in achieving financial close.
(xxx) Development of Key Performance Indicators for the project as per KSHIP
and ADB requirements

1 - 16
2. Overview of KSHIP Organisation
2. OVERVIEW OF KSHIP ORGANISATION
2.1 ABOUT KSHIP

The Karnataka State Highways Improvement Project (KSHIP), established in
1999, is an initiative of the Public Works Department of the Government of
Karnataka for improvement of road network of the state focused on externally
aided projects.
 Under KSHIP I (1999-2007) with World Bank loan assistance of US$ 360 Mn,
KSHIP has developed close to 2395 km of state road network
 Under KSHIP II (2009-16), 1192 kms are being developed under World Bank
loan assistance (US$ 350 Mn) and 615 km under ADB loan assistance (US$
315 Mn).
 Under KSHIP tranche II, KSHIP also tested the first hybrid annuity of the
country. 2 hybrid annuity projects with aggregate length of 300 km is now
under construction successfully
2.2 KSHIP ORGANISATION
The Karnataka State Highways Improvement Project (KSHIP) is headed by
Hon’ble Minister (KPWP&IWTD). He is assisted by Principal Secretary,
KPWP&IWTD and other senior officers namely Secretary, KPWP&IWTD, Chief
Project Officer, KSHIP and Project Director, KSHIP in formulating and processing
all policies and other proposals having financial implications.
  
2-1
3. Socio-Economic Profile
of the Project Area
3. SOCIO-ECONOMIC PROFILE OF THE PROJECT AREA
3.1 GENERAL
This chapter presents a brief note on the socio-economic characteristics of the
Karnataka State and the project influence areas (PIAs) delineated under specific
project roads selected for the improvements. The facts and figures given in the
following sections show the dynamics of the socio-economic characteristics of the
state and also highlights development potential of the PIAs. The chapter also
presents salient features of different modes of transport operating in the State.
Outcomes of the analysis of several socio-economic indicators would be helpful
in appreciating development potential of the PIAs in view of the road transport
development proposition, and also useful in setting up the traffic forecast model
for appraising the investments in the project roads.
3.2 KARNATAKA AT GLANCE
For administrative purposes, the State is divided into 30 districts and 176 talukas,
and grouped in four regions: (i) coastal; (ii) mainland (hilly); (iii) northern plateau;
and (iv) southern plateau. Selected socio-economic indicators of the state of
Karnataka are presented in Table 3.1.
Table 3.1: Key Feature & Socio-Economic Indicators of Karnataka
Particular Unit Reference Year

Administrative 2000-01 2011
Geographical Area ‘000 km2 192 192
Revenue Division Number 4 4
Districts -do- 27 30
Talukas -do- 175 176
Inhabited Villages -do- 27,481 27,397
Uninhabited Villages -do- 1,925 1,943
Towns -do- 270 347
Demography / Census 2001 2011
Total ‘000 52,857 61,095
Population Males -do- 26,899 30,967
Females -do- 25,952 30,128
Rural -do- 34,889 37,469
Urban -do- 17,962 23,626
Density by Population Per km2 276 319
Sex Ratio F/’000 M 965 973
Literacy Percentage 66.6 75.4
Urban Population (%) -do- 34.0 38.7
State Income at Current Prices 2000-01 2014-15
State Income Total Rs. crore 96,348 702,131
3-1
Socio-Economic Profile of the Project Area
Particular Unit Reference Year

Primary
-do- 31,473 128,518
Sector
Secondary
-do- 18,684 158,679
Sector
Tertiary
-do- 46,191 414,934
Sector
Per Capita Income Rupees 18,344 101,594
Transport 2010-11 2013-14
Rail Route Length km 3,172 3,172
Total Road Length km 222,431 230,690
Motor Vehicles No. in ‘000 9,930 13,335
Source: Economic Survey of Karnataka 2014-15.
3.3 DEMOGRAPHIC FEATURE

With an area of 192,000 km2, Karnataka is India’s eighth largest state, which
accommodates more than 61 million of population (2011) forming population
density of 319 person/km2 (382 national average). The decadal growth of
population has been recorded at 1.46% pa, which is less than the national
average of 1.54%. With urban population of more than 39% (23.6 million), the
State is considered as one of the most urbanized states of India. The urban
population growth in the State has been recorded at 2.8% pa during the last
decade, whereas the 0.7% pa in rural population. Literacy rate has been
observed at 75%, i.e. higher than the national average of 73%, and the sex ratio
at 973 (national average: 943). The Human Development Index (HDI) has been
recorded at 0.65 in the state, which is slightly higher than the national figure of
0.62.
3.4 ECONOMIC SETTING & SECTORAL ANALYSIS
As per 2014-15 estimates, the Gross State Domestic Product (GSDP) was about
Rs. 7,021 billion (approx. US$ 106 billion) at current prices showing Rs. 101,594
as per capita income. The GSDP at constant prices has observed the annual
growth of 7.0%, whereas the country registered 7.4%. Per capita income of
Karnataka is estimated at about Rs. 1.0 lakh, i.e. much higher than the country
(Rs. 88,500).
3.4.1 Sectoral Performance
During the last decade, there have been significant shifts in the sectoral
contribution to the GSDP. The changes during 2000-01 and 2014-15 show that
the contribution of primary sector declined from 48% in 2001 to 18% in 2011,
whereas the tertiary sector increased its share from 33% to 59% during the same
period. The above phenomenon shows lower dependency on primary sector and
considerable increase in service sector. While analyzing the recent figures, trend
in the sectoral contribution is more or less the same. It may be noted that the
primary, secondary and tertiary sectors have observed the annual growth as
4.5%, 4.4% and 8.9% respectively.
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3.5 STATE’S PERSPECTIVE PLAN (12TH FIVE-YEAR PLAN)

The State’s Twelfth Five-Year Plan (2012-17) has envisaged Rs. 255,200 crore at
current prices with 36% from own resources, 40% from borrowings, 11% from the
central resources, and 13% from IEBR. As far as transport sector is concerned, a
sum of Rs. 33,200 crore has been allocated, which is about 75% more than that
of the Eleventh Plan. However, the share of transport sector in the Eleventh Plan
was recorded as 14% of the total expenditure, whereas the same is 13% in the
total outlay of the Twelfth Plan, i.e. decreased by 1%.
3.6 TRANSPORT SECTOR & ROAD TRANSPORT SYSTEM
In Southern India, the state of Karnataka has a well-developed transport system.
Bengaluru, the capital city of the State, is well connected by different modes of
transport. The Bengaluru International Airport, renamed as Kempegowda
International Airport (BIAL), is now one of the modern and busiest airports of the
country.
Road Transport is an important means of transport in Karnataka. It is observed
that the road transport is also well developed with several National and State
Highways facilitating with effective transport system.
The headquarters of the South-Western Railway Division of the Indian Railways
is located at Hubli, and this Division governs most of the railway network in
Karnataka. The Konkan Railway, which passes through along the coastal region,
also serves the transport requirements of the state.
For moving the distant places in the state, buses, cars and trains are modes of
transport, whereas within the city or town areas, intermediate means of transport,
viz. motorbikes, cars, auto-rickshaws, are also used.
3.6.1 Transport System in the State – Multi-Modal: Types and Roles
A brief note on different modes of transport operating in the state of Karnataka is
given in the following sections.
(i) Air Transport: The state of Karnataka has five operating airports in
Bellary, Bangalore, Hampi, Hubli and Mangalore; and international flights operate
from Bangalore and Mangalore. It may be interesting to note that these two
international airports account for about 6% of total air passenger traffic in India.
The Bangalore Airport has experienced the highest growth in freight traffic, and
the fourth highest in aircraft movement in the country. Minor airports at Shimoga,
Gulbarga, Bijapur and Hassan are being developed on PPP basis through private
operators.
(ii) Rail Transport: Karnataka has a rail length of 3,250 km, which consists
of 3,069 km of BG, 97 km of MG, and 84 km of Narrow Gauge. Though there are
367 railway stations in the state, a few districts do not have any direct rail
connectivity. An interstate comparison shows that the state has one of the lowest
rail route density as well as BG densities in terms of per ‘000 km 2. In view of the
above, Karnataka has taken some initiatives, which include to take up railway
projects jointly with the Railway Ministry on a cost sharing basis, where the state
would share 50-67% of the project cost.
(iii) Ports: Karnataka has one major port, i.e. the New Mangalore Port
(NMPT), one intermediate port at Karwar, and nine minor ports. About 298 lakh
tonnes of traffic was handled during 2011-12, registering about 3% annual growth.
Karwar is the only all-weather port in the state, which accounts for 36% (2010-11)
of the total traffic handled by the minor ports. It is being upgraded under the Port
Development Project.
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(iv) Road Transport: As per an estimate (2014), the state of Karnataka has a
total road length of more than 2.39 lakh km forming road density of 1.25 km/km2.
It may be noted that the National Highway (NH) density in the state in terms of
per ‘000 km is highest among the comparable states. The current status of road
development in the state1 is recorded at 34% of the road network is under PWD,
whereas 66% under Zilla Panchayat / RDPR. About 61% of the NHs is two-lane,
and 19% four-lane. Only 2% of the National Highways (NHs) is single-lane and
18% intermediate-lane. As per the Karnataka at a Glance (2013-14) more than
47,000 habitations (69%) are linked.
3.7 SUM UP OF THE STATE’S PROFILE
The state of Karnataka has performed fairly well in different areas of socio
economic activities, such as demographic indicators, per capita income, HDI and
related parameters as compared to the national average. The share of service
sector has been increasing and reduced burden on agriculture and allied
activities, good recovery in the macroeconomic situation with much higher
revenue collection as compared to the previous year, overall development in
transport infrastructure sector, etc. also establish good performance of the State’s
economy, and potential for further development. The outcomes of the analysis of
socio-economic performance indicators, among others, form building blocks for
the traffic forecast modeling for the economic appraisal of the investment in road
development proposals of KSHIP-III.
3.8 SOCIO-ECONOMIC CHARACTERISTICS OF THE PIAS
Economic and Sector Assessment Report prepared under the present
consultancy services and submitted in the month of October 2015, present a
comprehensive data with analysis relating the project influence areas of specific
project roads. For the purpose of data completion and analysis, the administrative
districts being served by the roads under the Study have been considered as the
project influence areas (PIAs).
The above report has been supported with several tables illustrating socio-
economic characteristics of the districts, further tabulated for different PIAs, and
compared with its status w.r.t. the State’s aggregate or average, so that specific
importance of specific project road on different criteria could be appreciated.
Outputs of the analysis establish either in tangible or intangible regarding
inherent development potential of the PIAs and also support the justification of
the proposed road improvement program.
A brief note on the socio-economic characteristics of Chintamani to AP Border
project road influence area with tourism potential is presented in the following
sections. As stated earlier, the note would also enable to appreciate the inherent
development potential of the PIAs, and need for improvement of road transport
infrastructure for different purposes.
3.9 CHINTAMANI-AP BORDER ROAD (SH 82)
3.9.1 The Project Road – An Overview
Chintamani–AP Border Road, about 40 km, is one of the State Highways (SH 82)
in Karnataka, passing through the districts of Kolar and Chikkabalapura. The road
is traversing through plain and undulating terrain, but not passing through any
wildlife sanctuary or economic sensitive zone/area. The project road is passing or
abutting to Reserve forest area for a length of about 11.376km. There is no
protected monument within 300 m area of the road, or protected area within 10
1 th
12 Five-Year Plan (2012-17), Page 188.
3-4
km of the road, and also the road is not passing through at height of more than
1,000 Above Mean Sea Level.
3.9.2 Demographic & Economic Settings
The districts of Kolar and Chikkabalapura can be considered as project influence
area (PIA) for socio-economic analysis of the project road. These two districts
accommodate about 2.7 million of population (2011 Census): Kolar with 1.5
million, and Chikkabalapura with 1.2 million. The PIA registers more than 4.5% of
the State’s total population, which is expected to touch up to 3.1 million by 2021.
The per capita income (2011-12) has been estimated at Rs. 51,000 (Kolar) and
Rs. 41,000 (Chikkabalapura), i.e. lower than the State average of Rs. 68,2002.
These two districts share 3.3% of the State’s SGDP
3.9.3 Road Network & Accessibility
The two districts under PIA consist of more than 2,800 km of PWD’s roads with
71% of MDRs, and about 7,000 km of rural road with 49% of pucca roads. As far
as level of accessibility is concerned, out of the total habitations of
Chikkabalapura and Kolar districts, i.e. 3,821, about 23% of the habitations are
not linked with all-weather road.
3.9.4 Economic Activities
The PIA measures about 779,500 ha of the total area, of which Chikkabalapura
district with 404,500 ha and Kolar district with 375,000 ha. About 9% only of the
total areas of the PIA is recorded as forest, and about 406,000 ha (2012-13) or
52% as net area sown with average cropping intensity as 121. Though the PIA is
very active in a variety of agricultural activities, the district of Chikkabalapura
shows its presence with higher gross cropped areas index (139) and shares
higher percentages in several agricultural produces.
Approx. 4% of the State’s production of cereals, pulses, food grains, oil seed, etc.
is produced in these two districts. The PIA produces about 15% of the state’s
fruits and vegetables production, and 10% of milk. The above figures support that
the PIA is doing very well in agriculture sector.
3.9.5 Tourism
Chintamani–AP Border Road (40 km), part of SH 82 provides an important link
between several important places of the states of Karnataka and Andhra
Pradesh, including Bengaluru. In addition to providing the links to the above
places, there are several places, hill stations, temples, etc. of tourists’ attraction
are located in the influence are of the road. The places located nearby the project
road are briefly illustrated below:
 Nandi Hills, located at 68 km north of Bengaluru at about 1,600 masl, is one
of the majestic places in the region, and is well worth a visit. It was earlier
known as Nandidurga, was also the summer retreat of Tipu Sultan. Tipu’s
Drop, a 600 m high cliff face provides a good view over the surrounded
country. There are two notable Chola Temples.
 Chintamani, the town is named after its founder Chintamani Rao, a Maratha
Chieftain. This place is famous for gold and silver trades, and also incense
(agarbatti) industry. At a distance of 8 km from Chintamani, there is an old
and famous Murugmulla Dargah, visited by thousands of pilgrims, particularly
during the annual urs.
2
For comparison, the figures refer to 2011-12, as the per capita income of Karnataka is about Rs. 100,000/-.
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 Gummanayaka Fort, founded by Gummanayaka circa 1350, is located at 16

km east of Bagepalli. The place is famous for its fortified circular rock that it is
interesting to mention that rises 150 ft above the surrounding hilly tract.
 Rangasthala, on the way of Chikkaballapur to Gouribidanur, has a beautiful
temple of Lord Ranganatha (Vishnu) in the Vijayanagar Style.
Chintamani–AP Border Road is strategically placed, as the road links two states,
Karnataka and Andhra Pradesh, and also providing link with the city of Bangalore
and beyond. In view of further development potential, particularly the agriculture
sector, investment the development of Chintamani–AP Border Road would be
beneficial to the PIA and the State as well.

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4. Engineering Surveys and
Investigations
4. ENGINEERING SURVEYS AND INVESTIGATIONS
4.1 INTRODUCTION
This chapter deals with the Engineering Surveys and Investigations carried out
during the course of the Study. Alignment study,Topographical surveys and other
field investigations like road inventory, condition surveys for road including
pavement roughness using ROMDAS, Inventory and Condition surveys of
culverts and bridges and Soil and Material investigations have been discussed in
this chapter
4.2 STUDY OF THE EXISTING ALIGNMENT
The Project road starts in Chikkabalapura district from the junction of NH 234
near Chintamani (Km 47+203) and ends at the Border of Andhra Pradesh at Km
87+331 in Kolar District of Karnataka (11.597 km in Chikkabalapura district and
28.531 km in Kolar District). The Latitude & Longitude of start and end points are
130 22‟ 59.155”N & 780 05‟.17.292”E and 130 32‟ 25.439” N & 78023‟39.081” E
respectively.
Figure 4.1: Start point of the Project at a Figure 4.2: End point on SH 82 at AP Border.
junction with NH 234 and Km 47.40
on SH 82 near Chintamani.
Project road has connectivity to a National Highway and State highway as such
improvement of project road would benefit and improve network mobility in the
region. The Start of Project road is at a junction with NH 234, further beyond
project road end point at Andhra Pradesh border leads to Madanapalle and also
forms connectivity to two major National Highways which include NH 215 and
NH 219. The project road also is a alternative key connectivity to famous
Tirupathi temple from Bengaluru, a religious place visited year long by lakhs of
devotes. The Project road also has junction with SH 99 leading towards Kolar in
South and north leg connecting Andhra Pradesh Border and further connecting
NH 205. The Network connectivity is shown in Figure 4.3.
4-1
Engineering Surveys and Investigations
Start of Project Road

(Km 47+203)
Tadgol Jn.
End of Project Road

(Km 86+977)
Figure 4.3: Network Connectivity

Field observation reveal substantial percentage of Commercial vehicles which
also include trailers carrying bulk quantities of cement from various destinations
in Andhra Pradesh, to the construction activities in Bengaluru. Based on
connectives described above, it is anticipated that the proposed improvement
proposal will benefit and can expect substantial increase in commercial traffic
movement.
Upon discussion with locals it was found that project road experiences many
accidents which are in severe in nature and also fatal. One of the reasons for
such accidents can be attributed to poor geometry not confirming to design
standards. The proposed improvement proposal as derived in this DPR in further
chapters addresses these issues for safer movement of traffic along with capacity
augmentation.
Features of SH 82
The existing road is having lane configuration of 2 Lane carriageways with
earthen shoulder on either side for the entire project. Project road predominately
traverse through plain terrain however small section of project road traverse
through rolling terrain.
Based on the traffic, project road can be divided into two sections as described
below:
Chintamani (Km 47+203) - Tadgol Cross (Km 63+600) (SH 99 Junction)
Section
The project road section starts from NH 234 with a four legged skew junction and
traverses eastward. It crosses the Southern Railways at Km 48+770, through a
Railway under Bridge (RUB) of span 2 x7.5m. The project road passes through
predominantly agricultural land use. The project road meets SH-99 at Thadigol
cross at Km 62+450 with a T-junction. The section of the project road from
Km 62+450 to Km 63+600 is common with SH-99.
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Figure 4.4: RUB structure along project Figure 4.5: Sharp Horizontal curve at Km 63.1.
At few locations geometric deficiencies for both Horizontal and Vertical curves
have been observed.There are only two minor nallas crossing the project road
section where minor bridges exist. In this section there are 9 culverts of Hume
pipe type and 4 Slab type. The alignment meets SH 99 in right near Tadgol Cross
with a T junction. Further SH 99 takes off from the project road at Km 63+700
towards Srinivaspur.
Tadgol Cross (SH 99 Junction)- Andhra Pradesh Border Section
The project road further moves eastward upto AP Border in Kolar District. After
crossing the border, SH 82 meets with NH 219 near Madanpalle of Andhra
Pradesh as SH 50. In this section the project road traverses through both plain
and rolling terrain. There are many substandard horizontal as well as vertical
curves. About 33 horizontals curves are found substandard having radius beyond
240m. The initial stretch upto Km 75+000 the alignment passes mostly through
agricultural land and then mostly in forest. There is only one major road and
some minor village road crossings. The alignment crosses three minor nalla,
where minor bridges exist. In this section there are 47 culverts of Hume pipe type
and 11 Slab type. The project road ends at the border with Andhra Pradesh at
Km 87+331.
Figure 4.6: Sharp S curve at Km 75+150. Figure 4.7: End of Project Road.
In this stretch, the alignment passes through Rayalpadu Reserved Forest for
about 11.47 km (from Km 75+600 to Km 87+331-existing).
4.3 COLLECTION OF SECONDARY DATA
All relevant reports and data, development plans concerning to the proposed
project and the project influence area was collected directly or with the help of the
Client from concerned Departments of Government of India (GOI) and
Government of Karnataka, public bodies or Non-Governmental Organizations
(NGOs). Existing Traffic volume and past records were collected from PWD
department. Details of delineated reserved forest areas were collected from
Forest Department. Hydrological data for stream crossing project road were
collected from Central Water Commission (CWC).
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4.4 TOPOGRAPHIC SURVEY

4.4.1 Objective
The basic objective of topographical survey is to collect positions of all ground
features including cross sections of the proposed alignment in the form of x, y
and z coordinates with respect to a defined reference system of coordinates to
develop accurate digital terrain model of the project corridor for preparation of
strip plan and subsequent road design and cost estimation.
4.4.2 Scope of Work
Topographical Surveys component of the assignment. Broad outline of the scope
of services are:
 Establishment of survey control network by GNSS
 Establishment of Bench Marks by Digital Levels
 Detailed Topographical Survey including cross sections of project road
corridor.
 Additional Survey of rivers crossings for hydrological requirements and road
crossings for Junctions improvements, survey of realignments and proposed
bypasses
4.4.3 Methodology
The complete methodology adopted for conducting topographical survey for the
project road comprises of the following activities.
Establishment of Survey Control by GNSS
(a) Fixing of survey control Pillars
Survey control network is established along the project road using pre-cast RCC
pillars of specified dimensions of 15cm x 15cm x 45cm. The pre-cast RCC pillars
were embedded in ground 30cm deep with concrete cement layer all around to
ascertain stability of the pillars. GNSS Survey control pillars are fixed along the
project road in such a way that a pair of two inter-visible pillars is available at
every 5 kilometers interval. Pair of twin control pillars has the advantage that
every section between pairs of control points can be independently controlled,
adjusted and surveyed.
The location of GNSS control pillars is carefully chosen at safe places so that it is
not disturbed either by running traffic or by any local activity and also placed in an
open area to receive uninterrupted signals from the GNSS satellites from all
directions above 15-degree altitude from the horizon.
(b) GNSS Observations
GNSS observations were carried out at each pillar of the survey control network
using Trimble R4 double frequency GNSS receivers. Initial GNSS observations
were recorded at the starting position of the project road at Junction of NH234 for
about 2 hours and precise Grid coordinates of GPS-1were computed online from
Trimble site where all relevant corrections are applied to get precise coordinates.
Based on the coordinates of GPS-1 established as the Reference control point,
coordinates of all other successive GPS control points along the project road
were determined by measuring base lines in static mode of observations by
keeping GNSS receivers on both ends of the base line.
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GNSS observations on all survey control pillars fixed along the corridor were
recorded for a period of 1 to 2 hours depending upon the length of base line and
availability of good satellite configuration. Observations recorded in common time
by both the receivers are used for computing the base line and grid coordinates
of each control point.
Grid Coordinate System
Geodetic coordinates of all GPS control points are computed from satellite
observations using Trimble Business Center (TBC) software. By default the
coordinates are computed in geographical format in terms of latitudes and
longitudes which are projected in UTM system Zone 44 on WGS84 datum to get
grid coordinate system. Grid coordinates are used to carryout successive ground
control extension and detailed topographical survey.
Establishment of Bench Marks
Bench Marks have been fixed between pairs survey control points fixed by GNSS
techniques at an interval of about 250m by embedding pre-cast RCC pillars of the
same specification as GPS control pillars. These pillars have been embedded in
concrete up to a depth of 30 cm and the balance 15 cm above ground has been
painted yellow. All the pillars have been uniquely numbered by red paint. These
BM pillars are also assigned grid coordinates and used as additional survey
control points used for survey control extension and detailed topographical
survey
After fixing Bench Mark/survey control pillars, traverse observations were carried
out with Total Station/ GNSS in static mode starting from one pair of GNSS
control points and closing at the next pair of GNSS control points connecting all
Bench Marks pillars in between. These traverse observations were processed
using standard methods to compute the coordinates of all Bench Marks. The
closing error of the traverse line was checked, to fall within permissible limits of
1:10000, otherwise the observations were repeated. The errors, within
permissible limits, were suitably adjusted to get the final X and Y coordinates of
the Bench Marks.
Connection to GTS by Digital Level
All GNSS control pillars and Bench Marks are connected in a closed level
network by carrying out double tertiary leveling by Leica Digital Levels DNA-10 to
establish accurate MSL heights of all the control points and bench marks. All
levels are carried in in fore & back directions and mean of the two observations is
accepted to finally run down the levels. Results of level differences between two
successive Bench Marks are accepted only if the difference is within permissible
limit of 12√k mm where k is the distance in kilometer otherwise the levels were
repeated.
The levels of all the GNSS control pillars as well as the Bench Marks established
are based on level obtained by GNSS observation using EGM2008 geoid. The
consultant tried to obtain GTS Bench Marks data from Survey of India but could
not get any GTS BM data in this area.
4.4.4 Detailed Topographical Survey
Based on the x, y & z coordinates of survey control points determined by GNSS
and Digital level, the Detailed topographical survey is carried out to pick up x, y
and z coordinates of all natural and manmade topographical features falling
within the proposed corridor using Total Stations having automatic data recording
devices with appropriate feature codes attached to each point. Route corridor of
4-5
60m having30m on either side of the proposed alignment of the project road has
been surveyed. Adequate numbers of spot height points have been picked up
within the specified corridor in the form of cross sections at very close interval of
20m/10m to generate accurate Digital Terrain Model of the surveyed corridor.
All man-made and natural topographical features are surveyed, including:
 Road center line
 Pavement edges
 Outer shoulder edges
 Toe lines of fills and cuts
 Longitudinal and transverse drains/ ditches
 Water sources, River etc.
 Bridges and culverts with their type and number
 Electric and telephone lines
 Huts, Buildings, fences, hand pumps, bore wells, wells
 All Buildings are collected with suitable codes depending upon its
classification like residential, commercial, educational, health Center,
industrial, religious etc.
 Oil and gas pipe lines
 All trees with girth greater than 0.3 meter.
At locations, where alignment crosses other roads, survey is extended to
100m on either side of the road center to allow for the geometric improvements.
Cross sections at every 20 m interval in flat terrain and at lesser interval on
undulating terrain or horizontal curves are also taken using Total Stations.
Longitudinal and Cross-Sections of the existing road
Levels for longitudinal section of the proposed alignment are picked up at an
interval of 20 meter or less at sharp curves and change of slope along the
centerline of the road. Cross sections are also taken at regular interval of 20
meter or less at change of slope along the alignment extending about 30m on
both sides. For the 4 laning / 6 laning sections of the project road and
intersections the survey has been extend to 50 m on either side of the centre line.
Rivers/ Streams/Canals Crossing
All crossing rivers/canals have been surveyed including channel, banks, and all
associated features. Cross Sections across the channel are taken at every 20
meter interval. River channels have been adequately surveyed on upstream and
about downstream from the bridge site. Top and bottom of both the banks and
center line of the deepest bed channel has been picked up by total station
survey.
4.4.5 Data Processing
All field survey data recorded by total stations is downloaded regularly on to the
field computer and processed with Survey Control Centre (SCC), the data
processing software, to form proper connectivity of linear features based on the
feature code and sequence of points of each object collected on ground. These
line features also serve as break lines while developing DEM of the corridor. The
x, y and z coordinates of all ground features collected by the Total Station
4-6
including spot heights were suitably processed to generate digital map and Digital
Elevation Model of the project road corridor. The hard copy output of the survey
drawing on suitable scale is taken for physical verification on the ground to check
correctness of ground features and for picking up names of the villages and other
relevant information. After complete examination, the data is supplied to design
team for further processing for design and drawings.
4.4.6 Feature Codes
Unique feature codes are used for all ground features while picking up the x, y
and z coordinates by Total Station during field survey. These feature codes are
used for proper identification and presentation of ground objects by suitable
symbols on maps.
4.4.7 Quality Control
Adequate quality assurance measures are incorporated in the methodology,
which were followed at every stage. The key surveyor assigned for the total
survey work carried out constant supervision of day-to-day survey activities. The
senior surveyor examines survey observations while downloading the data from
Total Station and ensures that adequate quality control measures are followed.
The final processed survey data is plotted on paper sheets and is physically
verified by the senior surveyor by ground visits. Digital terrain models are
generated at the site office to ensure quality output.
4.4.8 Details of Realignments surveyed on the project road
Tentative Chainage (km)

Sl. No. Length (km)
From To
1 63.500 64.000 0.500
2 66.600 66.800 0.200
3 74.900 75.300 0.400
4 82.300 82.700 0.400
Total Length 1.500
4.5 CULVERT INVENTORY

The Culvert Inventory was carried out to find the number, type, size and condition
of the culvert. The summary of the culverts, by type is given in Table 4.1.
Table 4.1: Type and No. of Culverts
Type of Structure No. of Culverts by Type
Hume Pipe 56
Slab Culvert 15
Total 71
4.6 PAVEMENT ROUGHNESS
4.6.1 General
The roughness has been measured for the entire length of the project road using
Road Measurement Data Acquisition System (ROMDAS). The calibration of the
ROMDAS has been done as per the procedure given in World Bank‟s Technical
4-7
Paper Number 46 (WTP-46). The surveys have covered along the wheel paths
for each lane depending upon existing road width and results have been
expressed in the terms of IRI (m/km) and BI (mm/km) in tabular as well as
graphical forms.
4.6.2 ROMDAS
Road Measurement Data Acquisition System (ROMDAS) has been developed as
a generic system for collecting a variety of information. The vehicle mounted
equipment includes: an axle mounted device called Bump Integrator for the
measurement of roughness; a Video camera and an IBM compatible notebook
PC which interacts with the instrumentation to store recorded data.
The axle-mounted ROMDAS Survey Module is used to measure pavement
roughness. This is an indication of the surface irregularities influencing the riding
quality and is a major determinant of vehicle operating costs.
ROMDAS works as a response type road roughness measuring system. The
system has been calibrated by recording its response (RAW values) and
comparing the same with that of a ROMDAS Z-250 Reference Profiler. ROMDAS
Z-250 reference Profiler has been developed by Data Collection Ltd (DCL). The
Calibration sections called standard sections have been divided into a number of
smaller subsections of 100m lengths each.
ROMDAS vehicle has been run at Constant Speed of 32+2 km/hr on the
“standard” section along the same selected lanes and ROMDAS response (RAW
values) have been recorded. Using the software-NLREG the calibration equation
has been developed between ROMDAS Response (RAW/km) and IRI (m/km).
Calibration equation at 32km/hr:
y = 0.0066x - 0.0263 [R^2 = 0.9962]
Where X is ROMDAS Response (RAW/km) and Y is IRI (m/km).
IRI Roughness values have been converted into Bump Integrator Index (BI) by
means of the equation:
BI = (312.5 x IRI) 1.124
Field data collected and analysed subsequently along each lane of the stretch
have been expressed in terms of IRI (m/km) and BI (mm/km) and have been
presented in both tabular and graphical forms in the following pages In this
Reference has been made to km stones of Corresponding State Highways and
other roads.
4.6.3 Guidelines as Per MoRT&H/World Bank
The following guidelines for road roughness in terms of IRI (m/km) and BI
(mm/km) for different surface types have been considered for assessing the road
condition.
a) Recommended Roughness values (BI units) by MORT&H Circulation No.
RW/NH-33044/10/2000-S&R dated 22nd May 2000
Very
Good Average Poor
Surface Type Poor
(mm/km) (mm/km) (mm/km)
(mm/km)
Bituminous Concrete 2000-2500 2500-3500 3500-4000 >4000
Premix Bituminous
2500-4500 4500-5500 5500-6500 >6500
Carpet
Surface Dressing 4000-5000 5000-6500 6500-7500 >7500
4-8
b) As per World Bank Technical Publication No. 46 the minimum and

maximum range of BI and IRI for new pavements is as follows, but the type of
surface has not been mentioned.
Minimum IRI (BI) in Maximum IRI (BI) in
New Pavements m/km (mm/km) m/km (mm/km)
1.5 (1000) 3.4 (2500)
4.6.4 Observations
Overall Pavement riding quality of the section seems good except few locations
where existing road is found deteriorated. The roughness of the project road is
varying from 2542 to 5480 mm/ Km. These result indicates that, the roughness is
good to poor. Based on the Roughness Measurement Studies the km-wise
average roughness in IRI and BI Units for entire length is graphically presented in
Figure 4.8 & Figure 4.9 respectively.
Figure 4.8: Roughness measurement studies for Up Direction
Figure 4.9: Roughness measurement studies for DN Direction

4.6.5 Roughness Studies
Based on the Roughness data, the project corridor was divided into
homogeneous sections for entire stretch as per the Cumulative Difference
Approach (CDA) described in AASHTO guide for Pavement Design (1993) and
the computations are summarized in graphical format. The Roughness
cumulative difference values obtained are shown in Figure 4.10 & Figure 4.11
for Entire length.
4-9
Figure 4.10: Roughness Cumulative Difference Summary UP Direction
Figure 4.11: Roughness Cumulative Difference Summary DN Direction

4.7 HYDROLOGICAL INVESTIGATION
4.7.1 Compilation of Data and Formulation of Design Approach
Data collected from the visit to site were collated and studied along with the
Google Earth Imageries. The Design Approach has been formulated through
careful examination of the following data collected:
 Local inquiries, Data collected from, Road/ culvert Inventory, HFL, History of
flooding/ overtopping, mean annual rainfall, regional runoff coefficient,
 Survey of India Topo Sheets – Land use, soil type, cover condition, slope,
and catchment area,
 90m, SRTM Digital Elevation Model (DEM) (from website
http://srtm.csi.cgiar.org/) - to analyze the river catchment characteristics in
GIS platform.
 Visual inspection – Bed level, clearance, HFL, Overtopping, vegetation cover,
flood plain, blockage/sedimentation, flow direction, terrain, presence of tanks
in catchment area and near vicinity to embankment, embankment height,
presence of scour holes.
4 - 10
4.7.2 Design Approach for Bridges and Culverts

Hydro-Meteorologically Homogenous Sub zones
CWC in association with IMD and Ministry of Surface Transport (MOST) has
prepared Flood Estimation Reports for small and medium catchments for each
hydro meteorologically homogeneous 26 sub-zones. The project area is falling in
sub zones 3(h) and 3(i). Rainfall data is taken from is pluvial maps available in
sub zone 3(h) and 3(i) flood estimation reports. Accordingly the present flood
studies are based on “Flood Estimation Report for Kaveri Basin subzone 3(i)
(1986) and Krishna & Pennar subzone 3(h) (2000)” of CWC.
Design Rainfall
There is a definite relation between the frequency of occurrences and magnitude.
Frequency or probability distribution helps to relate the magnitude of these
extreme events with their number of occurrences such that their chance of
occurrence with time can be predicted successfully. The design rainfall for this
section is taken from Rainfall Isopluvial maps of sub zone 3(h) and 3(i) of CWC.
The following table lists the 24-hr maximum point rainfall values adopted for the
study area:
24-hour rainfall (mm)
25 years 50 years 100 years
120 140 160
Basin Parameters
The watersheds of the rivers / streamlets at the proposed crossing points have
been delineated with the help of Google Earth Imagery and ArcGIS 9.2/Map
Window 4.8.7 Software. The watershed area, fall in height, total and segmental
stream lengths and corresponding elevations have also been determined with the
help of GIS Software.
The basin parameters estimated for the five streams which cross the project road
are as follows:
Centroid
Chainage of Length of Catchment
Sl. Length
Name of Stream Approximate stream Area
No. in Km
crossing (km) (Sq. km)
(Lc)
1 Local Stream 49+950 16.9 8.46 63
2 Local Stream 63+561 11.4 5.92 27
3 Local Stream 67+963 19.2 8.56 53
4 Local Stream 70+526 1.39 0.849 1.2
5 Local Stream 77+891 6.89 4.06 17
Estimation of Design Flood

Determination of Design Discharges has been done in line with the stipulations of
IRC-5:2015, IRC-SP:13-2004 and standard engineering practices.
For streams having catchment areas more than 25 sq km and upto 5000
sq.km, SUH Method as stipulated in the Flood Estimation Reports have been
followed.
4 - 11
For catchment areas less than 25 Sq.Km, Rational Method in general has been
followed. Empirical Methods (Catchment Area Method using Dicken‟s Formula),
without any assigned return period, has been used as a check for the adopted
Design Flood.
Slope Area Method demands accurate information regarding HFL at the particular
crossing point. During site visit, sincere efforts were made to collect reliable
information regarding Highest Flood Levels (at proposed crossing point) of
memorable past. However, HFL information received from local enquiries are not
reliable enough to be used for determination of design discharges for the bridges.
Moreover, discharges estimated by Slope-Area Method cannot be assigned any
Return Period. Therefore, Slope Area Method has not been used to adopt design
discharge.
The project area has many small ponds and tanks in catchment area of bridges.
Such ponds reduces the peak flood, the effect of ponds is taken care of as per
IRC:SP:42-2014 (Clause 6.4.3.2).
Again, spillway capacities of these tanks, situated on the upstream side of the
bridges, have also been consulted while adopting design discharge, in conformity
to stipulations of IRC 5..
Design Return Period
IRC:SP:73-2015 (Clause 7.5) and IRC:5-2015 (Clause 106.3.1) recommends
design return period for Bridges to be 100 year.
For Waterway
Guidelines recommended in IRC-5: 2015 are used for determination of The
Waterway.
For HFL
HFLs have been estimated on the basis of 100 Years frequency flood with
backwater, wherever applicable and compared with HFL value collected from
local enquiry. Higher of these two values have been adopted in design.
For scour
Channels of two of the five bridges in this section (Km 67.783 and Km 77.557)
encounter rocks within 3m below river bed. Remaining three channels have either
coarse alluvium or clay as bed materials. These three channels are likely to have
better resilience to scour than rivers having silt as bed materials. For these three
bridges, Lacey‟s formula with suitable silt factor, is used to estimate design scour
depth. The stipulations of IRC-5:2015 and IRC-78: 2000 have been adopted for
estimating the silt factor and scour depth.
For the two bridges where rocky bed/banks have been encountered in channels,
a limiting velocity of 4m/sec has been ensured for safety against scour while
carrying out hydraulic analyses of the bridges.
Design Afflux
Maximum permissible afflux under the bridges, have been considered as 300
mm.
The headwater elevation of culverts have been determined on the basis of
acceptable head up of water upstream of the culvert point and in no case the
Hw/D ratio (Headwater Depth and Diameter/Depth of culvert ratio) has been more
than 1 for the safety of the subgrade / pavement materials.
4 - 12
Vertical Clearance
The minimum vertical clearances for bridges and slab culverts have been
provided on the basis of stipulations of IRC 5: 2015.
Design Velocity through Bridges / culverts
A maximum velocity of 4 m/s has been considered for design. For culverts, a
minimum velocity of 0.9 m/s has been adopted as self-cleansing velocity.
Determination of Linear Waterway of bridges
IRC-5:2015 and IRC-SP:13-2004 stipulate methods for determining the linear
waterway for Alluvial streams, Quasi-Alluvial streams and streams with rigid
boundaries. For Alluvial streams, Lacey‟s Regime equation (W = 4.8*(Q)^0.5)
provides a guideline for fixing the linear waterway for a bridge.
However, as the streams at bridge locations show a general tendency of
overflowing banks, the Linear Waterway for the bridges has been finalised on the
basis of anticipated flow hydraulics under bridges as detailed in Hydraulic Design
Series No. 1 of FHWA.
Manning’s “n”
The Rugosity Coefficients for use in design has been taken from Table 5.1, SP:
13-2004. The same table is reproduced below for ready reference:
Rugosity Coefficients, “n”
Sl. Manning’s N-values.

Surface (Natural Streams)
No. Perfect Good Fair Bad
Clean, straight bank, full stage,
1. 0.025 0.0275 0.030 0.033
no rifts or deep pools
Same as (1), but some weeds
2. 0.030 0.033 0.035 0.040
and stones
Winding, some pools and shoals,
3. 0.035 0.040 0.045 0.050
clean
Same as (3), lower stages, more
4. 0.040 0.045 0.050 0.055
ineffective slope
Same as (3), some weeds and
5. 0.033 0.035 0.040 0.045
stones
6. Same as (4), stony sections 0.045 0.050 0.055 0.060
Sluggish river reaches, rather
7. 0050 0.060 0.070 0.080
weedy or with very deep pools
8. Very weedy reaches 0.075 0.100 0.125 0.150
Suitable “n” values have been taken for different bed / bank conditions and for
deep channel and flood plains of rivers.
Determination of HFL
HFLs at the proposed crossing points have been determined on the basis of
provisions of IRC-5: 2015. The design HFL is the highest value amongst
a) HFL ever recorded (from local enquiry, wherever reliable information
available)
b) HFL on the basis of analytical calculations (Check Flood)
4 - 13
Design Scour Depth

a) For determination of the scour depth, Lacey‟s regime equations as stipulated
in IRC-5:2015 and IRC-78: 2000 have been used for bridges where rock is
not available within 3 m below river bed.
b) For Culverts, upstream and downstream protections and cut off walls have
been recommended to take care of scour and undermining.
Bank Protection
The Chintamani to AP Border Section passes, in some stretches, by the side of
existing tanks. Keeping the side slopes of embankment uncovered might
jeopardize the safety of embankment in terms of erosion. At the same time, costly
protection works are also not required as these tanks do not entail rapid
drawdown or erosive velocities. Turfing with local vegetation has been
recommended for stretches of this section where the road embankments are in
direct contact with tank water.
4.7.3 Design Approach for Roadside Drainage System
In developing the local drainage systems, the issues, which have been
addressed, are as follows:
a) Identification of local depressions/ tanks / channels crossings the proposed
alignment and naturally attracting overland flow towards them.
b) Assessment of flow direction at those localized areas.
c) Identification of local ridges - natural or manmade channels etc.
d) Distances between local depressions and nearest local ridges and
corresponding land slope.
e) Identification of natural storage areas like ponds, lakes which may act as local
receiving body in absence of natural drainage channels.
f) Nearest human habitation / property, places of worship, places of strategic
importance etc. and possibility of further development within the design
period.
g) Permissible head up of water upstream of proposed embankment assessed
on the basis of type, nature and elevation of upstream area.
h) Height of proposed embankment.
Roadside Ditches / Drains
Roadside toe drains shall be provided to receive discharge from embankment
surface and countryside runoff and carry it safely to the nearest outfall point
ensuring safety to the embankment toe, which is the area most vulnerable to
erosion / failure.
Roadside drains shall generally be provided on both sides of the embankment to
safely carry the discharge from the embankment without jeopardizing the safety
of the toe.
The alignment of the drains shall depend on the topography of the area and the
type of drain selected. In hilly section lined drains with footpath has been
proposed on hill side.
The shape and size of the roadside drains shall be decided on the basis of length
of embankment being served by the drain up to the nearest outfall point.
4 - 14
For stretches passing through urban areas, rectangular covered drains have
been recommended for safety reasons.
For rural areas, the drains are recommended to be open and trapezoidal with
1(H):1(V) side slope where soil condition is very good and rockyside slope is
considered to minimize land requirement. The minimum bed width and depth of
flow at starting section shall be 500 mm and 300 mm respectively. The sections
shall be gradually increased in terms of bed width and depth of flow up to the
outfall point.
The section shall be designed to ensure a non-silting / non-scouring velocity in
drains.
Where road construction is proposed on ridges, no drain is required. At some
locations ponds/tanks are constructed beside road. The drains are designed to
outfall discharge in ponds/tanks, where available. This type of design plays a vital
role in water conservation.
4.7.4 Retention / Replacement of Cross Drainage Structures
The retention/replacement criteria for the structures have been firmed up in line
with stipulations of Codes and with due consideration of climate change effect.
Climate Change Resilience
The effect of climate change is manifold and is being faced by the whole gamut of
Infrastructure sector. Highways, new proposals or existing ones being upgraded,
face it in terms of floods having higher peaks hitting the cross drainage structures
more frequently than ever before. Consequently, severe floods which were more
sporadic earlier are eventually becoming regular events, increasing the risk of
failure of the structures. Again, it is not prudent to design a structure for a very
rare flood which entails prohibitive costs. A balance in design is, therefore, sought
for as follows:
Checking of existing Bridge Structures
The existing structures are not new ones and are likely to have been designed
with 50 year frequency flood. These structures have been checked for 50 year as
well as 100 year return period flood to ascertain vertical clearance available and
velocity under the bridges corresponding to such floods.
 Structures capable of passing 100 year flood (vertical clearance as well as
velocity) safely have been recommended for retention.
 Structures for which
i) Vertical clearances are encroached (but bridge not overtopped)
corresponding to 50 years and 100 years flood.
AND
ii) Anticipated velocities under the bridges are not excessively erosive (> 3m/sec
for coarse alluvium/clay and > 4.5m/sec for rocky bed) have been treated as
marginal cases (Bridges at Ch. 49+979 and Ch. 77+577). Such marginal
cases are examples of hydrological failures and should be replaced,
technically speaking. In such cases, however, the bridges are checked for
structural adequacy. If the structures are found to be structurally adequate,
they are recommended for retention as such decisions are not likely to entail
any unwarranted consequences (like scour failure and/or overtopping) within
the accepted risk profile (design with any frequency flood entails an accepted
risk).
4 - 15
iii) Structures which fail (velocities beyond permissible limit or overtopping)

against 100 year flood have been recommended for replacement with a new
one.
Design of New Bridge Structures
All new Structures are being designed for 100 year Return period Flood as
stipulated in Two Lane Manual.
In case of existing culverts, they are checked for opening sizes (carrying
capacities) vis a vis estimated design flood. Primarily, such hydrological/hydraulic
analyses, in conjunction with the assessed structural condition, have been
studied to reach recommended criteria for replacement/retention of the culverts.
In addition, the extent of choking of any culvert and the possibility of economic
clearance of the same has been duly considered before taking the final decision.
Guidelines regarding retention or replacement, as stipulated in the IRC:SP:73-
2015 Manual Of Standards & Specifications For Two Laning Of Highways with
Paved Shoulder of Indian Roads Congress 2015 by the Ministry of Shipping,
Road Transport & Highways, Government of India has been followed to the
applicable extent. Other criteria considered are as follows:
 Hazards of replacement
 Ease of routine maintenance
General criteria for replacement or retention of culverts, as stipulated in IRC:
SP:73- 2015 and IRC:SP:84- 2009 has been followed in principle.
In a nutshell, the general criteria followed are as follows:
a) All pipe / box / slab culverts having size less than 0.9m have been
recommended for replacement.
b) All pipe culverts of 0.9m diameter or above having hydraulic and structural
adequacy and functioning properly have been recommended for retention /
widening.
c) For replacement cases, the minimum recommended dimension has been
kept 1.2m to ensure easy maintenance.
4.7.5 Methodology for Analysis of Bridges
Hydrological and Hydraulic Design of bridges / culverts require
 Hydrological analyses for estimation of Peak Design Flood.
 Hydraulic calculation for determination of corresponding HFL under
unobstructed condition.
 Hydraulic calculation for fixing linear waterway, afflux, flow velocity through
bridge opening and estimation of scour depth.
Flood Discharge Calculation:
A) Catchment Area Methods
Dicken’s Formula:
Q = CA0.75 (1)
Because of the varying topography and catchment characteristics C values will
4 - 16
vary appreciably, and reliability of computed discharge depends on the accuracy

of the adopted value for these coefficients. Dicken‟s formula is being used in most
of the cases.
Rational Method
Unlike the Empirical Formulae, Rational Method takes into account the Rainfall
and other catchment characteristics. Flood discharges estimated by Rational
Formula can assigned a Return Period.
Rational Formula
Q= 0.028 PfAIC
Where:
Q = Maximum runoff in cumecs
A = Catchment area in hectares
Ic = Critical intensity of rainfall in cm/ hr.
P = Coefficient of run-off for the given catchment characteristics.
f = Spread factor for converting point rainfall into areal mean rainfall.
Ic = (F/T)*((T+1) / (Tc+1))
F= Total Rainfall of T hours duration (24 hrs.) in cm corresponding to 50 /
100 yrs return period.
T = Duration of total rainfall (F) in hours= 24 hrs.
Tc= Time of concentration in hour.
Time of Concentration
Time of concentration (Tc) has been determined from the following Empirical
Formula:
Tc = [0.87(L3/H)] 0.385
Where, L is the length of catchment in km and H is the elevation difference in
meter in length L.
Point rainfall values are adjusted for aerial mean value using recommended
spread factor as per IRC: SP-13 and CWC report. Total rainfall in 24 hrs is
adjusted corresponding to Tc hr for finding critical rainfall intensity Ic from the
rainfall distribution curve (Duration vs. conversion ratio) of CWC report.
B) Estimation of Flood Discharge by Synthetic Unit Hydrograph (SUH)
Method
For catchment areas more than 25 sq. km, SUH Method as stipulated in CWC
Flood Estimation Reports for Subzones 3(h) and 3(i) has been considered.
Methodology for estimation of Design HFL (unobstructed condition)
Before assessing the effect of constructing the bridge, it is necessary to estimate
the HFL at the bridge point in natural condition when the adopted Design Flood
passes through the bridge section. HFL corresponding to Design Flood in
unobstructed condition is estimated by equating the Design Flood with the
Carrying Capacity of the channel.
The conveyance factor in unobstructed condition has been estimated with the
help of Manning‟s equation with a trial depth of flow. Discharge corresponding to
the trial depth has been calculated and compared with the Design Discharge.
4 - 17
With the help of Spreadsheet calculation, level of water required to pass the
design discharge is to taken as the HFL in unobstructed condition.
As the natural drains generally have irregular cross sections having varying
roughness coefficients in deep channel portion and flood plain, varying
roughness coefficients, areas and wetted perimeters for sub sections are
considered for determining conveyance factor (K) of each sub section. Discharge
passing through each sub section is found as
Qn =Kn√S (n =1, 2, 3 ….)
Where Kn = Conveyance Factor for the nth sub section = (1/ n)*An*Rn^(2/3), n
being the Roughness Coefficient for the nth sub section.
Where S is the energy slope assumed as longitudinal bed slope of the channel.
Average discharge for the cross section of the channel is found by adding
discharges passing through each sub section.
Methodology adopted for estimation of afflux, velocity through bridge and
fixation of linear waterway
While determining the HFL in natural condition the unobstructed waterway is
required to found out. Trial values of clear effective waterways normal to flow (L)
is assumed and the effect of the assumed L on the afflux and velocity under
bridge are studied by the method delineated in HDS 1... Optimum L ensuring
permissible afflux and velocity through the bridge has been recommended for
consideration. The affluxes HFL, after considering the effect of the bridge, is
found by adding the estimated afflux with the HFL under natural condition of flow.
Methodology for Scour Analysis
Lacey‟s Regime equations, as recommended by IRC-5: 2015 and IRC-78:2000
has been adopted for determination of scour Depth for design of foundation. The
equations are as follows:
Mean Scour Depth
dm = 1.34 (q2/f)1/3
Where dm is the mean scour depth measured below HFL, q is the design
discharge intensity under bridge in cumecs per meter and f is the silt factor given
by the equation
f = 1.76 (d50)1/2
Where d50 is the mean sediment size.
For computing scour depth, enhancement of flood flow to the maximum extent of
30% (depending on the catchment area) has been considered as per stipulations
of IRC-78:2000. Maximum scour levels for pier and abutment has been
calculated using a factor of safety by 2 and 1.27, respectively as stipulated in
IRC-78:2000.
A minimum depth of foundation equal to 2 m below bed level shall be adopted for
design of foundation.
4.7.6 Methodology for Analysis and Design of Culverts
Hydro-Meteorological Assessment
Rational formula has been applied to arrive at the design peak discharge at each
culvert point.
4 - 18
Hydraulic Assessment
Conveyance capacities of the existing culverts are compared with design
discharge to assess the adequacy of waterway of the individual culverts.
The span of culvert has been chosen after hydraulic analysis by Hydra flow
Extension software of Autodesk, Inc which follows the methodologies of hydraulic
design of culverts as set forth in Hydraulic Design Series Number 5 – Hydraulic
Design of Highway Culverts that is prepared for the U.S Federal Highway
Administration (FHWA).
The maximum permissible downstream velocity for the culverts has been
considered as 4 m/s with nominal protection.
In no case the Hw / d ratio is considered as more than 1 for the safety of the
pavement layers.
4.7.7 Methodology for Analysis and Design of Roadside Drainage
Design Rainfall Intensity (Ic) and Discharge
The typical drain section have been designed for rainfall of 25 year return period
as per IRC: SP-42 (for rural) and SP: 50 (for Urban), Guidelines for Road
Drainage.
Design rainfall intensity, Ic in cm/hr, to be used in the Rational formula (Qd= 0.028
PfIcA) was computed based on time of concentration (tc) in hours. The formula
recommended by IRC-SP-13 for Ic is
Ic = (F/T)*[(T+1)/(tc+1)]
Where, F is the total rainfall in cm in T hrs.
Runoff coefficients are taken according to the type of surface, namely paved,
unpaved, agricultural, and residential and forest areas etc. as per the
recommendations made in IRC: SP-42, SP-50 and SP-13.
Based on Rational method, as discussed in methodology, discharge per Km
length of drain has been computed.
Design Methodology
Design discharge rate (Qd) per 0.5 kilometre of drain is found using rational
formula for rural area and urban area. Based on road and ground profile the
accumulated discharge for the length of drain segment is computed.
Carrying capacity (Qc) corresponding to a given drain size is calculated using
Manning‟s equation:
QcK S
Where S is the longitudinal bed slope of drain, K is conveyance given by
K = 1/n AR2/3
Where n is Manning‟s roughness coefficient corresponding to the given type of
drain, A is the flow area in m2 and R is the hydraulic mean depth in m.
The longitudinal slope of the drains, in final drainage profile, shall be considered
in such a way that it suits the existing land slope.
Size of the drain has been adopted by ensuring Qc>=Qd,
4 - 19
4.7.8 Recommendations
Recommendations for Bridges
Recommendations for existing bridges are given below:
Bridges over Drainage Channels
The following table gives the recommendation for the existing bridges of the
project road:
Recommendation
Design
Sl. Existing Minimum
Chainage Name of River
No. Span Action Waterway
(Km)
Proposed (m)
1 49+979 Local Stream 3 x 7.7 Retained
2 67+763 Local Stream 1x9 Replaced
3 70+302 Local Stream 1 x 6.7 Retained with widening
One new bridge shall be required to be constructed on realigned portion. The

recommendations for this bridge is as follows:
Minimum Waterway
Sl. No. Chainage (km) Name of River
Proposed (m)
1 63+561 Local stream 16
Recommendations for Culverts

The table below gives the list of culverts proposed for reconstruction:
Existing Proposed
Sl. Span
Chainage Type of (No. x Proposed Proposed Remark
No.
Culvert Length) Type Size
(m)
RCC Box Inadequate
1 53+880 Slab Culvert 3x1.5 2x3.0x2.0
Culvert Size
Hume Pipe RCC Box Codal
2 57+146 2 x 0.6 1x1.5x1.5
Culvert Culvert Requirement
Hume Pipe RCC Box Inadequate
3 59+216 10 x 0.90 2x3.0x2.0
Culvert Culvert Size
Hume Pipe Hume Pipe
4 61+475 3x1.2 3x1.2 Realignment
Culvert Culvert
Hume Pipe Hume Pipe Inadequate
5 61+994 1x0.9 1 x 1.2
6 65+111 2x0.9 1x4.0x2.0
4 - 20
Existing Proposed
Sl. Span
No.
(m)
Hume Pipe Hume Pipe Codal
7 65+207 1X0.6 1x1.2
8 66+500 2x0.9 1x2.0x2.0
9 69+977 1X0.6 1x1.2
10 70+452 4 x 0.9 2x1.5x1.5
11 71+609 2 x 0.9 1x2.0x2.0
12 73+062 2 x 0.9 1x2.0x2.0
13 74+519 2X0.75 1x1.2
14 77+142 3 x 0.9 1x2.0x2.0
RCC Box Inadequate
15 77+349 Slab Culvert 1 x 1.5 1x1.5x1.5
Culvert Size
RCC Box Inadequate
16 77+757 Slab Culvert 1 x 1.5 1x1.5x1.5
Culvert Size
RCC Box Inadequate
17 77+954 Slab Culvert 1 x 1.5 1x1.5x1.5
Culvert Size
18 78+277 2 x 1.2 1x2.0x2.0
RCC Box Inadequate
19 78+559 Slab Culvert 1 x 2.1 1x2.0x2.0
Culvert Size
RCC Box Inadequate
20 78+874 Slab Culvert 3 x 0.9 1x3.0x2.0
Culvert Size
21 79+327 3 x 0.9 1x1.5x1.5
RCC Box Inadequate
22 79+719 Slab Culvert 1 x 1.5 1x2.0x2.0
Culvert Size
23 82+236 4x0.9 1x1.5x1.5
24 82+725 3x0.9 2x2.0x2.0
25 83+244 1X0.6 1x1.2
4 - 21
Existing Proposed
Sl. Span
No.
(m)
Poor
26 83+473 HPC 1 x 0.9 Hume Pipe 1x1.2
Condition
RCC Box Poor
27 85+055 Slab Culvert 1x2.6 1x3.0x2.0
Culvert Condition
RCC Box Inadequate
28 86+372 Slab Culvert 3x1.4 1x4.0x2.0
Culvert Size
RCC Box Poor
29 86+460 Slab Culvert 1x1.5 1x1.5x1.5
Culvert Condition
Widening of Culverts
The following culverts that are in the existing alignment are proposed to be
widened to accommodate the proposed road configuration.
Sl. Proposed Span
Type of Culvert
No. Chainage (No. x Length) (m)
1 49+622 Hume Pipe 1 x 0.90
2 52+762 Hume Pipe 3 x 0.90
3 55+938 Hume Pipe 1 x 0.90
4 58+216 Hume Pipe 2 x 1.2
5 60+606 Slab 1x1.5
6 60+930 Slab 1x2.0
7 63+217 Hume Pipe 1x1.2
8 64+436 Hume Pipe 1x0.9
9 65+567 Hume Pipe 2x0.9
10 66+550 Hume Pipe 1 x 0.9
11 67+329 Hume Pipe 1 x 0.9
12 68+967 Hume Pipe 1 x 0.9
13 69+187 Hume Pipe 1 x 0.9
14 69+545 Hume Pipe 1 x 0.9
15 72+707 Hume Pipe 3 x 0.9
16 73+612 Hume Pipe 1 x 0.9
17 74+042 Hume Pipe 1 x 0.9
18 74+893 Hume Pipe 3 x 0.9
19 75+837 Hume Pipe 1 x 0.9
20 76+102 Hume Pipe 2 x 0.9
4 - 22
Sl. Proposed Span

Type of Culvert
21 76+626 Hume Pipe 1 x 0.9
22 78+702 Hume Pipe 1 x 1.2
23 79+464 Hume Pipe 1 x 0.9
24 80+039 Hume Pipe 2x0.9
25 80+252 Hume Pipe 2x0.9
26 80+677 Hume Pipe 2x0.9
27 80+857 Hume Pipe 1x0.9
28 80+972 Hume Pipe 1x1.20
29 81+247 Hume Pipe 1x1.20
30 81+426 Hume Pipe 1x1.20
31 81+645 Hume Pipe 1x1.20
32 81+844 Hume Pipe 2x0.9
33 83+012 Hume Pipe 1x0.9
34 83+700 Hume Pipe 1x0.9
35 85+810 Hume Pipe 3x0.9
36 86+742 Hume Pipe 1x0.9
37 86+877 Hume Pipe 2x0.9
New Culverts
The following new culverts are proposed.
Sl. No. Chainage Proposed Type Proposed Size
1 49+450 Hume Pipe Culvert 1x1.2
3 63+760 RCC Box Culvert 2x2.0x2.0
7 75+047 RCC Box Culvert 1X2.0X2.0
Recommendation for Roadside Drain

Preliminary design calculation for the lined rectangular drain (minimum size)
proposed for urban section of the project road as follows,
Urban Section
Adopted bed width of drain 1 m
Adopted depth of flow 0.25 m
Free board 0.3 m
4 - 23
Adopted depth of drain 0.55 m

Top width of drain 1 m
Discharge of drain 0.21 m3/s
Preliminary design calculation for the unlined trapezoidal drain proposed for rural
section of the project road as follows,
Rural Section
Adopted bed width of drain 0. 5 m
Free board 0.15 m
Top width of drain 1.9 m
4.8 MATERIALS AND SUBGRADE INVESTIGATION
4.8.1 Scope of Services as per TOR
The scope of the services with regard to Pavement and material investigation
broadly includes:
a) To identify sources (including use of fly-ash/ slag and other industrial waste if
available), quarry sites and borrow areas and conduct field and laboratory
testing of the materials to determine their suitability for construction work.
b) Establish quality and quantity of various construction materials and
recommend their use on the basis of techno economic principles.
c) Investigation of required sub-grade & sub-soil characteristics and study of
strength and characteristics of existing subgrade and embankment by
collecting and conducting the laboratory tests on the soil samples.
d) Alternative pavement materials and technologies for road construction shall
be assessed. Technical and economic feasibility of using industrial
byproducts, recyclable and waste materials shall be assessed depending on
their availability in the concerned region.
e) Assess the options for salvaging and recycling the material from the existing
road. Such assessment shall clearly provide type of material (scarified
bitumen, base material, soil, etc.) and respective quantities that can be
reused for project roads.
f) Preparation 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. Conduct appropriate due-diligence on ways and
means to use plastic waste in bituminous mixes including RAP mix design.
4.8.2 Adopted Methodology for Soils and Materials Investigation
Following Methodology has been carried by the consultants for soil and material
investigations:
I. Desk Studies of the Project Influence Area
On the commencement of Project, consultants have undertaken Desk studies on
Project corridor. This preliminary investigation includes details and study about the
4 - 24
physiography, climate and geology of the Project influence area. The details are
mentioned below under „section 1.4‟.
II. Reconnaissance Survey
Reconnaissance survey has been carried out road wise and in phased manner at
the project site. A team of engineers and technicians are deployed after
commencement of project for conducting field investigations and laboratory testing
works. The reconnaissance survey was conducted in the month of July 2015 by the
field team including Engineers and the qualified technicians.
After a detailed reconnaissance along the project corridor, the soil and material
investigations are planned in line with requirements and task mentioned in ToR.
The team is constantly monitored and guided by Highway Design Engineer,
Pavement Specialist and Material-Cum-Geotechnical Engineer so that all the
survey and investigations are carried out as per requirement and become effective.
III. Field Investigations and Sampling
The soil and material investigation works have been carried out in accordance with
ToR. The investigation activities which were followed on site are mentioned below:
 Investigation of Existing Pavement and Subgrade:
This investigation is carried out to assess the pavement materials and subgrade
soil along project road corridors. For assessing the existing subgrade strength and
characteristics as well as existing pavement composition, test pits are excavated,
DCP test is conducted and in situ soil sample are collected for determining the
engineering properties of subgrade (e.g. OMC, MDD, degree of compaction and
laboratory soaked & un-soaked CBR). Field moisture content and field dry density
are also determined at site. The existing pavement composition, layer thickness
and suitability of various layers are also determined by conducting relevant
laboratory tests to assess the design parameters that can be used for detailed
pavement design of new construction and rehabilitation.
 Investigation for Borrow Soil :
This investigation includes identifying and ascertaining the suitability of the borrow
soil in areas along or near the project corridor for design and construction of sub-
grade and embankment of widening/rehabilitation portion of pavement as well as
foundation for various road cross-section elements.
 Investigation for Construction Materials:
This investigation is conducted to ascertain the suitability and availability of quarry
materials, fly ash (if available) and possibility of other industrial waste and
alternative materials besides manufactured materials such as cement, bitumen,
steel, etc. within a reasonable haulage for construction of Pavement and other road
structures.
4.8.3 General Information of the Project Influence Area
I. Physiography
The Project corridor lies in Karnataka state comprising of two road packages CNS
5 and CEW 28 passes through various districts of Karnataka State. CNS 5
package from Bagalkote to TN Border passes through districts Bagalkote, Gadag
and Davangere. CNW 28 package from AP border to Jalsoor passes through
districts Chikkaballarpur, Tumkur, Ramnagara, Mandya and Kodau. The Karnataka
state is situated around 15.00 degree north latitude and 75.00 degree east
longitude. It covers an area of 191,791 km2 and is the seventh largest state by area
in India.
The area under study from Chintamani to AP border lies in district Chikkaballapura
4 - 25
of Karnataka. The topography of the district is undulating to plain. The central and
eastern parts of the district forming the valley of Palar Basin are well cultivated. The
northern part of the district forms a depression forming the valley of the North
Pinakini River towards Gauribidanur. Chintamani is in the heart of the Mysore
Plateau at an average elevation of 865 m (2,838 ft). Chintamani is one among the
6 Taluks of Chikkaballapur District.
II. Climate
The Karnataka state has four distinct climates varying with the seasons. The winter
season from January to February is followed by summer season from March to
May followed by monsoons from May to September. The period from October to
December forms the post-monsoon season with occasional rains. The period from
October to March, covering the post-Monsoon and winter seasons, is generally
pleasant over the entire State except during a few spells of rain.
The months April and May are hot, very dry and generally uncomfortable. Weather
tends to be oppressive during June due to high humidity and temperature. The next
three months (July, August and September) are somewhat comfortable due to
reduced day temperature although the humidity continues to be very high. The
temperatures generally rise to average of 42°C during summers and drop to
around average of 16°C in winters.
The average annual rainfall in Karnataka is 1248 mm. The state is divided into
three meteorological zones viz. North Interior Karnataka, South Interior Karnataka
and Coastal Karnataka.
III. Soil and Geology
The soils around project road occur on different landforms such as hills, ridges,
pediments, plains and valleys. The types of soils distributed range from red loamy
soil to red sandy soil and lateritic soil.
The district Chikkaballpur in which project lies underlines Granites, gneisses,
schists, laterites and alluvium. Basic dykes intrude the above formations at places.
Granites and gneisses occupy major portion of the district. Schists are mostly
confined to the northwestern part of Gauribidanur taluk. Laterites occupy small
portions in Chickballapur, and Sidlaghatta taluks. Alluvium is confined to river
courses. Fractures or lineaments occupy well defined structural valleys and
majority of them trend NE-SW
4.8.4 Sampling and Testing
For evaluating the characteristics and suitability of soils and various construction
materials, representative samples of soil/construction materials as mentioned in
TOR, are collected from existing subgrade, identified borrow area, identified
quarries of stone metal/sand and water sources.
Visual inspection of the existing pavement condition was conducted prior to
commencement of sub-grade investigation work. As per requirements mentioned in
ToR and visual inspection analysis, the sampling frequency was adopted. Dynamic
Cone Penetration (DCP) test, Field Dry Density (FDD), and Field Moisture Content
(FMC) tests were carried out within large test pits (1m × 1m) at 3 Locations
(minimum) in every 5 km of the existing Project road alignment. Subgrade soil
samples were collected from each of the test pits dug for DCP tests. Also, small
test pits were dug at an interval of 500 m along the existing Project corridor for
determination of the existing pavement crust and subgrade soil physical
characteristics.
The sampling and various laboratory tests conducted on soil and other construction
4 - 26
materials are presented in Table 4.2.
4 - 27
Table 4.2: Sampling and Testing Criteria
Testing Criteria
Sl.
Type of Samples Sampling Criteria Standard Code
No. Description of Test
Applicable
i) Sub-grade soil samples At least three sub-grade soil samples to be Soil Classification IS 1498
from the large test pits obtained from each homogeneous section or
Sieve Analysis IS 2720 (Part – 4)
excavated for carrying three samples for each soil type
out DCP tests along the encountered whichever frequency is more. Atterberg Limits IS 2720 (Part – 5)
project road. (Total 24 samples were collected) Laboratory Compaction Test IS 2720 (Part – 8)
(Modified Proctor Test)
Free Swell Index (if LL>50%) IS 2720 (Part-40)
CBR at 3 energy level (Soaked & IS 2720 (Part – 16)
Unsoaked with Swell
Measurement)
Permeability Test (On IS 2720 (Part-17)
Problematic/ Highly Clayey Soils)
Consolidation Test (On IS 2720 (Part-15)
Problematic/ Highly Clayey Soils)
ii) Sub-grade soil samples As per TOR, test pits are to be dug at every Sieve Analysis IS 2720 (Part – 4)
from the small test pits 500 m. Sieve analysis, soil classifications
Soil Classification IS 1498
excavated for and Atterberg Limit are conducted. (57
determining the thickness samples were Collected) Atterberg Limits IS 2720 (Part – 5)
of various pavement.
Widening Area Soil Total 9 samples are collected and tested Sieve Analysis IS 2720 (Part – 4)
samples from either side
Soil Classification IS 1498
of project road to check
soil suitability as road Atterberg Limits IS 2720 (Part – 5)
construction material
4 - 28
Testing Criteria
Sl.
Applicable
iii) Soil samples from borrow Representative samples from identified Soil Classification IS 1498
areas borrow areas within reasonable lead
Sieve Analysis IS 2720 (Part – 4)
distances will be collected. (8 samples were
Collected) Atterberg Limits IS 2720 (Part – 5)
Laboratory Compaction Test IS 2720 (Part – 8)
(Modified Proctor Test)
4-day soaked CBR 3 energy level IS 2720 (Part – 16)
with swell measurement
Free Swell Index (if LL>50%) IS 2720 (Part-40)
iv) Stone metal samples from Representative samples of coarse Sieve Analysis IS:2386 (Part-1)
crushers/quarries aggregates will be collected from quarries
Flakiness and Elongation Index IS 2386 (Part – 1)
located within reasonable lead. (samples
from 2 sources were collected) Sp. Gravity and Water Absorption IS 2386 (Part – 3)
Tested on selected samples for mix design Aggregate Impact Value (AIV) IS 2386 (Part – 4)
Alkali Aggregate Reaction ASTM C 1260
**Los Angeles Abrasion Value IS 2386 (Part-4)
(LAV)
**Polished Stone Value (PSV) AASHTO-T283
selectively
v) Fine Aggregates (Sand) Representative samples will be collected Grain Size Analysis IS 2386 (Part – 1)
from different sources /rivers identified within
Designation of zone IS 383 – 1997
the vicinity of project road. (samples from 2
sources were collected) Specific Gravity and Water IS 2386 (Part – 3)
4 - 29
Testing Criteria
Sl.
Applicable
Absorption
Fineness Modulus IS 383 - 1997
Sand Equivalent Test ASTM D2419-95
Alkali Aggregates Reactivity Test IS 2386 (Part-7)
vi) Pond Ash Pond ash samples has been collected Sieve Analysis IS 2720 (Part-4)
and tested. Atterberg‟s Limits IS 2720 (Part-5)
Compaction Test (Modified IS 2720 (Part-8)
proctor test)
CBR at three energy level IS 2720 (Part-16)
Direct Shear Test IS 2720 (Part-13)
vii) Water sample One sample from each of the sources (hand Ph Value, Chlorides, Sulphates MORT&H (5th
pump, tube wells and open wells) identified (SO3), Acidity, Alkalinity, Organic, Revision)
within the project influence area will be Inorganic impurities and
collected. (3 samples were Collected) suspended matter
viii) WMM Samples from (3 sample were Collected) Gradation Test IS 2386 (Part-1)
existing Pavement
4-day soaked CBR/ Aggregate IS 2720 (Part–16) /
Impact Value (AIV) IS 2386 (Part-4)
Atterberg Limits IS 2720 (Part-5)
ix) Granular Base Samples (3 samples were Collected) Gradation Test IS 2386 (Part-1)
from existing Pavement
Atterberg Limits IS 2720 (Part-5)
Aggregate Impact Value (AIV) IS 2386 (Part-4)
4 - 30
Testing Criteria
Sl.
Applicable
x) Bitumen Sample from (4 samples were Collected) Has been used in RAP Mix design
existing Pavement
xi) Mix Design Sample Mix designs for Bitumen Stabilized BC and DBM MS-2
Material (RAP), concrete and bituminous
Concrete (M 20 to M 40) IS 10262
surfacing.
RAP IRC:37-2012,MS-14
and MS-2
Note:* Fly ash not available. Therefore, no tests will be carried out.
4 - 31
Site Laboratory Establishment

Two field laboratories equipped with all basic testing apparatus are installed in
each of the two KSHIP III project corridors. These laboratories are managed in-
house by the team comprising adequately experienced Material Engineer and well
trained and experienced laboratory technicians. Site Laboratories are being set up
at:
(I) RS NO. 315/1, Sajjaner layout
Plot No. 46, Kasav Nagar (Near new district court), Gadag
(II) Prasant Nilaya
KEB Kuvempu Road, Jai Nagar Extension, Krishnarajpet
Our permanent testing facility is located at:
ICT Testing Laboratory & Research Centre
Plot no-62 Sector-20A, Faridabad-121001.
Tel. 0129- 2282842, 2264842 (Ext. 101)
Some specialized tests like chemical tests of soil and water, Moisture Susceptibility
Tests of intended bituminous mix using aggregates of identified quarries, organic
content of some select soil samples, Mix design of cement concrete, bituminous
concrete and RAP etc. are conducted in the Consultants‟ Laboratory at Faridabad/
Delhi and presented in this report.
4.8.5 New Materials and Technologies
Scopes of new materials and technologies mentioned in ToR includes use of fly
ash for embankment, use of plastic wastes in bituminous mix, modified bitumen,
Recycled Pavement Materials, Warm Asphalt mix in road construction, geotextiles
in embankment construction, paving mat / polymeric geogrid in road pavement and
associated works and any other innovative and cost effective usage of materials /
technologies accredited by IRC. These materials and technologies will be fully
explored and studied by the consultant. Some of these are already taken into
consideration such as using RAP, modified bitumen, cement treated sub-base,
waste plastic etc. during field investigation and design while the others such as
warm mix asphalt and geotextiles will be appropriately suggested in the
subsequent reports.
During the field investigation, the Consultants attempted to explore the sources of
fly ash within 300 km radius of the project road; two thermal plants have been
identified within 300 km radius. Samples has been collected and tested.
While designing the pavement option considering 15 years of design life involving
use of new materials and technologies, RAP is proposed as base layer and cement
treated aggregate as sub-base layer of the new pavement designed for the project
road. Existing bituminous layer will be scarified / milled and used in the proposed
RAP Mix comprising 20-30 % RAP materials and 80-70 % fresh aggregate. Thus, it
can be considered as low GHG emitting pavement technology which is
recommended to be adopted in pavement construction.
Insufficient granular layer thickness was observed from the test results of existing
pavement composition. Basic properties of such granular layer‟s materials have
been checked and it is found that all properties except gradation which is found on
a finer side are conforming with the required specification. However, due to
insufficient thickness and improper gradation, these can be treated as good sub-
grade materials and can be retained in place after required loosening and re-
compaction.
4 - 32
During construction time, the Concessionaire / EPC Contractor will construct road
using waste plastic for bituminous layer.
4.8.6 Test Results of Subgrade of Existing Road
For investigation of existing subgrade, various Field and Laboratory Tests were
conducted to determine the characteristic and strength of the existing subgrade
soil.
I. Field Tests:
As a part of field investigation DCP, FMC and FDD testing have been carried out.
A large pit of size of about 1m×1m was excavated at the edge of the existing
pavement up to top of the subgrade to conduct the DCP test at the bottom of the
test pit, to assess in situ CBR of subgrade/sub surface strata. The CBR value was
calculated based on different layers encountered below the top of sub-grade level.
The slope change in the graph (Penetration vs. Number of Blows) indicates the
interface of two layers of different penetration resistance. From the graph,
thickness of layer and slope (penetration mm/blow) were calculated. The following
equation has been used to compute the layer CBR (CBRDCP) value for each layer:
log10 (CBRDCP) = 2.48 - 1.057 × log10 (mm/Blow)
These layered CBR values have been converted to overall CBR value using
following formula:
  Layer thickness *(CBR DCP )1 / 3 

3
Overall CBR   
  Layer thickness 
FDD and FMC of the soil sample have also been measured from excavated pit
using sand core cutter method.
Table 4.3 presents the summary of the field moisture content (%), field dry density
and DCP CBR.
Table 4.3: Summary of Field Test Results of Existing Subgrade
DCP-Equivalent CBR
FMC (%) FDD (%)
(%)
Min. 4.5 Min. 1.6 Min. 4.0
Max. 13.0 Max. 1.8 Max. 29.0
Avg. 7.7 Avg. 1.7
II. Laboratory Tests:

Various Laboratory tests have been conducted on existing subgrade soil samples
as mentioned in Table 4.2. About 40 Kg of soil sample was collected in a bag from
each test pit while conducting DCP test. Proper identification mark and location of
the sample was recorded and sent to the laboratory for testing. As per
requirements mentioned in TOR, the consultants have collected at least three soil
samples of existing subgrade in each 5 Km road segment or three samples for
each soil type encountered whichever is more. The summary of subgrade soil
samples are shown in Table 4.4 which shows the general and broad
characteristics of subgrade Soil.
4 - 33
Table 4.4: Summary of existing Subgrade Soil from DCP
No. of Samples 24
Types of Soil SC,SM,SM-SC,GM,GC
Range of Liquid Limit 23-34
Rage of Plasticity Index 5-13
Range of OMC (%) 6.0-13.6
Range of MDD (gm/cc) 1.64-2.13
Range of Soaked CBR at 97% Compaction 6.0-28
Range of Unsoaked CBR at 97%
10.0-54.0
Compaction
It is observed that 5 types of existing subgrade soil are found along the Project
road in which SC and SM-SC type soil are prominent. Only at two locations soaked
CBR values are less than or equal to 8%.
Percentage Swell from CBR is also measured for representative samples of
subgrade soil type. The % Swell varies from 0.07-0.4.
Small pits samples were also excavated at every 500 m and tested. The summary
of results are shown in Table 4.5.
Table 4.5: Summary of existing Subgrade Soil from Small Pits
No. of Samples 57
Types of Soil SC, SM, SM-SC, GM, GM-GC, GC
Rage of Plasticity Index 5-12
III. Analysis and Comparison of Field and Laboratory Tests
a) Dry Density and Moisture Content
Comparison of FMC Vs OMC, FDD Vs MDD is shown in Table 4.6. Graphical
comparison of OMC vs. FMC and FDD vs. MDD are shown in Figure 4.12a and
4.12b.
Table 4.6: Summary of Test Results of Existing Subgrade Soil
FMC FDD OMC MDD Relative

(%) (g/cc) (%) (g/cc) Compaction (%)
Minimum 4.5 1.6 6.0 1.6 76
Maximum 13.0 1.8 13.6 2.2 99
Average 7.7 1.7 9.5 2.0 86
4 - 34
Figure 4.12a: Field Moisture Content Vs Optimum Moisture Content

(Chintamani to AP Border SH 82)
Figure 4.12b: Field Dry Density Vs Maximum Dry Density

(Chintamani to AP Border SH 82)
From the comparisons shown in above Figures (Figure 4.12a and Figure 4.12b)
and Table 4.6 following conclusions can be drawn:
 Field moisture content is comparatively less than optimum moisture content in
most of the road section except at 5 locations where FMC is slightly more
than OMC. FMC varies from 4.5% to 13.0% and OMC varies from 6.0% to
13.6%.
 It has been observed from the above Figures that FDD is comparatively less
than MDD at all the locations. FDD on an average is about 86% of MDD. This
shows that subgrade exists in the state of compaction less than the desired.
This may be due to presence of excess water in the subgrade soil during
rainy season, lower level of compaction at the time of construction, and poor
existing drainage condition.
b) California Bearing Ratio (CBR)
The CBR values of Subgrade from DCP Test and Laboratory Test is analyzed and
compared. The comparisons of DCP-CBR and Laboratory CBR are shown in
4 - 35
Table 4.7 and graphical comparisons are presented in Figure 4.13.

Table 4.7: Summary of Subgrade DCP-CBR and Laboratory CBR
DCP-CBR (%) Lab CBR (%)

Minimum 4.0 5.6
Maximum 29.0 28.0
Figure 4.13: DCP CBR Vs Laboratory CBR (Chintamani to AP Border SH 82))

As per past experience of consultant in-situ CBR values obtained from DCP test is
normally obtained as 1.5 to 2.0 times 4-days soaked CBR values determined from
laboratory tests. For this project road, the observation is varying with wider range
tha general experience. DCP-CBR for road section is obtained about 0.4 – 2.8
times Lab CBR.
It has been observed that at km. 60+000, the value of DCP CBR is very high in
comparisons to other DCP CBR along the road section, this may be due to
presence of gravel or hard strata below the test pit which increases the number of
blows of DCP to penetrate into the soil, thereby increasing the CBR.
4.8.7 Existing Pavement along the Project Corridor
I. Composition of Existing Pavement
Pavement Composition is determined from large test pits (3 pits for 5 km) and other
small pits which are excavated along the project corridor at every 500 m in
staggered manner on either side of the project roads. It has been observed from
the investigation that the existing pavement is flexible and the composition of layer
predominantly consists of bituminous layers laid over granular base/WMM and
granular sub base/river material with boulders/moorum present at some locations.
The summary of variation of pavement layer thickness for the project road section
is shown Table 4.8 below and the same is presented graphically in Figure 4.14.
4 - 36
Table 4.8: Summary of Pavement Composition
Granular Base/
Bituminous (mm)
Sub base (mm) Remarks
Min Max Avg. Min Max Avg.
82% of length have both granular
base & Sub base layers rest of
40 100 60 110 430 300
length have either base or sub
base layer
Figure 4.14: Existing Pavement Composition – Chintamani to AP Border (SH 82)
II. Existing WMM and GSB material

WMM and GSB materials of existing granular layers needs to be tested for existing
strength and characteristics so that the granular layer properties can be taken into
consideration while designing pavement. The summary of test results are shown in
Table 4.9.
Table 4.9: Existing WMM and GSB Test Result Summary
Liquid Plastic Agg. Impact

Road Name Limit (%) Index (%) Value (%)
Min Max Min Max Min Max
Granular Sub Base (GSB)
Chintamani to AP Border (SH 82) 23 26 NP 6 31 35
As Per MORT&H (as per table Max. 40
Max. 25 Min. 6
400-2)
Wet Mix Macadam (WMM)
Chintamani to AP Border (SH 82) 20 23 NP - 10 23
As Per MORT&H (as per table Max. 30
- -
400-12)
The following observations are noted from the WMM and GSB materials test
results:
4 - 37
GSB
From the test results as presented in Table 4.8, it is found that Liquid Limit is
slightly above specified limits at one location else Atterberg limits are within
specified limits. AIV are within the specified limit of MOSRT&H Specification (5th
Revision) for all the locations. Considering gradation most of the samples are
appeared to be finer in 0.425 mm and 0.075 mm sieve. This may be due to
presence of more fines in the material during construction or crushing material
during construction.
WMM
From the test results presented in Table 4.8, it is found that WMM material is non
plastic. AIV are within the specified limit of MOSRT&H Specification (5th Revision)
for all the locations along project road. Considering gradation most of the samples
are appeared somewhat finer in 0.075 mm sieve. This may be due to presence of
more fines in the material during construction or breaking aggregate during
compaction at the time of construction of the roads.
III. Existing Bituminous material
Bituminous layer samples from existing pavement are collected from four locations
along the project road section. Since it has been proposed to use RAP in base
layer of service road, the samples representing the existing bituminous materials
will be tested for its suitability for using in RAP mixture (30-35% of RAP materials +
65 – 70% of Fresh crushed aggregate). Testing on these materials is underway
and the results will be presented in final report.
4.8.8 Survey and Investigation of Borrow Soil
A detailed survey and investigations were carried out to locate suitable sources of
borrow soils required for construction of embankment and subgrade. Various
laboratory tests as mentioned in Table 4.2 are conducted on collected soil
samples. The summary of borrow soil test results are shown in Table 4.10.
Table 4.10: Summary of Borrow Soil Test Results
Type of Soils SC, SM-SC & GC

No. of Samples 8
Range of Plasticity Index 5-13
Range of OMC (%) 6.0-11.8
Range of MDD (gm/cc) 1.89-2.12
Soaked CBR at 97% Compaction 5.8 -22.7
About 87% of length have
Remarks Soaked CBR more than or
equal to 8%
The percentages of type of soils found along the Project roads are shown
graphically below in Figure 4.15.
4 - 38
Figure 4.15: Type of Borrow Soil

Laboratory CBR tests were carried out on selected soil samples. The results so
obtained adequately represent the entire project road. Representative samples for
CBR testing were carried out to assess the strength under the following conditions:
(i) Homogeneity in the various sections because of uniform soil with little
variation on site;
(ii) Consistency in the test results obtained from 4-days of soaking.
(iii) Engineering experience and judgment.
The borrow areas identified all along this project road section mainly comprises two
types of soils which are classified as Clayey Sand (SC) (approx. 50%) and SM-SC
(approx. 37%). Plasticity index varies between 5 and 13 with maximum dry density
varies from 1.89 gm/cc to 2.12 gm/cc. Strength in terms of CBR, of borrow soil is
generally very good except at 1 location where the soaked CBR is obtained as
5.8%. Out of total borrow area soil samples, about soaked CBR (97% compaction)
of 75% borrow area soil is found in the range from 10% to 22%. Thus, the soil is
generally suitable for construction of subgrade and embankment with economical
lead within 8 Km.
Percentage swell (CBR) is also measured for representative samples of soil from
borrow area. The % swell varies from 0.06-0.09.
4.8.9 Characteristics of Soil on Widening Portion of Pavement
The soil samples were collected for determining the physical characteristics and
suitability of soil on widening portion of existing pavement to assess whether in situ
soil can be used either as embankment or as subgrade for widening of pavement.
Total 9 samples were collected and tested.
The types of soils found from widening portion are SC, SM-SC and CL. In 80%
length of the entire stretch, the soil type is observed as Sandy Clay. The liquid limit
value varies from 26 to 33 with PI varies from 5 to 9.
4.8.10 Survey and Investigation of Quarry Materials and Aggregates
I. Stone/ Coarse Aggregate Material
Two stone quarries are identified along the project road section and samples are
collected and tested.
The summary of Laboratory test results are presented in Table 4.11.
4 - 39
Table 4.11: Summary of Aggregate Test Results
Sl. No. Description

1 Range of Specific gravity 2.67-2.70
2 Water Absorption Range (%) 0.9-1.1
3 Range of AIV (%) 18-22
Durability of bituminous mix is affected primarily by affinity of coarse aggregate with

bitumen. The coarse aggregate must resist stripping and have less affinity to water.
To assess this property of aggregate, results of following two tests are required.
 The Stripping and Coating test of aggregate-bitumen mixture as per IS 6241,
which is generally considered as screening test giving qualitative indication of
adhesion property of coarse aggregate with bitumen.
 Water sensitivity test as per AASHTO-T283, which is conducted on whole
bituminous mix (designed). It will give quantitative value to predict the long
term moisture susceptibility of the bituminous mix intended to be used in the
pavement construction.
These tests will be conducted at the Consultant‟s Faridabad laboratory for which
samples have been sent to Laboratory for testing.
II. Sand
During field investigation, two sources of natural sand are identified and
representative samples were collected. The summaries of sand test results are
shown in Table 4.12.
Table 4.12: Fine Aggregate Testing Summary
Sl. No. Description
1 Range of Specific gravity 2.3-2.4
2 Range of Water Absorption 2.9-3.1
3 Range of Fineness Modulus 2.47-2.71
However, local enquiry suggests that extraction / mining of natural sand is banned
in Karnataka state. It is therefore suggested to use manufactured sand which can
be obtained by crushing the stone at crusher plant itself, in the pavement
construction as well as concreting of the structures.
III. Pond Ash
Pond ash is proposed to be used as light weight fill material for the
embankments. Pond ash sample has been collected from four different Thermal
plants.
The pond ash samples classify to silty sand and its gradation is conforming to the
requirements (as specified in IRC: SP: 58 – 2015) for use in embankment
construction. They exhibit CBR value of 21% - 22% and classifies to SM type.
Owing to the good CBR and reasonably low dry density (1.16 – 1.19 gm/cc), the
pond ash is considered as good embankment material. The summary of test
results is given below:
4 - 40
Soil Classification as
Laboratory
Atterberg
Compaction
Limit Direct Shear
( Modified )
Soaked
per IS
Sl. Location / Lead (Radial CBR at
No. Chainage Distance) MDD 100 %
LL PI OMC MDD Angle
(gm of
% % (%) C
/cc ) internal
friction
SH 82 Km.
Karnataka Power
0+000
1 Corporation Ltd 58 NP SM 32.6 1.16 21.5 0.20 28
(Chintamani)
Kudithini (Bellary)
260 Km.
Mettur Thermal SH 82 Km.
2 Power Station 0+000 RHS 61 NP SM 26.50 1.19 22.3 0.20 28
Mettur (Dam -6) 180 Km.
IV. Water
A total of three nos. of samples are collected and tested. Test results of water test
results are given below in Table 4.13.
Table 4.13: Water Sample test results
Parameters
Source/ Sample
Inorganic Matter
Sulphates
Description
Chloride (mg/l)
Organic Matter
Alkalinity (ml)
Matter (mg/l)
Acidity (ml)
Suspended
(mg/l)
Sl. No.
(mg/l)
(mg/l)
PH
S03 S04
1 0+000         
2 23+000      X   
3 37+000         
From the above result it is clear that sample of Km 23+000 is slightly more alkaline
and remaining two samples are good for concrete and other construction works.
4.8.11 Manufactured Materials
With the aim to identify potential sources of cement, steel, bitumen, bitumen
emulsion, waste plastic etc., extensive investigation has been carried out through
local enquiry.
Cement
Ordinary Portland cement of Grade 43 and 53 are available in and around
Chintamani. Cement shall be conforming to IS: 8112 and / or IS: 12269.
Bitumen
Bitumen can be procured from oil refinery from Chennai, Tamil Nadu, with a lead of
about 280 Km from Chintamani or Mangalore Oil Refinery with a lead of about 426
Km. The Specification of Bitumen must comply with relevant IS/IRC codes.
Steel
High strength deformed bars manufactured by various steel manufacturing
4 - 41
companies conforming to IS 1786 may be available with local stockists in and

around Chintamani. Before incorporation into the work, steel shall be got approved
by the Engineer.
Waste Plastic
Waste palstic creates problem to the environment. The waste plastic is definitely a
great worry for our country as well as the whole world. If the plastic is not utilized
properly, we need to dump it as a waste. There is a generation of more than
10,000 tons of waste plastic in India every day. The waste plastic is recycled in
India in an unorganized way. This un-utilized plastic does not degenerate or bio-
degrades but will remain as it is for lakhs of years. Therefore, the best way of
disposal of waste plastic is its recycling to the maximum extent and waste plastic
has great potential for use in bituminous construction as its addition in small dose
helps in substantially improving Marshall Properties, fatigue life and other
properties. IRC: SP: 98-2013 will be followed for conducting mix design of
bituminous concrete using waste plastics.
Waste plastic is available from the following address:
KK Plastic Waste Management Pvt. Ltd,
No. 50, 1st Floor, Opp. Post Office,
Yelachenahalli, Kanakapura Road
Bangalore - 78
Phone- 91 80 2666 1056/ 2666 1513
Mobile- 98450 78600/ 9880045811
E- mail- kkplasticroads@hotmail.com
4.8.12 Mix Design
It has been planned to carry out Bituminous Mix design for BC and DBM using
materials of following specification and sources :
VG – 30 grade bitumen
Coarse aggregate and fine aggregate (stone dust) of the source identified at km
60+500 at Gandhinagar with lead distance of 5.5 km
The methodology as suggested in Asphalt Institute Manual Series (MS-2) is
adopted in formulating the job mix in laboratory.
Bituminous Concrete mix properties
40 mm BC has been proposed in pavement design. Therefore, BC grading 2 has
been adopted for mix design. Summarized mix properties obtained from the design
are presented in Table 4.14.
Table 4.14: BC MIX Design
Specification
Description Result Obtained Remarks
Limit
Proportion of 20 Grading found
mm,10 mm and 10:25:65 - within
dust specification limit
Air Void 3.73% 3-5 All results are
VMA 11.01% Minimum 11 % satisfied and
within
VFB 66.09% 65%-75% specification
Flow 3.0 mm 2 – 4 mm limits
4 - 42
Specification
Limit
Stability 14.4 KN Minimum 9.0 KN
Stability/ Flow 4.8 2-5
Bitumen Content 5.6 % Minimum 5.4%
Dense Bituminous Macadam (DBM)

Thickness of DBM proposed varies from 50 mm to 80 mm. Therefore DBM Grade
2 is proposed for mix design and is summarised as presented in Table 4.15b.
Table 4.15b: DBM MIX Design
Specification
Limit
Proportion of 20 37:15:48 - Grading found
mm,10 mm and within specification
dust limit
Air Void 3.78% 3-5 All results are
satisfied and within
VMA 12.0% Minimum 12.0 %
specification limits.
VFB 68.50 % 65%-75%
Flow 3.3 mm 2 – 4 mm
Stability 15.2 KN Min 9.0 KN
Stability/Flow 4.6 2-5
Optimum Bitumen 4.9 % Min. 4.5
Content
RAP Mix
RAP mix design on has been carried out in consultant‟s laboratory adding 1% Lime
and 1% Cement. Test results of Indirect Tensile Strength Test has been presented
below Table 4.15.
Table 4.15: Indirect Tensile Strength Test Results
Emulsion Content % by Weight of 3.0 3.5 4.0 Specification

Total Mix
Moisture Cement in Blend (%) 0.1 0.1 0.1
Additional Water Content (%) 5.1 4.6 4.1
Fluid Content (%) 8.2 8.2 8.2
Dry ITS @ 25° C, kpa 178 215 238 Greater than 225
Kpa ( IRC:37)
Wet ITS @ 25° C, kpa 98 142 168 Greater than 100 kpa
( IRC:37)
Stability Loss (%) 45% 34% 29% Max. 50% ( MS-14)
It can be seen that 4% emulsion content satisfies the dry strength and wet strength
criteria as per IRC 37 – 2012.
4 - 43
Design of Concrete Mix (M 25 and M 40 grades) using materials of following

source and specification
Coarse aggregate and fine aggregate (stone dust) of the source identified at km
60+500 at Gandhinagar with lead distance of 5.5 km
OPC-53 grade Cement
The summary of concrete mix design has been given below Table 4.16:
Table 4.16: Concrete Mix Design Summary
Strength (N/mm2)
Cement Content
Admixture (kg)
Aggregate (Kg)
Water Content
Admixture (%)
Compressive
Avg. 28 Days
Slump ( mm)
W/C Ratio
( Kg)
Concrete
Grade (kg)
40 20 S.
10 mm
mm mm Dust
M-25 0.42 380 160 - 674 450 738 2.28 0.6 40 33.7
400
M-40 (PQC) 0.36 (OPC 144 470 470 235 709 6.4 1.6 15 49.1
53 G)
4.9 ROAD INVENTORY SURVEYS

To know the existing road characteristics in terms of its geometry, data on
roadside land use, right of way, width of carriageway, junctions, road safety
features, submergence and utilities were collected along the road. The road
inventory survey has been carried out for the entire project alignment. From the
road inventory data the following is inferred:
 The Project road essentially traverses through plain terrain with some rolling
area in the end section
 The existing bituminous carriageway width is 7.0m except RUB location.
 The earthen shoulder width varies from 1.0m to 1.5m through the alignment
 Road side land use is predominantly agricultural and barren land and also
alignment passes through small village settlement areas.
 The alignment has sharp curves at many locations not conforming to IRC
standards for 100 Km speed.
 43 major and minor junctions are present on the existing road alignment.
 Utilities like OFC cable and Power supply lines are along as well as crosses
at some locations.
4.10 BRIDGE INVENTORY
4.10.1 General
In this stretch there are 5 nos. existing minor bridges and 1 no. existing RUB on
the project road.
4 - 44
Field Surveys
The following field surveys were carried out in accordance with the provisions of
IRC: SP-35-1990:-
 Inventory of existing bridges.
 Visual condition survey of existing bridges.
Inventory
The Inventory of all bridges having lengths of more than 6m were carried out.
These bridges comprise of the followings:-
 Major bridges (length > 60m) Nil
 Minor bridges (length > 6m and < 60m) 5 nos.
 RUB 1 no.
At present there are no existing flyovers, ROBs and Underpasses in the project
stretch.
4.10.2 Details of Existing Structures
The existing bridges and structure are having RCC solid slab and RCC box type
superstructure resting on RCC wall type piers and abutments on open
foundations. Salient features of existing minor bridges on this stretch are given in
Table 4.17 below.
4 - 45
Table 4.17: Details of Existing Bridges / Structures

Span Total Total
Sl. Name / Location Arrangement Length (F/F Type of Type of Type of Carriageway Deck Condition of
No. (Km.) Exp. Joint to of Dirt Wall) Superstructure Substructure Foundation Width (m) Width Structure
Exp. Joint (m) (m) (m)
(A) Major Bridges Nil
(B) Minor Bridges - 05
Minor Bridge at RCC wall type
Satisfactory
1 Ch. 49+950 3 x 7.7 23.12 RCC solid slab abutments and Open 7.40 8.40
and Narrow
New Ch. 49+979 piers
Narrow,
Minor Bridge at RCC wall type
hydraulically
2 Ch. 63+561 2 X 5.85 11.72 RCC Solid Slab abutments and Open 7.50 8.30
deficient and
New Ch. 63+535 piers
realigned
Minor Bridge at
Narrow and
Ch. 67+963 RCC wall type
3 1x9 9.02 RCC solid slab Open 7.20 8.00 hydraulically
(25 skew) abutments
deficient
New Ch. 67+763
Minor Bridge at
RCC wall type Satisfactory
4 Ch. 70+526 1 X 6.7 6.72 RCC Solid Slab Open 11.00 11.90
abutments and Narrow
New Ch. 70+302
Minor Bridge at
RCC wall type Satisfactory
5 Ch. 77+891 1 X 8.35 1 X 8.37 RCC solid slab Open 10.90 11.70
abutment and Narrow
New Ch. 77+579
(C) RUB
RUB at Ch. 48+769
1 (30 skew) 2 x 7.0 15.02 RCC Box RCC Box Open 12.60 14.40 Satisfactory
New Ch. 48+769
4 - 46
Type of Existing Bridges

The existing bridges are classified according to their type of superstructure,
substructure and foundation as under: -
(i) Superstructure
Type of Superstructure No. of Bridges
RCC solid slab 5
RCC Box 1
Total 6
(ii) Substructure
Type of Substructure No. of Bridges
RCC wall type pier & abutment 5
Brick masonry wall type pier & abutment -
RCC Box 1
Total 6
(iii) Foundation
Type of Foundation No. of Bridges
Open foundation 6
Total 6
Deck Configuration of Existing Bridges
The deck configuration of existing bridges is as follows:
a) Carriageway Width
The existing bridges have carriageway width varying from 7.20m to 12.6m.
b) Overall Deck Width
Overall deck width of existing bridges varies from 8m to 14.40m.
4.10.3 Condition Survey of Existing Bridges
The visual condition survey of all existing bridges was carried out as per provision
of IRC: SP-35.
The information obtained from the condition survey and inspection has been used
to identify the bridges which can be retained after carrying out minor repairs and
rehabilitation or which are to be replaced due to deficient carriageway width,
inadequate waterway/being submersible, poor structural condition, hydrological
deficiency or poor road geometrics.
The road is passing mainly through plain and rolling terrain having agricultural
and industrial places, across rivers, nallahs and canals. Most of the bridges are
old and are having RCC/Solid type Superstructure and wall type substructure
with open foundation. The following distresses have been observed in the
existing bridge:-
 Minor cracks were observed at the edges of deck slab of some of the Bridges
 Proper protection works have not been provided in the bridges.
4 - 47
 Vegetation growth was observed in the bed of channels, around

abutments/return walls and wing walls.
 In some of the bridges, bed protection under the bridges and slope pitching
around abutments and embankments on approaches are not provided.
 Railings / parapets in most of the bridges were found to be either broken or
damaged.
 In most of the bridges, the drainage spouts were found to be either non-
functioning or clogged.
 Disintegration and cracking of wearing coat was observed at number of
places.
 Expansion joints are filled with debris and covered with bituminous overlays.
 In one bridge cracks at the interface of abutment and return wall was
observed.
Bridge-wise deficiencies observed in the existing bridges are broadly given in
Table 4.18.
Table 4.18: Deficiencies in Existing Bridges
Hydraulically
Poor
Inadequate
Carriageway Repair/ Condition
S. Chainage of due to
less than Rehabilitation or Remarks
No. Bridge (m) Submergence
7.5m required structure
or inadequate
inadequacy
waterway
Minor Bridge at Retain after
1 Ch. 49+950 * - * - widening and
New Ch. 49+979 repairs
Replaced being
Minor Bridge at
hydraulically
2 Ch. 63+561 - * - -
deficient and due
New Ch. 63+535
to realignment
Minor Bridge at Replaced due to
Ch. 67+963 inadequate
3 * * - - Waterway
(25 skew)
New Ch. 67+763
4 Ch. 70+526 - - * - widening and
5 Ch. 77+891 - - * - widening and
RUB at Ch. Retain with
48+769 (30 repairs
6 skew) - - * -
New Ch. 48+769
* Indicate deficiencies in existing bridges
4 - 48
4.10.4 Hydrology of Bridges on Project Road

Hydrology of Bridges on project road has been carried out by a special team of
hydrology experts and their recommendations are given in Table 4.19.
Table 4.19: Showing Hydraulic particular of bridge
Existing Design Velocity of Waterway Span
S. Design H.F.L.
Chainage Discharge flow required arrangement
No. Chainage (m)
(km) cumecs (m/sec) (m) provided (m)
3 x 7.7
(Existing
1 49+950 49+979 138 842.02 3.21 20.7
bridge
retained)
63+535
1 x19.90
2 63+561 (27.745 123.12 800.66 2.92 16
(Along Skew)
Skew)
67+963 67+763
1 x 27.34
3 (25 (33.5 186 785.97 3.24 20
(Along Skew)
Skew) Skew)
1 x 6.7
(Existing
4 70+526 70+302 14.79 817.38 3.04 5.4
bridge
retained)
1 x 8.35
(Existing
5 77+891 77+579 80.03 829.15 4.83 7.3
bridge
retained)
4.10.5 Summary of Existing Bridges/ Structures to be Retained / Replaced or

Abandoned
Based on the present condition of existing bridges as assessed, from
inventoriszation and visual inspection, the feasibility of their retention after
carrying out repair or complete replacement due to proposed realignment of road
or hydraulic /structural inadequacies were studied in detail. Out of 6 existing
bridges, only three bridges are proposed to be retained after widening with repair
and rehabilitation measures. One existing RUB is also proposed to be retained
after repair and rehabilitation measures. Two existing bridges are proposed to be
replaced due to realignment/being narrow or hydraulically deficient.
Details of Existing Bridges to be retained / replaced or abandoned
The details of the existing bridges proposed to be retained/ replaced/ abandoned
are given in Table 4.20.
Table 4.20: Details of existing bridges to be retained/ replaced/ abandoned
S.
Particulars
No.
No. of existing Bridges/Structures proposed to be retained
1. 3
after widening
2. No. of existing RUB proposed to be retained 1
No. of existing bridges to be replaced being hydraulically
3. 1
deficient
4 - 49
S.
Particulars
No.
4 No. of existing bridges to be abandoned due to realignment 1
Total 6 Nos.
Details of Existing Structures proposed to be retained after widening and

repair and rehabilitation
Details of existing bridges proposed to be retained after widening and repairs and
rehabilitation are given in Table 4.21.
Table 4.21: Details of Major / Minor Bridges / RUB
proposed to be retained after widening and repairs
Span
S. Design Total
Arrangement Deck Width (m) Remarks
No. Chainage Length(m)
(m)
Major Bridges – NIL
Minor Bridges – 03 Nos.
Ch. 49+950
To be widened from Widen with
1 New Ch. 3 x 7.7 23.12
8.4m to 16m repairs
49+979
Ch. 70+526
2 New Ch. 1 x 6.7 6.72
11.9m to 16m repairs
70+302
Ch. 77+891
3 New Ch. 1 x 8.35 8.37
11.7m to 16m repairs
77+579
RUB – 01 No.
48+769 Only repairs
1 0 2 x 7.5 15.02 14.40
(30 skew) required
Details of existing bridges proposed to be abandoned

Details of the existing bridges proposed to be abandoned due to proposed
realignment are given in Table 4.22.
Table 4.22: Existing bridges proposed to be abandoned
Span
S. Location km. Total
Arrangement Remarks
No. (Design Ch.) Length (m)
(m)
To be abandoned due to
Ch. 63+561
1 New Ch. 63+535
2 x 5.85 11.72 new alignment and being
hydraulically deficient.
Details of existing bridges proposed to be replaced

Details of existing bridges proposed to be replaced due to hydraulic inadequacy /
poor condition are given in Table 4.23.
4 - 50
Table 4.23: Existing Bridges proposed to be replaced
Span
S. Location km. Total
Arrangement Remarks
No. (Design Ch.) Length (m)
(m)
Ch. 67+963
Replaced due to inadequate
1 (25 skew) 1 x 9.0 9.02
New Ch. 67+763
waterway

4 - 51
5. Design Standards
5. DESIGN STANDARDS AND PROPOSED CROSS SECTION
5.1 GENERAL CONSIDERATIONS

Design standards for this project conform with “Manual for Specification and
Standards” for two laning of Highways with Paved Shoulder (IRC:SP:73-2015),
“Manual for safety in Road Design” by Government of India, Ministry of Road
Transport & Highways (Road Wing –September 1998), Manual of specification &
standards for four laning (IRC:SP:84-2014), Road Safety Audit Manual
(IRC:SP:88-2010) and various relevant standards published by Indian Roads
Congress. All notations, abbreviations and symbols used in the reports,
documents and drawings are as per IRC:71-1997.
a) This section lays down the standards for Geometric Design and general
features for upgrading the existing roads to two-lane with paved shoulders.
b) Stretches passing through built up areas of length more than 200m shall
normally be provided 4-Lane Divided carriageway with / without service
road.
c) The Geometric Design of the Project Highway shall conform to the
standards set out in this Chapter as a minimum.
d) Existing Horizontal Curves, which are found deficient in radius, layout,
transition lengths or super-elevation shall be corrected to the specified
standards. Similarly deficiencies in the vertical alignment shall also be
addressed. Safety Audit (as per IRC code checklist) shall be done at each
stage of project preparation.
Table 5.1: Design Standards
Sl.
Design Specification Unit Proposed Design Standards
No.
Design Speed Plain / Rolling Hilly
1. Ruling Km/hr 100 60

Minimum 80 40
PROW / CoI (min) Plain / Rolling Hilly

a) Rural (open country with 30 24
2. isolated built up areas) m
b) Urban (built-up) 16m/20m 16m/20m
c) New Bypasses 30 -
3. Lane Width m 3.5
Kerb Shyness (for 4-lane in

4. m 0.25
Built up area
Raised Median (for 4-lane in

5. Built up area) – New Jersey m 0.61
type
6. Footpath (In Built up area) m 2.25 – 2.5
5-1
Design Standards and Proposed Cross Section
Sl.
No.
Un-
Type Paved Total
paved
Rural 1.5 2.0 3.5
Built-up-2km 2.0 -- 2.5
Shoulder Width - Plain Built-up-4km 0 0 0

7. m
Rolling Terrain Approaches
to grade
2.0 -- 2.0
separated
structures
Approaches
1.5 2.0 3.5
to bridges
Un-
Type Paved Total
paved
Hill side
1.5 -- 1.5
(Rural)
Valley side
1.5 1.0 2.5
Shoulder Width - (Rural)
8. m
Mountainous / Steep Terrain
Hill side 0.25+
(Built-up / 1.5 -- 1.75
structures) (raised)
Valley side 0.25+
(Built-up / 1.5 -- 1.75
structures) (raised)
9. Camber % Flexible Rigid
Carriageway 2.5 2.0
Paved Shoulders 2.5 2.0
Earthen Shoulders 3.0 2.5
Gradients Ruling Limiting

10. a) Plain and Rolling % 2.5 3.3
b) Mountainous 5.0 6.0
Super elevation
R  Desirable minimum
11. % 7.0
R  Desirable 5.0
minimum/urban
Shoulder Slope on Super
Elevation
12. % -0.5% reverse on outer edge
5-2
Sl.
No.
Minimum Horizontal Curve Mountainous &

Plain & Rolling
Radius Steep
13. m
Desirable minimum 400 150
Absolute minimum 250 75
Sight Distance 100 km /hr 80km / hr
Stopping Sight Distance 180 120
14. m
Intermediate Sight Distance 360 240
Overtaking Sight Distance 640 470
Absolute Minimum Vertical 100 km /hr 80km / hr

Curve Length (ISD)
15.
Summit 135A* 60.0A*
Sag 41.5A* 25.3A*
16. Widening at curve locations m
75-100 m 0.9
101-300 m 0.6
Note: A* in the above table is the algebraic difference in grades expressed as

percentage.
5.2 HORIZONTAL ALIGNMENT
The essential elements of the horizontal alignment are as under:
a) Radius of the horizontal curve
b) Super elevation
c) Transition length
d) Sight distance
The basic considerations for the horizontal alignment shall be as under:
1) The curves shall be designed to have the largest possible radius and in no
case less than the ruling value corresponding to the design speed.
2) Sharp curves shall not be introduced at the end of the long tangent.
3. Broken back curves shall be avoided as far as possible.
3) Long curves with Suitable Transitions shall generally be provided.
4) Reverse curves shall be avoided as far as possible.
5) Horizontal alignment shall be coordinated well with the vertical alignment.
5.3 TRANSITION CURVES
The minimum length of transition curve shall be determined from the following
two considerations and the larger of the two values shall be adopted for design:
i) Rate of change of centrifugal acceleration – should not case discomfort to
drivers. From this consideration the length of transition curve is given by.
Ls =0.0215 V3 /CR
5-3
Where:
Ls = Length of transition curve in meters
V = Speed in km/hr
R = Radius of circular curve in meters
C=80/ (75+V) (Subject to a maximum of 0.80 and minimum of 0.50)
ii) The rate of change of super elevation should such as not to case discomfort
to travelers. Further, rate of change of super elevation should not be steeper
than 1 in 150 for roads in Plain/Rolling Terrain, and 1 in 60 in Mountainous
/Steep Terrain.
The minimum length of Transition Curve based on this consideration is given
by the equation:
Ls=2.7 V2 /R.
The minimum values of Transition lengths for different Speeds and Curve
Radii are given in Table 5.2.
Table 5.2: Minimum Values of Transitions
5.4 VERTICAL ALIGNMENT

a) The vertical alignment shall be designed so as to provide a smooth
longitudinal profile.
b) Gradients corresponding to the ruling gradients shall be followed in the
vertical alignment design.
c) Long Vertical Curves shall be provided at all grade changes.
d) For Design of Vertical Curves, Plates no.3, 4, 5 & 6 of IRC:73-1980 shall be
followed.
5-4
5.5 AT-GRADE INTERSECTIONS

a) The At Grade Intersections shall be provided at crossing locations, where
the traffic on the cross roads are low to moderate.
b) The type of intersections to be provided shall be as under:
 Three Leg Intersection
 Four Leg Intersection
 Multi Leg Intersection
c) Design Standards shall be as per IRC:SP:73-2015.
d) The Design of different elements of intersection shall be done as per
IRC:SP:41:1994 and as per MoRT&H-Type Designs for Intersections on
National Highways, 1992.
e) Traffic Control Devices (such as Road Markings, Signs, Reflectors, etc.)
shall be provided as per the provisions of IRC:SP:41-1994, IRC:35-2015
and also IRC:67-2012.
5.6 ROAD EMBANKMENT
a) Where the top of existing sub grade is 0.5 m above the HFL, the existing
height of the embankment shall be retained.
b) For the new two lane road, the bottom of sub grade shall be 1.0 m above
the high flood level (HFL)/ Ponded water level to ensure proper drainage.
c) High embankments (height 6 m or more) in all soils shall be designed from
stability considerations and for design of high embankments IRC:75-1979
shall be referred.
d) On High embankments, the protection measures shall consist of the
following:
 Vegetative Cover
 Kerb Channels
 Chute
 Stone Pitching/Cement Concrete Block Pitching
 In case of cut section slope stability measures such as Pitching, breast
walls, etc. shall be provided.
e) The Side Slopes of the cuttings shall be provided as per the nature of soil
encountered.
f) The Embankment side slopes should not be steeper than 2:1 unless soil is
retained by suitable soil retaining structures.
5.7 ROAD SAFETY DEVICES
The Road Safety Devices shall consist of the following:
a) Road Markings
b) Traffic Signs
c) Roadside Safety Barriers including Pedestrian Railings.
5-5
5.7.1 Road Markings

a) Road Markings shall comprise of carriageway markings such as longitudinal
markings and object markings such as raised pavement markers (Cat’s
Eyes or Road Studs).
b) All markings shall conform to IRC:35-2015.
5.7.2 Road Signs
1. Three types of Road signs shall generally be provided (such as Mandatory /
Regulatory, Cautionary / Warnings, and informatory signs.
2. Locations of Signs shall conform to IRC:67-2012 and Section 800 of
MoRT&H Specifications.
5.7.3 Roadside Safety Barriers
The following types of Road Safety Barriers shall be provided on the Project
Road Sections:
a) Semi-rigid type / rigid type / flexible type safety barriers shall be provided on
the high Embankment Section (where the height of embankment is more
than 3.0 m)..
b) Rigid Type such as Concrete Crash Barriers shall be provided on the
bridges, isolated structures and its approaches.
5.7.4 Road Drainage
The general design guidelines for the Road Drainage shall be as under:
a) The Design of Drains shall be carried out in accordance with IRC:SP:42-
2014 and IRC:SP:50-2013
b) For Surface Drainage, the estimation of Design Discharge and the design of
Drain Sections shall be as per the procedure given in IRC:SP:42-2014.
c) As far as possible the longitudinal slope of the drain shall not be less than
0.2% for lined drains and 0.3% for unlined drains.
d) The side slope of unlined drain shall be Inner-2.0(H):1(V), Outer-
1.5(H):1(V).
e) RCC drain cum footpath shall be provided in built-up section.
f) The Drainage of High Embankment shall be provided with the provision of
Kerb channel and CC lined chutes.
g) The chute drains shall be of Plain Cement Concrete.
h) Necessary Sub-Surface Drains shall be provided as required.
5.8 DESIGN STANDARDS FOR BRIDGES
For planning and design of the new bridges, following codes of practices and
specifications will be followed:-
Standards and Codes of Practice
Design of all components of structures shall be carried out in accordance with the
provisions of the following Standards / Codes of Practices:
5-6
a) Foundations
 IRC:5-2015: Standard Specifications and Code of Practice for Road
Bridges, Section I – General Features of Design
Bridges, Section II – Loads and Stresses
 IRC:112-2011: Code of Practice for Concrete Road Bridges
Bridges, Section VII – Foundations and Substructure
 IS: 2911 (Part-I/ Sec-2) -2010
b) Substructure
Bridges, Section I – General Features of Design
Bridges, Section IV – Brick, Stone and Block Masonry
Bridges, Section VII – Foundations and Substructure
c) Superstructure
Bridges, Section VI – Composite Construction (Limit States Design)
Bridges, Steel Road Bridges (Limit State Method)
 IRC:SP:64-2005: Guidelines for the Analysis and Design of Cast-in-
Place Voided Slab Superstructure
 IRC:SP:73-2015: Manual of Standards & Specifications for Two lane
of Highways with Paved Shoulder
 IRC:SP:84-2014: Manual for Specifications & Standards for Four
Laning of Highways Through Public Private Partnership
 IRC:83-Part-II–2015: Standard Specifications and Code of Practice for
Road Bridges, Section IX – Bearings, Part II: Elastomeric Bearings
 IRC:83-Part-III –2015: Standard Specifications and Code of Practice
for Road Bridges, Section IX – Bearings, Part III: POT, POT-
CUMPTFE, PIN and Metallic Guide Bearings
d) Expansion Joints
 IRC:SP:69-2011: Guidelines & Specifications for Expansion Joints
5-7
 MOST Interim Specification contained in letter no. RW/NH-

34059/1/96-S&R, dated 31.03.1997 and 17.07.1997.
e) Protection Works
 IRC: 89-1997: Guidelines for Design and Construction of River
Training & Control Works for Road Bridges
Carriageway Width / Deck Width
The carriageway width and overall deck width has been kept on the basis of
provisions of IRC:SP:73-2015.
Design Loading
Each new bridge are designed for combination of live load specified in Table 2
under Clause 204.3 of IRC:6-2014 depending upon carriageway width.
Seismic Analysis
As per the seismic map given in IRC: 6-2014, the project road passes through
Seismic Zone–II. The bridges are designed for seismic force as per provisions of
IRC: 6-2014.
Soil Parameters
Soil parameters proposed to be taken for the backfill material behind abutments
are:
 = 300,  = 200, d = 20 kN/m3, sub = 10 kN/m3
For the design of foundations for the bridges, soil characteristics will be reviewed
on a case to case basis, following the results obtained from actual borings to be
carried out at each bridge site.
Design Mixes
Grade of concrete for various components of the bridges are adopted as follows:-
PSC Superstructure - M40
RCC Superstructure - M30, M35
Substructure - M30, M35
Pile Foundations - M35
Open Foundations - M30, M35
RCC Crash Barriers - M40
Type of Structures
a) Foundations
Depending upon hydrology of the channel, and type of founding strata
available, open, pile or well foundations have been proposed.
b) Substructure
Abutments : Wall type.
Piers : Wall type or circular column type depending upon
the site requirement.
5-8
c) Superstructure
Appropriate type of superstructure shall be proposed for each location,
bearing in mind the type and appearance of the existing structures. In
general, proposal shall be as follows:
Spans upto 10m length : Reinforced concrete solid slab.
Spans ranging from 10m to 25m : RCC beam & slab

Spans ranging from 25m to 30m : PSC voided slab / PSC girder with RCC slab
/ Composite type i.e. steel plate girder and
RC slab
Spans ranging from 30 to 45m : PSC beam and slab / Composite type
Span ranging from 30m to 60m : PSC Box cast in situ / segmental type, steel
superstructure
Spans above 60m : PSC box cantilever construction, steel
superstructure
Where considered appropriate, continuous span superstructures will be
proposed.
d) Bearings
Bearings shall be designed depending upon the loads, forces and type of
superstructure. POT-PTFE, Elastomeric or Tar paper bearings shall be
proposed.
e) Crash Barriers
Crash barriers shall be provided over all the bridges in accordance with
IRC: 6:2014.
f) Expansion Joints
Elastomeric expansion joints or filler type shall will be proposed
depending upon the anticipated expansion / contraction and shall be
provided as per provisions of IRC: SP-69-2011.
g) Wearing Coat
Asphaltic concrete wearing coat, 65 mm thick as per MORT&H standards,
will be provided.
h) Approach Slab
Reinforced concrete approach slabs, 3.5m long and 300mm thick, in M30
grade concrete at either end of the bridge, shall be proposed, with one
end supported on the reinforced concrete bracket projecting out from the
dirt wall and the other end resting over the soil, in accordance with the
guidelines issued by MoRT&H. A leveling course, 10 cm thick, in M 15
grade concrete will be provided under the approach slab.
i) Drainage Spouts
Drainage spouts shall be proposed in accordance with MoRT&H standard
plans.
5-9
j) Protection Works
Details of protection works provided for the existing bridges shall be
studied and new proposals framed as per provision of IRC:89-1997 taking
into account the behaviour of the existing protection works.
HYSD Reinforcement
TMT Deformed bars Grade designation Fe-500, conforming to IS:1786 shall be
used.
Pre-stressing Steel
Cables: 19 T 13 cables consisting of uncoated, stress relieved, low relaxation
strands, conforming to IS:14268, will be provided. It shall avoid grouping of
cables and also reduce the number of cables.
Pre-stressing Stages : The number of stages of pre-stressing shall be kept to the
minimum, preferably not more than 2.
Clearances
(a) Flyovers - 5.5m
(b) For ROB:
 Vertical clearance over rails - 6.525m or as per latest Railway Circular
(c) For Underpasses:
Sl.
Type of Underpass Horizontal Vertical
No.
3.0m and
Pedestrians and
(a) 7m/ 5m 4.5m (for certain category of
cattle
animals)
(b) Light Vehicular 10.5m 3.5m
Commercial
(c) 12m 5.5m
Vehicles

5 - 10
6. Traffic Survey and Analysis
6. TRAFFIC SURVEY AND ANALYSIS
6.1 INTRODUCTION
Project Implementation Unit, Karnataka State Highway Improvement Project has
undertaken Pre Financial Feasibility Study for about 4,403 km of select SH
corridors of the Core Road Network of the State. As part of the Feasibility study,
KSHIP has conducted some traffic surveys through iDeck consultants, the results
of which were made available to the Consultant. The terms of reference (ToR)
requires the DPR cum TA Consultant to make use of the data available under the
Traffic Study Report after undertaking the due review and revalidation of the
Feasibility Report already carried out for the Project and submitted by KSHIP
consultant.
Following the ToR, this chapter describes that estimation of traffic for the project
road in a concise form, while the details are provided in a separately prepared full
report on traffic surveys and analysis. The outcomes of this chapter are as
follows:
 Review and validation of traffic surveys carried out by iDeck;
 Estimation of baseline traffic;
 Computation of traffic growth rates and traffic forecasting;
 Capacity and Level of Service (LoS) analysis;
 Tolling strategy, estimation of tollable traffic and toll lane requirements; and
 Junction improvement proposals.
6.2 TRAFFIC SURVEYS
The project work started in the month of August 2015 after the award of the work
and signing of the contract. The traffic survey locations were finalized as per the
observed movement pattern in the project area on the basis of field visits and in
consultation with KSHIP officials. As detailed traffic survey was carried out during
the Pre-Feasibility Study done by PIU KSHIP, and therefore, the scope of the
present contract suggested surveys only for validation. The required validation
surveys were taken up, in consultation with the Client, during the month of August
2015. A complete analysis of the data collected and the data obtained from pre-
feasibility study was undertaken, and future projections of traffic for next 30 years
was done following established traffic forecast technique and are presented in
this report.
To capture traffic flow characteristics and travel pattern of users passing through
the project road and other characteristics related to miscellaneous requirements
as per the ToR, the following primary traffic surveys were planned and
conducted.
 Manual Classified Traffic Volume Count (MCC)
 Junction Volume or Intersection Turning Movement Count (TMC)
 Speed and Delay Survey
 Pedestrian Movement Count
 Axle Load Survey
 Truck Terminal Survey
The finalised survey locations where surveys were conducted in both M/s Scott
Wilson (for iDeCK) study and ICT study are schematically shown in a line
6-1
diagram of the project road given in Figure 6.1 showing the type of surveys and
the number of locations.
As the survey was conducted simultaneously in more than one location, and
more than one type of surveys were conducted simultaneously in certain
locations, there was strict supervision, for which necessary supervisory staff were
deployed by the Consultants.
A schedule of the surveys was prepared so as to cover all types of surveys (some
of them simultaneously) for collecting data. The traffic survey schedule as
realised by conducting the surveys is presented in Table 6.1.
Table 6.1: Schedule of Traffic Surveys SH-82
Location/Reference Date
Sl. Type of
No. Survey ICT Traffic iDeCK Traffic ICT Traffic iDeCK Traffic
Surveys Surveys Surveys Surveys
1 Manual - Km 53+377 near - 17/08/2009 to

Classified Alavati Cross 23/08/2009
Traffic Volume
Count (7 Km 69+077 Km 73+277 near 08/08/2015 17/08/2009 to
Days) near Manchineelakote to 23/08/2009
Lakshmipuram 14/08/2015
2 Turning Km 62+197 at - 11/8/2015 -
Movement Junction with
Count SH-99
3 Axle Load Km 69+077 - 12/8/2015 -
Survey near
Lakshmipuram
4 Pedestrian Km 62+197 at - 11/8/2015 -
Count Survey Junction with
SH-99
Km 68+277 at - 13/8/2015 -
Lakshmipuram
Junction
5 Speed & On Entire - - -
Delay Survey Project Road
6 Occupancy Km 69+077 - 14/8/2015 -
Survey near
Lakshmipuram
7 Origin- - Km 53+377, -
Destination near Alavati
Survey Cross
6-2
Figure 6.1: Details of Traffic Survey Locations
6-3
6.3 SECONDARY DATA

Socio-Economic Data
Secondary data on socio-economic developments of the areas along the project
road stretches are required for assessment of the economic vibrancy of the
region for identifying the future prospects of growth in traffic due to the
development in the area. Thus, data from various sources were collected to find
the trend in growth of traffic and various socio-economic parameters like
population, NSDP, GSDP and PCI etc. The District Statistical Handbooks were
obtained from Directorate of Economics and Statistics, Govt. of Karnataka and
Economic Survey of Karnataka. These provided the information on the above
mentioned socio-economic parameters, which were used to estimate the traffic
growth rates on the project road.
6.4 ANALYSIS OF TRAFFIC SURVEYS
Traffic Volume Count
Classified Traffic Volume Count Survey (7 days) was conducted at one location
by ICT in year 2015 and two locations by iDeCK consultant in year 2009
representing mid-block count station for different homogeneous sections of the
project road. The count was conducted in both directions for successive
15 minutes periods, 24 hours a day. For carrying out the counts, the vehicles
were grouped as per IRC: 64-1990.
The various vehicle types having different sizes and characteristics were
converted into a standard unit called Passenger Car Unit (PCU). Passenger car
equivalents for various vehicles are adopted based on recommendations of
Indian Road Congress prescribed in “Guidelines for Capacity of Roads in Rural
Areas”, IRC: 64-1990.
Average Daily Traffic (ADT)
The average daily traffic was computed for one traffic volume count location
where survey was conducted by ICT in August 2015 and for two locations
covered by iDeCK in year 2009, where the mid-block volume count survey was
done. Daily traffic volumes were averaged to find the Average Daily Traffic (ADT).
Further, the ADT was also converted to PCUs using the conversion factors
(passenger car units). PCU factors adopted by iDeCK are similar to ICT with only
one exception of Animal cart, for which they have adopted the PCU factor as 8.0.
Location wise and mode wise ADT values are given in Table 6.2.
6-4
Table 6.2: Average Daily Traffic (ADT)
Type Car/Van/ 2 3 MAV MAV Tractor Animal Toll

Mini LGV - 4 LGV - 6 LGV 3-Wheeler 2- Cycle Hand Total
Station No. Location of Taxi Bus Axle Axle (4 to 6 (> 6 Tractor With Bicycle Drawn Exempt
Tempo Bus Wheeler Wheeler 3WH (Passenger) WH Rickshaw Cart Traffic
Vehicle Truck Truck Axles) Axles) Trailer Vehicle Vehicles
Veh. 1092 - 61 318 229 - 211 204 102 0 0 181 2072 72 4 136 0 0 2 0 4684
IDECK- Km 53+377 near
MCC-01
Yr.2009 Alavati Cross
PCUs 1092 - 91.5 954 344 - 633 612 459 0 0 181 1036 108 18 68 0 0 16 0 5612
Veh. 1424 83 14 267 269 93 45 171 345 0 9 82 1199 6 26 0 0 0 1 10 4044

ICT- Km 69+077 near
Yr.2015 Lakshmipuram
PCUs 1424 83 21 801 404 279 135 513 1553 0 9 82 600 9 117 0 0 0 6 10 6045
MCC-02
Veh. 686 - 10 319 184 - 91 110 40 0 0 72 866 43 1 27 0 2 1 0 2452

Yr.2009 Manchineelakote
PCUs 686 - 15 957 276 - 273 330 180 0 0 72 433 65 5 14 0 6 8 0 3319
6-5
During the traffic volume count conducted in 2015 by ICT, the traffic volume on
SH-82 at Km 69+077 near Lakshipuram, was recorded as 6,045 PCUs (4,044
vehicles).
Traffic volume count was conducted by iDeCK at the same location in the year
2009, was of the order of 3319 PCUs (2452 vehicles). The validation of the traffic
volume count results for the two surveys conducted by iDeCK and ICT is given in
section 3.2.
Composition of Traffic
The composition of traffic was worked out from the traffic volume count data.
Along the project stretch the share of passenger traffic varies from 76 % to 80%,
whereas goods traffic varies from 20 % to 24 %. Share of trucks (including LCV, 2
Axle, 3 Axle and MAVs) is varying from 16 % to 23% of total traffic. The share of
car and taxi varies from 23% to 37% of total traffic along the project stretch. It is
also observed that the share of non-motorized traffic varies from 1% to 3% along
the project stretch.
A sudden rise in percentage of MAVs from year 2009 to year 2015 observed
during the survey. This may be due to large movement of MAV concrete mixer
trucks on the project road.
Figure 6.2 shows the traffic composition comparison between ICT and iDeCK
surveys.
Figure 6.2: Observed Traffic Composition during ICT and iDeCK study
Hourly Variation of Traffic
During the traffic survey conducted by ICT in 2015 at Km 69+077, Peak Hour
traffic is found to be 7.3% of the ADT, which is quite normal for intercity roads
because of high percentage of regional traffic movement of freight vehicles on the
road. Similarly, Peak Hour traffic data is found to be varying from 5.1 % to 8.2%
for morning peak and 3.0% to 7.6% for evening peaks for the two MCC locations
covered by iDeCK.
Daily Variation of Traffic
Volume count at each survey location was conducted continuously for seven
days. Daily variation in traffic was found by analyzing the volume count data. It
was observed that the daily variation of traffic varies within +28% of ADT at all the
survey locations. The high variation is due to passenger vehicle movement during
weekend, which are making religious and leisure trips.
Figure 6.3 shows the traffic characteristics, graphically for Km 69+077 near
Lakshmipuram where ICT conducted survey in August 2015.
6-6
Detailed Project Report cum Transaction Advisory Services for Karnataka State Highways Improvement Project-III (KSHIP-III)
Classified
Consultancy Volume
Services Count Summary
for Detailed Sheet (7cum
Project Report Days)
Transaction Advisory Services
Road Name: (NH/SH):…SH - 82 forLocation
Survey Karnataka State Highway
No:MCC -1 Improvement Project-lll (KSHIP-lll)-Group II
KM/Chainage:
Duration of Survey : 08/8/2015 to 14/8/2015
Daily Variation of Traffic in Vehicles and PCUs

Total Vehicles
8000
7000 Total PCU
Total Vehicles & PCUs

6000
5000
4000
3000
2000
1000
0
Days
Hourly Variation of Traffic for 7 days

700
600
Saturday
500
Sunday
400
Total Vehicles
Monday
300 Tuesday
200 Wednesday
100 Friday
Friday
0
Time
Figure 6.3: Daily

Hourlyand Hourly
Variation Variation of Traffic at
of ADT
450 Km 69+077- ICT’2015 of SH-82
400
Annual Average Daily Traffic (AADT) 350
300
250
The Annual Average Daily Traffic (AADT) is calculated by multiplying ADT with a
200
Total Vehicles
150
seasonality factor. Seasonal variation factors by vehicle types are required to
100
50
account for variations in the pattern of traffic volume on various sections of the
0
project road over different months or seasons of the year. In this study, the
seasonal factor has been derived from the monthly petrol and diesel sale data.
The ratio of average monthly petrolTimeand diesel sale data with the sale during
December (the survey month) has been used to determine the seasonal
correction factor. The diesel sale data has been used to find the seasonality
Vehicular % Composition of ADT
factor for the freight vehicles,
0%
whereas the petrol sale data hasCar/Jeep
0%
been/Van
used to
calculate seasonality factor
1% for passenger vehicles based on the fuel
Taxi used by the
0%
vehicles in the two categories. The seasonality factors
35% derivedThree
forWheeler
the survey
Two Wheeler
month
1% to calculate AADT for different modes has been given in TableMini Bus 6.3.
2% Bus
Table 6.3: Seasonality Factor (SF) LGV (3-Tyre)
7% LGV (4-Tyre)
0%
Project SF for LGV (6-Tyre)
SF for Petrol Vehicles 2 Axle SF for NMT
section
7% Diesel
2% Vehicles 3 Axle
0% 2% Multi Axle Vehicles
ICT 1.02 1.05 Tractor 1
Tractor with Trailor
iDeCK 29% 1.048 1.116 1
Non-Motorised Vehicles
Toll Exempted Vehicles
The seasonality factors thus obtained are used to convert Average Daily Traffic
(ADT) to Annual Average Daily Traffic (AADT) for various survey locations of the
AADT : 6,281 PCUsroad.
project , 4,162 Vehicles
Section-wise AADT thus obtainedADT : is6,045 PCUsin
shown , Table 4,044
6.4, Vehicles
which
gives the mode-wise Peak
AADTHour for
: all17.00-18.00
the survey locations.
Peak Hr Flow : 396 PCUs ; 294 Vehicles Peak Hr Proportion : 6.55% (PCUs) ; 7.27% (Veh)
6-7
Table 6.4: Annual Average Daily Traffic (AADT) at Various Surveyed Location
LGV LGV MAV (4 MAV (> 3- Tractor Animal Toll

Type of Car/Van/ Mini 2 Axle 3 Axle LGV 2- Cycle Hand Total
Station No. Location Taxi Bus -4 -6 to 6 6 Wheeler Tractor With Bicycle Drawn Exempt
Vehicle Tempo Bus Truck Truck 3WH WH Rickshaw Cart Traffic
Wheeler Wheeler Axles) Axles) (Passenger) Trailer Vehicle Vehicles
Veh. 1191 - 68 355 256 - 236 228 114 0 0 190 2171 80 4 136 0 0 2 0 5030
MCC- IDECK- Km 53+377 near
01 Yr.2009 Alavati Cross
PCUs 1191 - 102 1065 383 - 707 683 512 0 0 190 1085 121 20 68 0 0 16 0 6143
Veh. 1452 85 15 280 283 97 48 180 362 0 10 83 1223 6 27 0 0 0 1 10 4162

ICT- Km 69+077 near
Yr.2015 Lakshmipuram
PCUs 1452 85 22 841 424 292 143 539 1630 0 14 83 612 9 121 0 0 1 3 10 6281
MCC-
02
Veh. 744 - 11 356 205 - 102 123 45 0 0 75 907 48 1 27 0 2 1 0 2648
Yr.2009 Manchineelakote
PCUs 744 - 17 1068 308 - 305 368 201 0 0 75 454 72 5 14 0 6 8 0 3645
6-8
It can be seen from the Table 6.4 that AADT in ICT‟2015 study at km 69+077,
near Lakshmipuram, is of the order of 6,281 PCUs (4,162 vehicles). However, as
per survey conducted by iDeCK consultant in 2009, the AADT estimated at km
53+377 (MCC-01) near Alavati Cross, which is in the order of 6,143 PCUs (5,030
Vehicles) and km 73+277 (MCC-02) near Manchineelakote is in order of 3,645
PCUs (2,648 Vehicles).
Validation of the Traffic Volume Count by ICT (2015) with iDeCK (2009)
Validation of traffic volume count conducted by iDeCK was done using the traffic
volume counts conducted by ICT in base year. One location in the 40 km stretch
was validated where the survey was conducted by both ICT and iDeCK.
Comparison of traffic volume counts done by iDeCK at km 73+277 and by ICT at
km 69+077 is given in Table 6.5. It may be noted that since the traffic volume
counts in the two studies were done in different years, the volume counts by
iDeCK was projected to forecast for 2015 to compare the traffic volumes
observed during ICT study.
Table 6.5: Location: Km 69+077 (ICT), near Lakshmipuram
and Km 73+277 (iDeCK), near Manchineelakote
Traffic Survey as per iDeCK (2015 Traffic Survey as per

iDeCK (2009)-km Projected)-km ICT (Aug. 2015)-km
73+277 73+277 69+077
Type of Vehicle
ADT AADT ADT AADT ADT AADT
Car/Jeep /Van 621* 672* 832* 900* 1424 1452

Taxi 65^ 73^ 87^ 98^ 83 85
Three Wheeler 72 75 116 121 82 83
Two Wheeler 866 908 1396 1464 1199 1223
Mini Bus and
329 367 436 486 281 295
Bus
LGV 184 205 262 291 371 390
Trucks (2/3
201 225 278 312 216 227
Axle)
MAV 40 45 55 62 345 362
Tractor/ Tractor
44 49 56 63 31 33
with Trailer
NMT 30 30 30 30 1 1
Toll Exempted
- - - - 10 10
Vehicles
Total (in
2452 2648 3549 3827 4044 4162
Vehicles)
Total (in PCUs) 3319 3645 4615 5067 6045 6281
*includes Taxi
^ includes Van and Tempos
6-9
Traffic Survey and Analysis
As per Table 6.5, the projected AADT in year 2015 by iDeCK is 5067 PCUs at
Km 73+277 which shows a variation of 24% from the observed traffic (in PCUs)
on site at km 69+077 in the year 2015 by ICT. However, in terms of traffic volume
in vehicles the difference in ICT‟s observed volume in 2015 and iDeCK‟s forecast
traffic volume to 2015 is only 9%. This variation in growth of traffic between
ICT‟2015 and iDeCK‟2015 (Projected traffic data) is due to significant movement
of MAV concrete mixer trucks observed from Andhra city of Kadapa to Bangalore
and vice versa because of major infrastructure developments in the capital city.
These developments were not taking place during the time when iDeCK
conducted surveys on the project road. Another reason for the variation in
forecasted traffic volume by iDeCK and observed traffic by ICT could be due to
classification of traffic while counting by enumerators. It may be possible that the
enumerators during surveys conducted by iDeCK classified the various
commercial vehicles like LGV, 2/3 Axle trucks and MAV differently.
Analysis of Turning Movement Count Data
Turning Movement Count Survey was carried out by ICT at Km 62+197 for 12
hours from 8.00 AM to 8.00 PM along the project stretch of SH-82. One location
was selected for turning movement count. The 12-hour daily total approach
volume along T-Junction with SH-99 observed is 3285 PCUs (2778 vehicles).
The total traffic flow for the surveyed junction is presented in Table 6.6.
Table 6.6: Daily Traffic Flows at Major Intersection
Total Total
Sl. Name of Count Chainage Traffic Traffic
No. Intersection Station No. (km) (in (in
Vehicles) PCUs)
3-arm Junction
1 TMC 1 62+197 2778 3285
with SH-99
Peak hour is the most important time period for any intersection. The ability of the
intersection to accommodate traffic during peak hours is the measure of its level
of service. The junction turning flows during peak hour will be useful in planning
and design of the improved junction or for interchange. Peak hour traffic details
(peak hour proportions of daily traffic) of the junction are presented in Table 6.7.
It is observed that along SH-82, the total approach volumes during peak hour, is
350 PCUs (263 vehicles) at SH-99 Junction (Km 62+197). The peak hour
proportion at this intersection is 9.5%.
Table 6.7: Peak Hour Traffic Flows at Major Intersection
Peak Peak
Total Total Hour Hour
Sl. Count Traffic Traffi Proporti Propo
Name of Chainag
No Statio (in c (in on rtion
Intersection e (km)
. n No. Vehicle PCUs (in (in
s) ) Vehicles PCUs
) )
3-arm
1 Junction TMC 1 62+197 263 350 9.5% 10.7%
with SH-99
6 - 10
Identification of Homogeneous Sections

As per the iDeCK Traffic Report 2009, the project road SH-82 from Chintamani to
AP Border has been divided into three sections. However, it may be noted that
the third homogenous section given in iDeCK report which is from Tadagal Cross
to Govinapalli to AP Border is not a part of the project road stretch covered in ICT
study. As per ICT study the project road stretch of SH-82, which is having a total
length of 40.0 km, has been divided into two homogeneous sections on the basis
of traffic generation and dispersal nodes located along the alignment as seen
during the reconnaissance carried out, as well as the observed traffic flows. The
homogeneous sections have been identified for the purpose of traffic analysis,
presentation of traffic, traffic forecast and also to examine different strategies for
tolling. Table 6.8 (a) and Table 6.8 (b) gives the details of the homogeneous
sections identified for the project road by iDeCK and ICT respectively.
Table 6.8 (a): Homogeneous Sections of Project Highway by iDeCK
Link Length,
Description of Homogeneous Road Links
ID Km
From SH-58 near Chintamani to Tadagal Cross 8B-1 15
From Tadagal Cross- AP Border 8B-2 24.5
From SH-82, Tadagal Cross to Govinapalli to AP
8B-3 18
Border
Total 57.5
Table 6.8 (b): Homogeneous Sections of Project Highway by ICT
Existing Chainage Design Chainage Traffic
Sl
Traffic Length Volume
no From To From
Volume AADT AADT
1 47+203 63+645 47+203 63+600 16.397 8,633
2 63+645 87+331 63+600 86+977 23.377 6,281
It is observed from the Table 6.8(b) that AADT at homogeneous section I (HS-I)
is around 8,633 PCUs which is estimated from traffic volume count conducted by
iDeCK, projected till 2015. The traffic for the homogeneous section II (HS-II) of
the project road has been taken as that counted at (km. 69+077) by ICT in 2015,
and is around 6,281 PCUs.The two Homogenous sections of Chintamani to AP
Border section of SH-82 are shown in Figure 6.4
6 - 11
Figure 6.4: Homogenous section of Chintamani to AP Border of SH-82

Analysis of O-D Survey Data
Origin-Destination survey was carried out by iDeCK consultant in the year 2009.
It may be noted that the report does not include any O-D data and only O-D
survey location and results related to commodity analysis have been explained in
a paragraph. However, in absence of any data the additional inferences
regarding frequency of travel, travel time etc. cannot be estimated. Therefore, the
OD survey could not be utilized fully for analysis purpose in estimation of traffic
forecast and tollable traffic. ICT did not carry out any O-D survey along the
project road.
Occupancy Survey
Passenger Occupancy survey was done by ICT for 12 hour duration (from 8:00
am to 8:00 pm) for one Classified Volume Count survey location. Table 6.9 gives
the mode-wise average occupancy at the survey locations.
Table 6.9: Average Occupancy of Passenger Carrying Vehicles
Survey Mini 3 2 Car/SUV/
Bus
Location Bus wheeler wheeler Van/Jeep
SH-82
Km 69+077 37 28 3 2 3
Axle Load Survey
Axle Load Survey was done by ICT in August, 2015. The axle load survey
provides data to enable the assessment of the damaging effect of the heavily
loaded commercial vehicles. The survey was carried out using the electronic
static axle load pad at one location on SH-82 (Chintamani-AP Border Section) for
24 hrs and as detailed in Table 6.10. The percentage of vehicles weighed w.r.t
traffic volume counts at the survey location is presented in Table 6.11.
6 - 12
Table 6.10: Axle Load Survey Location
Sl. No. Survey Location Chainage

1 Near Laksmipuram Km 69+077
Table 6.11: Percentage of Vehicles Weighed w.r.t Traffic Volume Count

Number of Vehicles weighed
Sl.
Survey Location 2 Axle 3Axle
No. Buses LCV MAV
Truck Truck
Near Lakshmipuram - 16 43 24 29 58
1
Km 69+077 (6%) (15%) (20%) (18%) (17%)
The values of VDF were calculated by dividing the sum of all the Equivalency
Factor by the number of Samples. To calculate the cumulative number of
standard axles to be catered for in the design in terms of msa, category-wise VDF
is required which is given in Table 6.12.
Table 6.12: Vehicle Damage Factor (VDF) for Observed Commercial
Vehicles at one Location on SH-82
Vehicle Damage Factor (VDF)
Sl.
Survey Location Direction 2 Axle 3Axle
No. Buses LCV MAV
Truck Truck
Near UP 0.6 0.61 0.59 0.63 1.43
1 Lakshmipuram -
Km 69+077 DN 0.78 0.14 9.43 7.5 9.79
Significant movement of empty trucks was noted from Bangalore side to AP

Border. Consequently, the axle load survey shows low VDF values of truck
movements in UP direction (Bangalore to Andhra Pradesh). However, on the
reverse direction, very high VDF is recorded in the case of two and three axle
trucks and multi-axle trucks.
Axle Load Spectrum
Unlike flexible pavement, the design of rigid pavement is governed by single,
tandem and tridem axle loads, their repetition, tyre pressure and lateral
placement characteristics of commercial vehicles. Therefore, axle load spectrum
was obtained from axle load survey data for the location, which are given in
Table 6.13 as per the guidelines outlined in IRC: 58-2011.
Front axle of the commercial vehicles is not considered in the rigid pavement
design, as it carries much lower load and causes small flexural stress in the
concrete pavements. Only the rear axle (single, tandem and tridem) is considered
for the design of rigid pavements.
Table 6.13: Axle Load Spectrum from Axle Load Survey at km. 69+077
Day Time (6 AM to 6 PM)
Single Axle Tandem Axle Tridem Axle
Axle Load No of Axle Load No of Axle Load No of
Class. KN Axles Class. KN Axles Class. KN Axles
205 215 0 420 440 0 530 560 0
195 205 0 400 420 1 500 530 0
6 - 13
185 195 0 380 400 0 470 500 0

175 185 0 360 380 0 440 470 0
165 175 1 340 360 1 410 440 0
155 165 1 320 340 0 380 410 2
145 155 2 300 320 1 350 380 2
135 145 2 280 300 1 320 350 1
125 135 2 260 280 0 290 320 2
115 125 1 240 260 3 260 290 0
105 115 0 220 240 5 230 260 0
95 105 0 200 220 4 <230 7
85 95 0 180 200 3
<85 30 <180 28
Total 39 Total 47 Total 14
Night Time (6 PM to 6 AM)

Single Axle Tandem Axle Tridem Axle
Axle Load No of Axle Load No of Axle Load No of
Class, KN Axles Class, KN Axles Class. KN Axles
205 215 0 420 440 0 530 560 0
195 205 0 400 420 0 500 530 0
185 195 0 380 400 0 470 500 0
175 185 1 360 380 0 440 470 0
165 175 0 340 360 0 410 440 1
155 165 0 320 340 0 380 410 2
145 155 1 300 320 0 350 380 2
135 145 0 280 300 1 320 350 1
125 135 1 260 280 0 290 320 1
115 125 0 240 260 1 260 290 0
105 115 0 220 240 4 230 260 0
95 105 0 200 220 2 <230 4
85 95 1 180 200 1
<85 12 <180 18
Total 16 Total 27 Total 11
Speed and Delay Survey
A speed and delay survey using the moving car observer method was carried out
by ICT 2015 by dividing the project road stretch in three sections along SH-82
Table 6.14.
6 - 14
Table 6.14: Summary of Speed and Delay Analysis

Section Average Average
Section Running Journey
From To Section Name
No. Speed Speed
km km (kmph) (kmph)
1 47+203 62+197 Chintamani-SH-99 Junction 66.36 65.00
2 62+197 68+277 SH-99 Junction-Lakshmipuram 56.00 56.00
3 68+277 86+977 Lakshmipuram-Andhra Border 57.95 57.95
The results indicate that the average journey speed is varying between 56.00
kmph to 66.00 kmph on SH-82 for various sections. The higher speeds (above 50
kmph) are observed on all the sections primarily due to the less encroachments
and ribbon developments, markets and encroachments along the roadside of the
project road.
Pedestrian Count Survey
Pedestrian Count Survey was taken up for 12 hours (8:00 AM to 8:00 PM) at one
intersection and one mid-block section along SH-82 by ICT in the year 2015. The
corresponding total daily pedestrian flows and peak hour pedestrian flows in the
junction are presented in Table 6.15.
Table 6.15: Pedestrian Flows per Day at Major Intersections
Peak Hour
Daily Flow
Chainage Location Arm Flow
Along Across Across Along
Chintamani 361 430 48 55
Km Junction with
AP Border 297 288 39 62
62+197 SH-99
Govinapalli 290 303 56 41
SH-82 (Mid-
Km Block) near Chintamani-
1486 1302 222 219
68+277 Laksmipuram AP Border
Village
According to IRC:103-1988 a controlled crossing is desirable in case of those
locations where the conflicting peak hour pedestrian volumes (P) and vehicles (V)
are such that PV2 ≥ 108 for undivided carriageways. Values of PV2 for the
intersection are shown in Table 6.16.
Table 6.16: PV2 Value at Intersections
Chainage Location Arm P V PV2
Chintamani 48 211 2.14E+06
Km
Junction with SH-99 AP Border 39 230 2.06E+06
62+197
Govinapalli 56 88 4.34E+05
Km SH-82 (Mid-Block) near Chintamani-AP
222 209 9.07E+06
68+277 Laksmipuram Village Border
The values of PV2 are not exceeding 108 for the intersection, so there is no need
for grade separated pedestrian crossing at this junction. But for mid-block section
there is a need for speed calming measures with proper signages for controlling
speed of through traffic, as there is heavy movement of pedestrians at
Laksmipuram area.
6 - 15
6.5 TRAFFIC FORECAST

6.5.1 Introduction
Financial resources available are always scarce and have competing demands,
and therefore, the investments in road projects have to be carefully planned,
keeping in view not only the present demand but also the requirements for a
reasonable period in future. This underlines the need for estimating the future
traffic closer to reality, whether the plan is for the construction of a new facility or
the improvement of existing facilities. The accurate estimate of future traffic will
not only have a significant impact on the engineering design of the facility, but
also influence the financial viability of the project.
Traffic is generated as a result of the interplay of a number of contributory factors.
Forecasts of traffic have, therefore, to be dependent on the forecasts of factors
such as population, GDP, vehicle ownership, agricultural output, fuel
consumption, etc. Future pattern of change in these factors can be estimated with
only a limited degree of accuracy and hence the forecasting of future traffic levels
may not be precise.
In the process of traffic forecast, various types of traffic, based on road user‟s
behavioral response as given below, needs to be estimated to arrive at a robust
traffic demand forecast.
 No change in behaviour  Time of travel change
 Route change (same origin and  Trip frequency increase
destination after route change)  Generated or new (e.g. from
 Mode change different land use patterns)
 Destination change
Based on the above behavioural responses, many international literatures have
classified the traffic as given below. However, the definition of the below
classification, apart from normal traffic and diverted traffic, is inconsistent across
various guidelines/ publications.
 Current Traffic (Normal Traffic);  Diverted Traffic; and
 Generated Traffic;  Developmental Traffic.
 Induced Traffic;
Hence, for the purpose of this report and to maintain consistency, the study has
adopted the traffic components as defined in the document “IRC: 108-2015,
Guidelines for Traffic Forecast on Highways” published by the Indian Roads
Congress, New Delhi. The traffic components considered in this study are as
under:
Normal Traffic – is the estimated traffic on a roadway facility due to increase in
population, natural change in land-use and normal socio-economic development
in the region or PIA. The normal growth should be estimated based on the past
and future growth trend of traffic on the project corridor or in the influence area.1
Generated Traffic – Road improvements may attract trips from other routes,
modes and encourage encourage longer and more frequent travel. The additional
traffic volumes likely to be generated on project corridor due to road
1
IRC:108-2015 Guidelines for Traffic Forecast on Highways, published by IRC, New Delhi
6 - 16
improvements are termed as generated traffic, Generated traffic may be

classified further as diverted traffic and induced traffic.2
Diverted Traffic – is that component of generated traffic which is the result of
shift in route and change of mode. Diverted traffic could be both positive and
negative.3
Induced Traffic – is the increase in total vehicle-kilometers of travel due to
roadway improvements, which may be due to increase in vehicle-trip frequency
and distance, but exclude trips/ traffic shifted from other routes. It is like release
of latent demand for travel.
Developmental Traffic – refers to the developments in the PIA of the proposed
project corridor such as commercial, industrial, residential, which may generate
substantial amount of additional traffic and contribute significantly to the future
traffic volumes on the project corridor.
Keeping in view the above factors, in this study, the techniques of „Elasticity of
Transport Demand‟, based on historical growth in vehicle registration and trend of
the economy in the area, has been adopted for estimating the growth rates for
different modes of traffic that are likely to use the project road in future.
The consultants have carried out traffic forecast process based on elasticity of
transport demand approach. Growth rates have been estimated afresh using the
socio-economic data collected from various concerned departments of State of
Karnataka by ICT. Traffic forecast carried out by iDeCK has been compared with
ICT study. The following sections describe the estimation of growth rates and
traffic forecast done by ICT and its comparison with iDeCK study.
6.5.2 Secondary Data - ICT Study
Besides primary surveys, the following data were collected from various sources:
 Population data
 Vehicle registration data
 NSDP, GSDP, and per-capita income data, industry data.
 Number of factories and number of workers
These data were collected for all the districts of Karnataka. For estimating the
growth rates, the socio-economic data for various districts or sub-district areas,
which are considered as traffic analysis zones, were duly organized and
analysed.
Vehicle Registration
Vehicle registration data for all the districts of Karnataka have been obtained from
the Statistical Abstracts released annually by the Directorate of Economics and
Statistics, Bangalore, Karnataka. The vehicle registration data was compiled for
various districts falling in the influence area of project road, which were used in
estimating the growth in vehicle registration.
Elasticity of Transport Demand
The method of long-term traffic forecasting incorporates analyses of some of the
key socio-economic characteristics in the influence area of the project road and
2
Ibid.
3
Ibid.
6 - 17
their anticipated rates of change during the study period upto horizon year. These
characteristics are being taken as indicators for the future growth of traffic.
The Consultants have used the elasticity approach for determining the growth
rates of future traffic. This involved establishing a quantitative relationship
between traffic growth as the dependent variable and growth in NSDP, PCI,
number of factories and number of workers as the independent variable. The
methodology involved fitting of a log-log regression equations to the time series
data.
The growth rates for normal traffic obtained from this approach take some
account of the following factors, which affect future traffic levels:
 The prospective growth in the economy
 The prospective demographic growth
 The estimated elasticity of demand for transport, and
 Change in the structure of the vehicle fleet, for example vehicle productivity
and changes in the inter-modal share of passenger and freight demand.
Socio-Economic Data
The population data for various districts of Karnataka and for the state have been
collected. From this information, percentage of annual growth has been
computed. The statistical data was compiled for districts which formed a zone in
the influence area of the project road. The aggregate annual population growth
rate of Karnataka state is found to be 1.5 % per annum.
NSDP and GSDP
Population, economic and industrial data was obtained for districts of Karnataka.
Economic indicators on Net State Domestic Product and GSDP were obtained for
the period 2006 to 2013 for Karnataka, and their rate of growth is estimated as
follows:
NSDP growth in percent
 Karnataka 7.31
GSDP growth in percent
 Karnataka 7.51
These data were collected for all the districts of Karnataka. For estimating the
traffic growth rates, the socio-economic data for various districts or sub-district
areas, which are considered as traffic analysis zones, were duly organized as per
requirements of the study and analysed for further development of the study.
6.5.3 Traffic Forecast by Econometric Method
ICT did not conduct any O-D survey on the project road as it was not mentioned
in the scope of work. iDeCK study also did not have the O-D data presented in
the report. However, the socio-economic characteristics of the districts in the
vicinity of the project road were studied and growth rates were estimated. These
included Kolar district in which the project road is located, and the districts of
Bangalore (Rural), Mandya, Mysore, Tumkur and Chamrajanagar. Growth rates
were estimated for all these zones in the project influence areas.
6 - 18
Estimation of Growth Rates by ICT Study

For estimating the traffic growth rates, the elasticity of transport demand obtained
for various modes by regressing the vehicle registration data with selected socio-
economic parameters were utilised.
The elasticity values obtained from the regression of socio-economic data of the
entire Karnataka State at aggregate level was also examined to assess the traffic
growth rates at State level as well as relative performance project road
influencing districts in comparison to State. The regression analysis of the
Karnataka State is presented in Table 6.17. The regression analysis was also
done for all the seven influence districts identified in Karnataka.
Table 6.17: Influence Zone wise Regression Results
Regression Analysis Results

Karnataka
Motorcycle
Growth Growth
rate of Growth Rate
Mode vs
R2 Equation Elasticity socio- rate based
Parameter
coefficient economic obtained on
parameter trend
Population 0.99 y=6.36x-98.4 6.36 2% 9.55%
No of
0.99 y=1.37x+2.68 1.37 7% 9.69%
factories
10%
NSDP 0.98 y=1.26x+0.08 1.26 7% 9.21%
GSDP 0.98 y=1.23x+0.36 1.23 8% 9.24%
PCI NSDP 0.980 y=0.7x+8 0.7 13% 9.14%
Motor Cars
Growth Growth
rate of Growth Rate
Mode vs
parameter
parameter trend
Population 0.99 y=8.07x+-130 8.07 2% 12.12%
No of
0.99 y=1.74x-2.64 1.74 7% 12.30%
factories
12%
NSDP 0.98 y=1.6x-6.0 1.6 7% 11.69%
GSDP 0.99 y=1.57x-5.6 1.57 8% 11.80%
PCI NSDP 0.980 y=0.89x+4.09 0.89 13% 11.63%
Bus
Growth Growth
rate of Growth Rate
Mode vs
Parameter
parameter trend
Population 0.99 y=8.02x-132.4 8.02 2% 12.05%
No of
0.96 y=1.7x-4.8 1.7 7% 12.02%
factories
NSDP 0.98 y=1.6x-8.33 1.6 7% 11.69% 12%
GSDP 0.98 y=1.56x-7.9 1.56 8% 11.72%
PCI NSDP 0.880 y=0.88x+1.76 0.88 13% 11.50%
6 - 19
Regression Analysis Results

Goods Vehicles
Growth Growth
rate of Growth Rate
Mode vs
Parameter
parameter trend
population 0.87 y=7.92x-129.3 7.92 2% 11.90%
No of
0.9 y=1.74x-3.8 1.74 7% 12.30%
factories
13%
NSDP 0.86 y=1.57x-6.6 1.57 7% 11.47%
GSDP 0.87 y=1.53x-6.3 1.53 8% 11.50%
PCI NSDP 0.870 y=0.87x+3.15 13% 0.00%
Tractors
Growth Growth
rate of Growth Rate
Mode vs
Parameter
parameter trend
Population 0.99 y=8.8x-145.3 8.8 2% 13.22%
No of
0.97 y=1.88x-5.2 1.88 7% 13.29%
factories
13%
NSDP 0.98 y=1.76x-9.14 1.76 7% 12.86%
GSDP 0.99 y=1.7x-8.7 1.7 8% 12.77%
PCI NSDP 0.970 y=0.97x+1.9 0.97 13% 12.67%
Total
Growth Growth
rate of Growth Rate
Mode vs
Parameter
parameter trend
Population 0.99 y=6.62x-102.7 6.62 2% 9.94%
No of
0.99 y=1.42x+2.5 1.42 7% 10.04%
factories
10%
NSDP 0.98 y=1.32x-0.24 1.32 7% 9.65%
GSDP 0.99 y=1.28x+0.05 1.28 8% 9.62%
PCI NSDP 0.990 y=0.73x+8.04 0.73 13% 9.54%
Although the state level regression results were found to be acceptable but it can
be seen that traffic growth rates obtained from analysis of socio-economic data at
district level are not acceptable for all the districts and modes. This is due to
insufficient dis-aggregate socio-economic data for the project influencing districts.
Hence, the growth rates obtained from the econometric method for such modes
in most districts have been further moderated logically to obtain realistic growth of
traffic on the project road. This has been done using the regression results
obtained for the Karnataka State as guidance and based on Consultants‟
experience of similar projects on other parts of the country like NH-14, NH-8, NH-
5, NH-3, and NH-7 etc. For various other regions of the country, like, Gujarat,
6 - 20
Maharashtra, North India, Eastern India and South India etc., the growth rates
are adopted from similar recent studies carried out by the Consultants in those
regions. All these adopted growth rates are shown in Table 6.18 (a) to Table
6.18(k).
Table 6.18 (a): Growth Rates for Traffic from Bangalore (Urban) District
Growth Rates
Bangalore 2015- 2020- 2025- 2030- 2035- 2040-
2020 2025 2030 2035 2040 2045
Car 9.0 9.5 8.0 6.0 5.5 5.0
Taxi 7.0 7.5 6.5 5.0 4.5 4.0
Two Wheelers 8.4 9.3 7.1 6.0 5.5 5.0
Three Wheelers 7.0 7.5 7.0 6.5 6.0 6.0
Bus / Mini bus 6.5 7.0 5.8 4.8 4.4 4.0
Light Commercial
7.5 5.6 5.2 4.8 4.4 4.0
Vehicles
Heavy Vehicles (2
7.0 5.6 5.2 4.8 4.4 4.0
Axle / 3 Axle Trucks)
MAV 6.0 6.5 5.2 4.8 4.4 4.0
Tractor 3.0 2.5 2.5 2.0 2.0 2.0
Table 6.18 (b): Growth Rates for Traffic from Bangalore (Rural) District
Growth Rates
Ahmedabad 2015- 2020- 2025- 2030- 2035- 2040-
2020 2025 2030 2035 2040 2045
Car 8.1 8.5 8.0 7.5 6.0 5.0
Jeep / Van 7.5 8.0 7.0 6.0 5.0 4.0
Two Wheelers 8.5 9.0 8.0 7.0 6.0 5.5
Three Wheelers 6.5 7.0 6.5 5.0 4.0 3.0
Bus / Mini bus 5.0 5.5 5.0 4.0 3.0 2.0
Light Commercial
7.5 8.0 7.5 6.5 5.5 4.0
Vehicles
Heavy Vehicles (2 Axle
6.5 7.0 6.0 6.0 5.5 5.0
/ 3 Axle Trucks)
MAV 7.5 7.5 7.0 6.5 6.00 5.5
Tractor 2.0 2.0 2.0 2.0 2.0 2.0
Table 6.18 (c): Growth Rates for Traffic from Mandya District
Growth Rates
Mandya 2015- 2020- 2025- 2030- 2035- 2040-
2020 2025 2030 2035 2040 2045
Car 8.0 8.5 8.0 7.5 6.5 5.0
Jeep / Van 5.5 6.0 5.5 5.0 4.5 4.0
Two Wheelers 9.0 9.5 8.0 7.0 6.0 5.0
6 - 21
Three Wheelers 7.5 8.0 7.5 7.0 6.5 6.0

Bus / Mini bus 5.0 5.5 4.9 4.8 4.4 4.0
Light Commercial
6.0 6.5 5.0 4.8 4.4 4.0
Vehicles
Heavy Vehicles (2
5.4 5.2 4.8 4.8 4.4 4.0
MAV 5.4 5.2 4.8 4.8 4.4 4.0
Tractor 3.0 2.5 2.5 2.0 2.0 2.0
Table 6.18 (d): Growth Rates for Traffic from Mysore District
Growth Rates
Mysore 2015- 2020- 2025- 2030- 2035- 2040-
2020 2025 2030 2035 2040 2045
Car 8.5 9.0 8.0 7.0 6.5 6.0
Jeep / Van 6.5 7.0 6.0 5.0 4.5 4.0
Two Wheelers 8.0 8.5 8.0 7.0 6.0 5.0
Three Wheelers 7.5 8.0 7.5 7.0 6.5 6.0
Bus / Mini bus 5.5 6.0 5.5 5.0 4.0 3.0
Light Commercial
7.0 7.5 7.0 6.5 6.0 5.5
Vehicles
Heavy Vehicles (2
6.5 7.0 6.5 6.5 6.0 5.5
MAV 6.5 7.0 6.5 6.5 6.0 5.0
Tractor 3.0 2.5 2.5 2.0 2.0 2.0
Table 6.18 (e): Growth Rates for Traffic from Tumkur District
Growth Rates
Tumkur 2015- 2020- 2025- 2030- 2035- 2040-
2020 2025 2030 2035 2040 2045
Car / Jeep / Van 7.5 8.00 6.90 5.8 5.5 5.0
Taxi 6.0 6.5 6.0 5.0 4.5 4.0
Two Wheelers 9.0 8.1 6.9 5.8 5.5 5.0
Three Wheelers 7.5 7.0 6.5 6.0 6.0 6.0
Bus / Mini bus 4.5 5.0 4.0 3.5 3.0 2.0
Light Commercial
8.0 8.5 7.5 6.5 5.0 4.0
Vehicles
2 Axle Trucks 7.0 7.5 6.5 5.0 4.4 4.0
MAV 6.0 6.5 6.0 5.0 4.4 4.0
Tractor 3.0 2.5 2.5 2.0 2.0 2.0
6 - 22
Table 6.18 (f): Growth Rates for Traffic from Kodagu District
Growth Rates
Kodagu 2015- 2020- 2025- 2030- 2035- 2040-
2020 2025 2030 2035 2040 2045
Car 7.5 7.40 6.90 5.8 5.5 5.0
Jeep / Van 6.5 7.0 6.0 5.0 4.5 4.0
Two Wheelers 8.1 8.1 6.9 5.8 5.5 5.0
Three Wheelers 5.0 5.5 5.0 4.5 3.0 2.0
Bus / Mini bus 4.5 5.0 4.5 4.0 3.0 3.0
Light Commercial
5.6 5.4 5.0 4.6 4.4 4.0
Vehicles
Heavy Vehicles (2
5.6 5.40 5.0 4.6 4.4 4.0
MAV 5.6 5.4 5.0 4.6 4.4 4.0
Tractor 3.0 2.5 2.5 2.0 2.0 2.0
Table 6.18 (g): Growth Rates for Traffic from Hassan District
Growth Rates
Hassan 2015- 2020- 2025- 2030- 2035- 2040-
2020 2025 2030 2035 2040 2045
Car / Jeep / Van 8.0 8.8 7.5 6.5 5.3 4.5
Taxi 6.5 7.0 6.0 5.0 4.5 4.0
Two Wheelers 9.2 9.5 8.5 7.5 6.0 5.0
Three Wheelers 5.5 6.0 5.0 4.0 3.0 2.5
Bus / Mini bus 6.2 6.6 5.5 4.4 4.2 4.0
Light Commercial
6.5 7.0 6.5 5.5 4.2 4.0
Vehicles
2 Axle Trucks 5.5 5.2 4.9 4.4 4.2 4.0
MAV 5.5 5.2 4.9 4.4 4.2 4.0
Tractor 3.0 2.5 2.5 2.0 2.0 2.0
Table 6.18 (h): Growth Rates for Traffic from Karnataka State
Growth Rates
Karnataka 2015- 2020- 2025- 2030- 2035- 2040-
2020 2025 2030 2035 2040 2045
Car / Jeep / Van 9.0 9.5 8.5 7.0 6.0 5.0
Taxi 6.5 7.0 6.5 5.5 4.5 3.0
Two Wheelers 9.5 10.0 9.0 8.0 6.5 5.5
Three Wheelers 4.5 5.5 4.8 4.2 4.2 3.8
Bus / Mini bus 5.5 6.0 5.2 4.8 4.7 4.5
Light Commercial
7.5 8.0 7.0 6.0 5.0 4.0
Vehicles
6 - 23
2 Axle Trucks 7.0 7.5 7.0 6.5 5.5 4.5

MAV 6.5 7.0 7.5 6.0 5.0 4.0
Tractor 3.0 2.5 2.5 2.0 2.0 2.0
Table 6.18 (i): Growth Rates for Traffic from North India
Growth Rates
North India 2015- 2020- 2025- 2030- 2035- 2040-
2020 2025 2030 2035 2040 2045
Car / Jeep / Van 8.5 9.5 9.0 8.8 8.5 8.0
Taxi 8.5 9.2 9.0 8.7 8.4 7.7
Two Wheelers 11.5 12.5 11.5 10.0 9.0 8.0
Three Wheelers 9.0 9.5 8.0 7.0 6.0 5.0
Bus / Mini bus 6.8 7.2 7.0 6.5 6.3 6.0
Light Commercial
7.5 8.0 7.0 6.5 6.0 5.5
Vehicles
2 Axle Trucks 6.5 7.0 6.5 6.0 5.5 5.0
MAV 6.7 7.0 6.7 6.4 6.1 5.8
Tractor 3.0 3.5 3.8 2.8 2.5 2.0
Table 6.18 (j): Growth Rates for Traffic from South India
Growth Rates
South India
2015- 2020- 2025- 2030- 2035- 2040-
2020 2025 2030 2035 2040 2045
Car / Jeep / Van 7.8 8.2 8.0 7.8 7.5 6.5
Taxi 8.0 8.5 8.0 7.4 7.0 6.6
Two Wheelers 11.5 12.5 11.5 10.0 9.0 8.0
Three Wheelers 9.0 9.5 8.0 7.0 6.0 5.0
Bus / Mini bus 6.8 7.2 6.8 6.5 6.0 5.8
Light Commercial
7.5 8.0 7.0 6.5 6.1 5.5
Vehicles
2 Axle Trucks 6.5 7.0 6.5 6.0 5.5 5.0
MAV 6.7 7.4 7.0 6.5 6.2 6.0
Tractor 3.0 3.5 3.8 2.8 2.5 2.0
Table 6.18 (k): Growth Rates for Traffic from North East and East
Growth Rates
NE and East
India 2015- 2020- 2025- 2030- 2035- 2040-
2020 2025 2030 2035 2040 2045
Car / Jeep / Van 7.5 7.40 6.90 5.8 5.5 5.0
Taxi 7.5 7.40 6.90 5.8 5.5 5.0
Two Wheelers 11.5 12.5 11.5 10.0 9.0 8.0
6 - 24
Three Wheelers 9.0 9.5 8.0 7.0 6.0 5.0

Bus / Mini bus 6.3 6.8 5.6 4.6 4.4 4.0
Light Commercial
5.6 5.4 5.0 4.6 4.4 4.0
Vehicles
2 Axle Trucks 5.0 5.50 5.0 4.5 4.0 4.0
MAV 5.6 5.4 5.0 4.6 4.4 4.0
Tractor 3.0 3.5 3.8 2.8 2.5 2.0
As OD survey data was not available for the project road, it was difficult to apply
these growth rates to the share of traffic coming from these districts on the project
road. Therefore, considering the distance of the zone from the project road and
its mode-wise growth rate and also the state level growth rates obtained from
regression analysis of state level data, the growth rate for traffic plying on the
project road was estimated and is given in Table 6.19.
Table 6.19: Growth Rates Adopted by ICT
Growth Rates
Kolar 2015- 2020- 2025- 2030- 2035- 2040-
2020 2025 2030 2035 2040 2045
Car 7.0 7.0 6.8 6.5 5.9 5.0
Taxi 6.0 6.5 6.0 5.0 4.5 4.0
Two Wheelers 7.0 7.5 7.2 6.5 5.9 5.5
Three Wheelers 5.0 5.5 4.5 4.0 3.0 2.0
Bus / Mini bus 4.5 5.0 4.5 4.0 3.0 3.0
Light Commercial
6.5 6.8 6.3 5.7 5.1 4.0
Vehicles
Heavy Vehicles (2
6.6 6.8 6.3 5.7 5.1 4.5
MAV 5.8 6.0 5.9 5.7 5.1 4.5
Tractor 3.0 3.5 2.0 1.0 1.0 1.0
6.5.4 Comparison of Growth Rates and Traffic Forecast by iDeCK
The growth rate estimation given in iDeCK report has been done at State level
using the elasticity of transport demand method. However, no data has been
given in the report.
The final growth rates adopted, as given in the iDeCK report, are given in
Table 6.20.
Table 6.20: Traffic Growth Rates Adopted by iDeCK for Project Road
2014- 2019- 2024- 2029- 2034-
2009-2014 Horizon
Vehicle Type 2019 2024 2029 2034 2039
HS-1
Car 6.04 5.98 4.50 5.01 4.91 5.41 5.31
LCV 7.33 7.12 4.91 4.91 4.34 4.29 5.47
2-Axle Truck 6.77 6.57 4.53 4.53 4.00 4.27 5.10
3-Axle Truck 6.77 6.57 4.53 4.53 4.00 4.27 5.10
6 - 25
Multi Axle Truck 6.77 6.57 4.53 4.53 4.00 4.27 5.10
Bus 5.79 5.92 4.50 5.01 4.91 5.41 5.25
Minibus 4.92 5.04 3.83 4.26 4.17 4.60 4.47
TW 10.08 9.79 6.74 6.75 5.96 5.90 7.52
Auto Rickshaw 10.04 9.75 6.72 6.72 5.94 5.87 7.49
Tractors 5.00 5.00 5.00 5.00 5.00 5.00 5.00
As can be seen from Tables 6.20 the growth rates adopted by iDeCK are
slightly lower than that adopted by ICT except for commercial vehicles. Also, no
explanation as to how these growth rates have been estimated is given in the
report. It can be seen from the ICT study that the growth rates obtained for
Karnataka State through regression of socio-economic data with vehicle
registration data given in Table 6.17, are much higher than the ones adopted by
iDeCK. The estimation of growth by ICT was done at disaggregate (district) level
and included the effect of growth of traffic in the project influence area.
Therefore, ICT growth rates were adopted for the purpose of traffic forecast
given in the sections below.
The traffic forecast by iDeCK is given in Table 6.21.
Table 6.21: Traffic Forecast for two
Homogenous Sections of SH-82- iDeCK Study
Traffic
Project Traffic (PCU)
(PCU)
Location Links
Year Year Year Year Year
2009 2014 2019 2024 2029
From SH-58 near
Chintamani to 8B-1 6143 8083 10666 14122 18723
Tadagal Cross
From Tadagal Cross
8B-2 5117 6608 8561 11124 14495
– AP Border
Since the growth rates estimated by ICT are being adopted for the traffic forecast
for the present study, the traffic growth rate estimated by ICT is being considered
for the Chintamani to AP border section of SH-82.
6.5.5 Estimation of Forecast Traffic - ICT Study
The mode wise projected traffic for each homogenous section, obtained using the
growth rates as discussed above.
Diverted, Generated and Induced Traffic
To the projected traffic obtained through econometric method, the diverted,
generated and induced traffic are to be added. This traffic would come as a result
of the widening of the project road, which would attract more traffic from other
routes due to improvement in the level of service provided and developments
proposed along the project corridor.
Diverted Traffic
To explore possibility of any diversion of traffic to or from the project road after its
improvement to two lane / four lane facility, the surrounding road network was
studied in detail. NH4, which is a six lane road, provides good connectivity from
Bangalore to Tirupati. Chintamani- AP border road section of SH-82, which is part
6 - 26
of an alternate route to Tirupati via Mandapalle as shown in Figure 6.5, is

proposed to be improved under KSHIP project. Thus the possibility of diversion of
traffic destined to Tirupati to or from route via NH4 was looked at.
Figure 6.5: Surrounding Road Network

As can be seen from 6.5, the route via SH-82 (project road) to Tirupati is
predominantly two lane road and is 9 km shorter than the route via NH-4.
Although the length of the road via SH-82 to Tirupati is shorter, the travel time
through the route via NH-4 to Tirupati is lesser by about an hour, due to its better
configuration (six lanes). It is noted that most of the buses take NH-4 to reach
Tirupati from Bangalore.
Diversion curve, shown in Figure 6.6 is used to estimate the possibility of traffic
diversion to and from NH-4 to the project road. The actual diversion has been
found using the formula:
Travel Time Ratio = Travel time on Route A
Travel time on Route B
Figure 6.6: Diversion Curve4
4
Traffic and Highway Engineering, Nicholas J. Garber & Lester A. Hoel, University of Virginia, Bureau of
Public Roads, Federal Highway Administration -USA
6 - 27
The diversion curve determines the traffic between two routes as a function of
travel time. This means that the share of potential divertible traffic, which can
reach its destination by either of the two parallel or competing roads, can be
determined using this curve.
For example if there are two routes A and B which have common origin and
destination, and 50% of the traffic plying on route A is potential divertible traffic
(as found from OD survey), then based on the ratio of travel time (or length)
through both the routes to the common destinations, the share of traffic which will
actually divert to route B can be estimated using the diversion curve.
The potential diversion for the project road was found using both length and
travel time as parameters. As explained earlier, the route to Tirupati through SH-
82 (project road) is shorter in length, but takes more time than the route via NH4,
which is a six lane facility.
However, if we consider the average speed of both the competing routes (NH-4 &
project road) is same, then travel time (or length) will be the crucial parameter to
determine the diversion. In this case, referring to Figure 4.2, the factor obtained
by considering the travel time of the two routes is 1.04, considering route via SH-
82 as route B. The diversion on Route B, which shows positive diversion to
project road, is about 50%-60%.
However, since NH-4 is a six lane facility, the travel time on the same will be
much lesser (about 1 hour to reach Tirupati) even after improvements to the
project road. In this case, the comparison of travel time between NH-4 and SH-
82, shows a factor of 1.3, considering route via NH-4 as route B. This shows
positive diversion to route via NH-4 which is more than 65%.
However, as the two roads are already existing and have their due share of traffic
destined to Tirupati and since the configuration of NH-4 will remain higher than
the route to Tirupati via SH-82, although its length is longer by 9 kilometer, it is
assumed that the benefits (speed, length) of the two routes will negate any
possibility of diversion to or from the two routes and they will continue to have
their respective share of traffic to Tirupati in future as well.
Diversion of traffic from NH4 to the project road (SH82) is possible only if the
entire route from Bangalore to Tirupati via SH-82 is improved to four lane facility.
However, this route is only partly four lane and thus diversion to this road from a
six lane facility is not likely.
Induced Traffic
Estimation of induced traffic is a challenging task. Adequate investigations have
not been carried out in Indian context to provide readily usable models or charts
for the estimation of induced traffic.5
Induced traffic is likely to be relevant when the benefits that will accrue to the
induced traffic are significant compared to the benefits that will accrue to base
and re-assigned traffic. In the case of the project road, such situation only arises
in case of the following scenarios:6
 Heavy congestion on the existing road;
 Likely occurrence of potential changes in land use pattern due to the road
improvements
5
IRC:108-2015 Guidelines for Traffic Forecast on Highways, published by IRC, New Delhi
6
Treatment of Induced Traffic, Transport Note No. TRN-11, The World Bank, Washington D.C
6 - 28
The above situations do not apply in case of the project road. The project road is
passing through predominantly agricultural area and has low to medium traffic
plying on the road barring on few locations nearer to the few urban settlements
along the project road.
The project road is 40 km stretch with 2 lane with earthen shoulder (2 m to 3 m)
configuration on both sides. The PIA has good connectivity through network of
roads like NH4, MDRs and state highways. In the case of small improvements
within an already developed highway system, induced traffic will be small and can
normally be ignored.7 The road network is well developed in the PIA and
significant traffic generation is not expected on account of induced traffic on the
project road.
Based on the above studies and the experience of the Consultants for similar
NH/SH projects, induced traffic has been considered based on the potential for
existing land uses to release extra latent demand which might have been
suppressed prior to the improvement of the project road to two lane and has been
taken as 2% for various homogenous sections.
Induced traffic percentage share has also been considered as share of the
normal traffic expected on the project road in the year of opening, i.e. 2020.
Induced traffic share also decreases as the project road moves away from
influence of Bangalore.
It is logical to assume that such induced traffic would be released only from the
zones in the immediate influence area of the project road and not from the zones
very far. Hence the induced traffic is assumed to be released only from nearby
districts of Karnataka along the project road.
Developmental Traffic
After improvement of the project road to two lane/ four lane road with paved
shoulder facility, some developmental traffic would also be added to the normal
traffic due to development and expansion of industries, other land use
developments, which will be triggered by the increased accessibility along the
project road. In addition, due to reorganization of the state of Andhra Pradesh,
national level institutions and international manufacturing industries are expected
to be set in the Chittoor District. These future developments were considered for
estimating developmental traffic on the project road. Therefore, 2%
developmental traffic is added to the normal growth.
The induced and developmental traffic are expected to be materialized within first
two years after improvement of the project road by the year 2020 (COD). This
shall happen in two stages having 50% each to be realized by 2020 and 2021
respectively.
The projected daily traffic for all the homogenous sections of Chintamani to AP
Border section SH-82 (with five yearly projections) are given in Table 6.22.
7
Overseas Road Note 5: A Guide to Road Project Appraisal
6 - 29
Table 6.22: Projected Annual Average Daily Traffic on various Homogenous Sections of SH 82 (Chintamani to AP Border)
Tempo LGV -
Tempo LGV -
Two Wheeler
Non Tollable
Non Tollable
2 Axle Truck
Tractor With
3Axle Truck
Cycle Ricks
Freight (3,4
Total PCUs
Total Jeep/
Hand Cart
Freight (6
Mini Bus
Vehicles
Year No.
Wheeler
Tractor
Animal
Trailer
Drawn
Three
Cycle
PCUs
Axle)
Axle)
Total
MAV
haw
Bus
Van
Car
Homogenous Section I- Chintamani to Khadgal Cross km 47+203 to km 63+645 (DC: km 47+203 to km 63+600)
2015 1190 405 87 471 363 0 326 315 158 305 3499 103 6 136 0 0 2 0 0 8633 7366
2020 1699 552 110 597 507 0 453 438 211 397 4999 118 6 141 0 0 2 0 0 11776 10231
2021 1849 598 118 638 551 0 488 472 226 426 5466 122 6 142 0 0 2 0 0 12716 11105
2025 2425 769 144 776 718 0 637 614 285 529 7300 135 6 145 0 0 2 0 0 16344 14485
2030 3370 1029 179 967 973 0 863 831 380 659 10310 150 6 150 0 0 2 0 0 21973 19869
2035 4617 1314 217 1177 1283 0 1138 1096 502 801 14126 160 6 160 0 0 2 0 0 28896 26599
2040 6135 1639 252 1364 1647 0 1460 1407 644 929 18770 170 6 170 0 0 2 0 0 36907 34595
2050 9994 2427 340 1832 2438 0 2268 2183 1000 1133 32060 190 6 190 0 0 2 0 0 57519 56063
Homogenous Section II-Khadgal Cross to AP Border km 63+645 to km 87+331 (DC: km 63+600 to km 86+977)
2015 1452 85 15 280 292 97 48 180 362 83 1223 6 27 0 0 0 1 10 10 6280 4162
2020 2075 115 19 356 408 137 67 250 484 109 1748 6 32 0 0 0 1 10 10 8586 5816
2021 2258 125 20 380 443 149 72 269 518 117 1911 6 33 0 0 0 1 10 10 9260 6311
2025 2960 161 24 462 577 194 94 352 654 145 2552 6 36 0 0 0 1 10 10 11880 8228
2030 4113 216 29 577 781 264 128 476 872 181 3602 6 41 0 0 0 1 10 10 15995 11297
2035 5635 276 34 702 1032 349 169 628 1152 220 4935 6 41 0 0 0 1 10 10 21135 15190
2040 7488 344 39 814 1327 449 218 806 1479 255 6558 6 41 0 0 0 1 10 10 27141 19835
2050 12197 509 49 1093 1965 696 339 1251 2299 311 11205 6 41 0 0 0 1 10 10 42333 31972
6 - 30
6.6 CAPACITY AND LEVEL OF SERVICE ANALYSIS

Capacity and design service volumes for various lane configurations specified in
the Manual of Standard and Specification for Two Laning of State Highways on
BOT Basis (I RC: SP: 73-2015) and Manual of Standard and Specifications for
Four Laning of Highways through PPP (IRC: SP: 84-2014) by Indian Roads
Congress, have been compiled as the warrants for widening as two lane
highways, and design service volumes for two lane and four lane highways with
paved shoulders, which have been given in Table 6.23.
Table 6.23: Design Service Volumes at Different Level of Services
Design Service volume in
PCUs per day
Warrants for 2- lane
4 Lane
2 Lane Highway
Highway
Terrain with min.
2-lane 2- lane
without 1.5m
with with LOS LOS
paved wide
granular paved 'B' 'C'
shoulder paved
shoulder shoulder
shoulder
Plain <8000 >10000 15000 18000
40000 60000
Rolling <6500 >8000 11000 13000
Mountainous
- - 7000 9000 20000 30000
and Steep
As per IRC:SP:84-
IRC: SP:73-2015
standard 2014
Unless otherwise specified in the concession agreement, 6
laning shall be done when total traffic (including traffic on service
Notes:
road, if any) reaches design service volume to LOC 'C' for 4 lane
highway.
For any National Highway/ State Highway the minimum requirement should be
that it should be a 2 lane road. In case the traffic is adequate, based on the
warrants for two lane given in IRC code, it should be provided with granular or
paved shoulder. The widening requirements based on the above mentioned
warrants are given in Table 6.24.
Table 6.24: Improvement Proposal Based on IRC Codes
Existing Chainage Recommendation
(km)
shoulder (at LOS ‘B’)
2-lane with granular
2-lane with paved
4-lane with paved
6-lane with paved

Homogeneous
Terrain
Section (HS)
shoulder
shoulder
shoulder
Sl. No
From
To
1 HS-1 47+203 63+645 Plain - 2015 2026
2 HS-2 63+645 87+331 Plain 2015 2022 2032
6 - 31
Homogenous Section-I would require to be improved to two lane with paved

shoulder from 2015 and it would require four laning when the traffic will cross the
threshold value of 18,000 PCUs in the year 2026.
Homogenous Section II would require to be improved to two lane with granular
shoulder till the year 2022 after which it may be improved to two lane with paved
shoulder configuration. This section would require to be widened to four lane
configuration from the year 2032 onwards when the traffic would cross the
threshold value of 18,000 PCUs.
However, in consideration of being an alternative to NH-4 for travelling to Tirupati,
the entire project road (both the homogenous sections) may be widened to
twoLane with paved shoulder from 2020, i.e. opening year itself. The suggested
recommendation will improve road safety and reduce the maintenance needs of
the project road.
6.7 TOLLING STRATEGY AND ESTIMATION OF TOLL LANES

6.7.1 Estimation of Tollable Traffic
The calculation of the tollable traffic has been done using the provisions given in
Karnataka Road User Fee (Determination of Rates and Collection) Rules, 2014
for State Highways and Standalone Structures. It may be noted that the project
road is not an access controlled facility and thus it is not possible to toll all the
traffic plying on every kilometre of the project highway (in case of proposing the
project under BOT). Also the possibility of diversion of traffic to/from alternate
route to project road corridor has been thoroughly examined and considered in
the traffic forecast.
Toll Plaza Location
One toll plaza has been proposed at km 60+250 in homogenous section I, for 40
km long project road stretch starting from Chintamani to AP Border. This is in
accordance with the Karnataka State tolling policy which says that two toll plazas
should be placed 60 km apart, beyond a distance of 10 km from a municipal or
local town area. Due consideration has been given to the other toll plazas located
before and after the project road stretch and being developed by other
consultants, so as to maintain 60 km gap between two toll plazas.
Moreover, the Study has considered and compared the potential of revenue
generation, in the event of location of toll plaza at different homogeneous
sections. The details of toll-able traffic at both homogeneous sections are given
below.
2-Axle 3-Axle Toll- Toll-

Mini
Section Car Taxi Bus LGV MAV able able
Bus Trucks Trucks PCUs Vehicles
HS-1 1,190 405 87 471 363 326 315 158 6,317 3,315
HS-2 1,452 85 15 280 389 48 180 362 5,295 2,811
It is clear from the above table that total PCUs and total number of traffic are less
in HS-2, compared to HS-1. There is significant reduction in number of Buses, 2-
Axle & 3-Axle trucks in HS-2. However, it can be noted that MAV is high in
section-2, which defies traditional logic. While conducting traffic surveys, that high
movement of multi-axle concrete mixers were noted which were destined to
infrastructure works in/near Bangalore. This could be a temporary phenomenon,
and should not be relied upon for „tolls‟ in the future. Therefore, based on the
6 - 32
above, it can be concluded that toll plaza at HS-I should be more revenue
generating compared to location in HS-2, and therefore recommended.
Categorisation of Tollable Traffic
For the purpose of calculation of toll revenue, the tollable traffic has been
categorised in four categories as per Karnataka State Tolling policy, as follows:
 Local Traffic
 (Non-commercial vehicle with residence proof within 20 Km on either side
of the toll plaza). These will be Passenger Vehicles (Cars/Jeeps/Vans).
Regular Users, residing within 20 Km on either side of the toll plaza, will
have monthly pass of Rs. 150 for two lane road for State Highway and
standalone structures.
50% concession on user fee for local commercial vehicles registered
within the district in which the toll plaza is located (excluding vehicles
plying under National Permit).
 Daily Pass (For Return Trip, two one-way journeys allowed within 24 hrs) at
1.5 times the cost of a single journey.
 Monthly Pass (Regular Users, fifty one-way journeys allowed in a month) at a
cost of two-third of 50 single passes.
 Single Trip at normal toll fee
Distribution of Tollable Traffic in Various Categories
O-D survey has not been conducted by iDeCK consultants study. As per the
scope of services given in ToR, ICT has not conducted any O-D survey along the
project road. Therefore, distribution of traffic into various categories has been
done based on logical assumptions considering similar State Highway projects
undertaken by the consultants previously.
Number plate survey was also not conducted by iDeCK consultants for this
stretch, which is normally used to estimate the share of commercial traffic
registered within the same district (without National Permit) in which the toll plaza
is located, to estimate the share of commercial traffic eligible for local concession.
Therefore, the share of local commercial vehicles has been assumed considering
similar other project road section of KSHIP project as shown in Table 6.25.
The assumptions made for the tolling strategy based on provisions made in the
Karnataka State tolling policy and the notifications are as follows:
(a) Local concession of passenger vehicles residing within 20 Km on either
side of toll plaza is given to Car, Jeep and vans only
(b) Local commercial vehicles, registered in the same district where the toll
plaza is located, are entitled for 50% concession on normal user fee.
(c) Frequent user can avail daily (return ticket) or monthly passes.
(d) The definition of modes for calculation of tollable traffic is as following:
i. Bus or Commercial Vehicle (2 Axle): trucks having 2 axles and buses
ii. Bus or Commercial Vehicle (3 Axle)
iii. HCM/EME/MAV: trucks having 4 to 6 axles
iv. Over-sized vehicles ( Seven or more axles)
v. LGV: Light goods /commercial vehicles
vi. Local concession is given to both commercial and non-commercial
vehicles, if any parallel route or service road is not provided along the
project road.
6 - 33
For estimation of tollable traffic, the traffic volume count estimated for the
Homogenous Section I of the project road Stretch (SH-82) has been considered.
To forecast the tollable traffic at the toll plaza, the growth rate adopted has been
considered to be same as that considered for forecasting Homogenous Section I
traffic, in which the toll plaza is located.
Table 6.25: Adopted Mode wise Percentage
Distribution of Tollable Traffic among Different Categories
Monthly
Modes Daily Pass Single Trip Local
Pass
Chintamani to AP Border
Toll Plaza at km 60+250
Cars/Jeep Van 20% 25% 40% 15%
Taxi 25% 10% 50% 15.00%
Truck ( 2 Axle) 20% 15% 50% 15.00%
Bus 20% 15% 55% 10.00%
Mini - bus 33% 17% 38% 12.00%
LGV 25% 15% 40% 20.00%
Truck (3 Axle) 10% 5% 83% 2.00%
MAV/HCM 1% 1% 98% 1%
The total tollable traffic at the proposed toll plaza at km 60+100 in Homogenous
Section I in the base year (2015) is 3315 vehicles (6317 PCUs). This total tollable
traffic has been further distributed into various categories of tollable traffic, using
the percentage distributions of tollable traffic as given in Table 6.25. It may be
noted that the share of tollable traffic estimated in each category based on the
percentage distribution given in Table 6.25 has been divided by its respective
permitted frequency of travel to get daily tollable traffic at the proposed toll
plazas. For example, the share of total tollable traffic in daily pass category has
been divided by a frequency value of 2 trips, as a daily pass holder is allowed
only two trips (return trip) in a day. Similarly, the share of total traffic in monthly
pass category has been divided by a frequency value of 1.666 which is
equivalent to 50 trips in 30 days i.e. 50/30 (refer section 5.2.2). For tollable traffic
under the local pass category, the frequency of travel has been assumed to be 2
and thus the share of total tollable traffic in this category has been divided by a
frequency value of 2. The share of total tollable traffic in single trip category has
been divided by a frequency value of 1 as they allowed only one trip through the
toll plaza for the fee to be charged.
The summary of total and tollable traffic for every five years at the toll plaza at km
60+100 in Homogneous Section I on SH-82 (Chintamani to AP Border) is given in
Table 6.26. The Summary of modewise tollable traffic for every five years at the
toll plaza at km 60+100 in Homogenous Section I is given in Table 6.27.
Table 6.26: Total and Tollable Traffic at Toll Plaza at km 60+250
Tollable
Total Traffic
S. No. Toll Plaza Traffic
(Year 2015)
(Year 2015)
Toll Plaza at km 60+100 in
7366 vehicles 3315 vehicles
1. Homogenous Section I (Chintamani
(8633 PCUs) (6317 PCUs)
to AP Border – SH 82)
6 - 34
Table 6.27: Tollable Traffic (in vehicles) for Toll Plaza at km 60+250 in Homogenous Section –I (Chintamani to AP Border, SH-82)
Daily Passes Monthly Passes
LGV 4
LGV 4
(Comme
(Comme
Wheeler
Wheeler
MAV (4-
MAV (4-
MAV (>
MAV (>
6 Axle)
6 Axle)
6 Axle)
6 Axle)
2 Axle
3 Axle
2 Axle
3 Axle
Truck
Truck
Mini -
Mini -
Cars/
Cars/
truck
truck
rcial)
rcial)
Jeep
Jeep
Year
Year
Taxi
Taxi
Bus
Bus
Van
Van
bus
bus
2015 119 51 33 47 14 45 16 1 - 2015 179 24 29 42 9 33 9 - -
2020 170 69 45 60 18 63 22 1 - 2020 255 33 41 54 11 46 13 1 -
2025 243 96 64 78 24 90 31 1 - 2025 364 46 57 70 15 65 18 1 -
2030 337 129 86 97 30 122 42 2 - 2030 506 62 78 87 18 88 25 1 -
2035 462 164 114 118 36 160 55 3 - 2035 693 79 102 106 22 115 33 2 -
2040 614 205 146 136 42 206 70 3 - 2040 920 98 131 123 26 148 42 2 -
2045 783 249 182 158 48 251 88 4 - 2045 1,175 120 164 142 30 180 53 2 -
Single Trip Local Traffic
LGV 4
LGV 4
(Comme
(Comme
Wheeler
Wheeler
MAV (4-
MAV (4-
MAV (>
MAV (>
6 Axle)
6 Axle)
6 Axle)
6 Axle)
2 Axle
3 Axle
2 Axle
3 Axle
Truck
Truck
Mini -
Mini -
Cars/
Cars/
truck
truck
rcial)
rcial)
Jeep
Jeep
Year
Year
Taxi
Taxi
Bus
Bus
Van
Van
bus
bus
2015 476 203 163 259 33 145 261 155 - 2015 89 30 36 24 3 - 5 24 -
2020 680 276 227 328 42 203 364 207 - 2020 127 41 51 34 4 1 7 30 -
2025 970 385 319 427 55 287 510 279 - 2025 182 58 72 48 6 1 9 39 -
2030 1,348 515 432 532 68 389 690 372 - 2030 253 77 97 65 8 1 11 48 -
2035 1,847 657 569 647 82 513 910 492 - 2035 346 99 128 85 11 1 13 59 -
2040 2,454 820 730 750 96 659 1,168 631 - 2040 460 123 165 110 14 2 15 68 -
2045 3,132 998 910 870 111 802 1,454 787 - 2045 587 150 200 137 18 2 18 79 -
6 - 35
6.7.2 Toll Plaza Lane Requirements

The Consultants have carried out an extensive exercise of determining the Toll
Plaza lane requirement using the „Queuing Theory‟ technique. As the project road
is going to be operating as a tolled road with „Open Tolling System‟ in place, the
service rate and assessment of tollable traffic has been done accordingly. The
M/M/s model has been applied to estimate the Toll Plaza lane requirements over
the horizon years.
M/M/s model is a queuing model that contains more than one departure channels
with exponentially distributed inter-arrival time (as the distribution of arrival rate is
taken as Poisson). The following parameters describe the operational
characteristics of M/M/s model.
a) Arrival distribution of vehicles and arrival rate.
b) Service rate and its distribution.
c) Expected time spent by each vehicle in the system (comprised of waiting in
queue and service time)
a) Arrival distribution of vehicles
The arrival rate of vehicles is distributed according to the Poisson distribution
over the time span (peak hour). And therefore, inter-arrival time is distributed
exponentially. The arrival rate is determined from the peak hour traffic volume at
the proposed toll plaza. For the analysis, AADT projections at proposed Toll
Plaza location (the projected volumes) have been used. The peak hour volume at
Km 53+377 near Alavati Cross which has been taken as representative traffic for
homogenous section I (Survey at this point was conducted by iDeCK) is observed
as 7.3%, which is used to estimate toll plaza traffic. The directional distribution at
this location is considered to be 50:50.
b) Service rate and its distribution
The service rate is considered to be distributed according to Poisson distribution
as well as it has been considered to serve by multiple channels (toll booths) with
exponentially distributed service time. The number of toll booths in the system,
which perform all the activities involved in the toll collection system uniformly. The
time taken to serve one vehicle will be, therefore, linked to the adopted
technology and procedure to be carried out while serving a vehicle. Various
service rates have been considered for the analysis, and are discussed later.
c) Expected waiting time of each vehicle in the system
The maximum acceptable queue length of six vehicles has been considered for
this analysis. So, the total acceptable number of vehicles per toll booth including
the vehicle being served can be 7. Accordingly, the average waiting time limit
considered in the computation is 3.5 times of service time.
The service time (Manual tolling system at a particular Toll Booth) required per
vehicle for handling manually has been assumed to vary as 18 seconds per
vehicle for light vehicles while 22 seconds per vehicle for heavy vehicles. For the
purpose of toll plaza lane requirement analysis, weighted average of two service
times (of light and heavy vehicles) has been considered. At km 53+377 near
Alavati Cross on SH-82 the percentage share of light vehicles is 48.1% and
heavy vehicles are 51.9%. Taking weighted average service time for light and
heavy vehicles, the applicable service rate for manual toll collection system,
obtained for the toll plaza is 20 seconds.
6 - 36
The tolling systems are undergoing revolutionary changes and it is probable that
automatic tolling collection systems may become operational in future on the
project road. The usage of smart card and other such automated systems reduce
the service time at the toll booth, thereby may decrease the queuing as well as
the booth requirements (which directly has impact on the land acquisition
requirement). With this view, the consultants have estimated the toll plaza lane
requirements with provision of both the Manual and Semi-Automatic (smart-card
based) toll collection systems at the Toll Plaza. The semi-automated system of
Smart Cards has been considered in this case. It is assumed that upto 2020, the
toll plaza will have total manual system and after that the usage of semi-
automated system will start gradually with increasing percentage share of users
opting for semi-automatic system in various horizon years.
The observed service time required per vehicle in a Semi-Automated system is
adopted as 10 seconds for light vehicle and 15 seconds for heavy vehicle. The
weighted average of service time adopted accordingly for the proposed toll plaza
at km 60+250 is 13 seconds.
The traffic arrival rate at the proposed toll plaza has been obtained from the
tollable traffic estimated for the toll plaza for various horizon years and is already
discussed in the previous section of this chapter.
The results obtained from the computations based on queuing theory are given in
Table 6.28. The number of toll lane requirements varies from 1 lane per direction
in the year 2015 to 5 lanes per direction in year 2045 for the proposed toll plaza
at km 60+250.
The expected toll lane requirement for various horizon years with the expected
waiting time in the system, queue length and share of manual and semi-
automatic toll collection system is given in Table 6.28. In addition to the number
of toll booths required in each direction, one extra-wide lane will have to be
provided in each direction for oversized vehicles.
Table 6.28: Toll Lane Requirements for Toll Plaza at km 60+250 in
Homogenous Section I (Chintamani to AP Border, SH-82)
No. of Vehicles for
Share of Manual &
Automatic System
Collection System
Avg. Waiting time

Peak Hour Traffic
No. of Toll Lanes

required(in each
Semi Automatic
each Toll Booth
Service Time at
Traffic(vehicles
(in percentage)
Manual & Semi

per direction)
(vehicles per
Type of Toll
(M=Manual,
Automatic)
Proportion
Peak Hour
SA =Semi
direction)
direction)
System
(Sec)
Daily
(sec)
Year
2015 1658 121 M 20 100% 121 1 61.1

M 20 80% 134 2 23.3
2020 2292 167
SA 13 20% 33 1 14.9
M 20 70% 163 2 25.2
2025 3187 232
SA 13 30% 70 1 17.5
7.300 M 20 60% 188 2 27.5
2030 4300 314
SA 13 40% 126 1 24
M 20 60% 249 2 38.4
2035 5678 414
SA 13 40% 166 1 32.8
M 20 50% 330 3 26.4
2045 9048 660
SA 13 50% 330 2 20.3
M -Manual processing, SA -Semi-Automatic processing
6 - 37
The requirement of toll lanes for the toll plaza is summarized in the Table 6.29.
Table 6.29: Toll Lane Requirements for Toll Plaza
Number of Toll Lanes (Manual + Semi-automatic + Extra wide)

Year
TP at km 60+250
2015 2X (1+0+1)
2020 2X (2+1+1)
2025 2X (2+1+1)
2030 2X (2+1+1)
2035 2X (2+1+1)
2045 2X (3+2+1)
6.8 RECOMMENDATION AND CONCLUSION

During the months August-September 2015, ICT has carried out traffic surveys
on selected locations on the road section 47+203 to 86+977 of SH-82 to validate
the surveys and analysis (requirement of ToR) carried out by iDeck Consultants
during August 2009.
To validate the traffic surveys carried out by iDeck, ICT has conducted traffic
volume count surveys at location 69+300, which is nearer to the location
(73+277), where iDeck has conducted traffic volume count in 2009. For
comparative purposes, the traffic volume count noted in the iDeck survey has
been projected to year 2015 using the growth factors adopted by iDeck in their
report „Development of Road from Chintamani Totadagal Cross-AP Border
Tadagal Cross-AP Border via Govinapalli‟ of Volume-I of Main Report dated July
2010.
Table 6.5 shows the comparison of traffic volume count observed by ICT in
August 2015 and the projected traffic of iDeck survey to year 2015.
The table shows that the AADT in ICT‟2015 study at km 69+077, is of the order of
6,281 PCUs (4,162 vehicles), while the projected traffic of iDeck surveys at the
location 73+277 shows 5,067 PCUs (3,827 Vehicles). While the AADT in terms of
PCUs show a difference of 21% between the two surveys, the AADT in terms of
vehicles show only a difference of less than 10%.
The significant difference in PCUs is due to the high number of MAV‟s observed
during the survey conducted by ICT in August 2015. This may be due to the
significant movement of MAV concrete mixer trucks observed from Andhra city of
Kadapa to Bangalore and vice versa because of major infrastructure
developments in the capital city. These developments might not have been there
during the time when iDeCK conducted surveys on the project road.
Another reason for the variation in forecasted traffic volume by iDeCK and
observed traffic by ICT could be due to classification of traffic while counting by
enumerators. It may be possible that the enumerators during surveys conducted
by iDeCK classified the various commercial vehicles like LGV, two/three axle
trucks and MAV differently.
Considering the above, the traffic survey data presented by iDeck, forecasted
with appropriate growth factors, can be used for the purposes of geometric and
pavement design of this road section, and hence the iDeck is validated for this
6 - 38
study. To summarise, the traffic data which is used for the design (geometry and
pavement) of this road section, are based on the following criteria:
 Wherever ICT has done surveys in 2015, the same data has been forecasted
for 30 years using appropriate growth factors derived by ICT; and
 On locations where ICT has not conducted traffic surveys, the traffic data
forecast upto 2015 by iDeck has been used.
Significant movement of empty trucks was noted from Bangalore side to AP
Border. Consequently, the axle load survey shows low VDF values of truck
movements in UP direction (Bangalore to Andhra Pradesh). However, on the
reverse direction, very high VDF is recorded in the case of two and three axle
trucks and multi-axle trucks.
The project road is presently of two lane width, and is approximately 40 km long.
Based on various factors, the study has divided the entire road section into two
homogeneous sections. The base year traffic count analysis and its projection to
future years shows that, Homogenous Section I would be required to be improved
to two-lane with paved shoulder from 2015 itself, and would require further
improvement to four lane, when the traffic will cross the threshold value of 18,000
PCUs in the year 2026.
Homogenous Section II would be required to be improved to two-lane with
granular shoulder until the year 2022, after which it may be improved to two-lane
with paved shoulder configuration. Therefore, to provide enhanced safety and
reduced maintenance requirement, HS-II is also recommended to be improved to
two-Lane with paved shoulder from the beginning (i.e. opening year 2020). The
homogenous section II would require to be widened to 4 lane configuration from
the year 2032 onwards, when the traffic would cross the threshold value of
18,000 PCUs.

6 - 39
7. Engineering Designs
and Alternatives
7. ENGINEERING DESIGNS AND ALTERNATIVES
7.1 INTRODUCTION
As explained in the previous chapter, the Project road (SH 82) starts from the
junction of NH 234 near Chintamani (Km 47+203) and ends on the Border of
Andhra Pradesh at Km 87+331 in Kolar District of Karnataka. The preceding
Segment of SH 82, Hoskote to Chintamani was recently improved and
constructed under KSHIP-II. The Project road is a 2 lane bituminous road with
earthen shoulders on both sides. The alignment at some locations mainly beyond
Tadgol Cross is having substandard geometrics which are not satisfying the codal
provisions for both horizontal and vertical geometry. Improvement of the project
road involves improvement of substandard geometry and capacity argumentation.
This chapter deals with Engineering Designs and Alternatives studied for the
improvement of the project road.
7.2 ALIGNMENT IMPROVEMENT PROPOSAL
Improvement proposals for the project road are proposed based on objectives
outlined in Terms of Reference (TOR). As mentioned in TOR main objective of
proposed project is improvement of safety feature of the alignment, capacity
augmentation and improvement within existing Right of Way (ROW) as far as
possible.
As per IRC:SP:73-2015 all highways warranting 2-laning have to be provided with
1.5m wide paved shoulders from safety considerations irrespective of the volume
of traffic. Further four lane configuration is to be provided in built-up areas of
length more than 200m irrespective of traffic volume.
7.3 WIDENING
The lane configurations recommended for the project road is as given in
Table 7.1.
Table 7.1: Recommended Lane configuration
Stretches (Km) Length
Sl. No. Lane configuration
From To (km)
2 48+475 48+910 0.435 2 Lane urban on RUB approach
4 68+326 68+726 0.400 2 Lane urban
6 70+830 71+130 0.300 4 Lane Urban
8 73+150 73+450 0.300 4 Lane Urban
The proposed improvement as far as possible is within the existing right of way
avoiding land acquisition except for locations having inadequate width,
realignments with geometric improvements, provision of highway facilities like Toll
plaza, Bus Lay byes, Truck lay byes and Rest area etc.
7-1
Engineering Designs and Alternatives
Considering the need to minimize land acquisition concentric widening of existing

carriageway is adopted for majority of the section. The summary of widening is
given in Table 7.2.
Table 7.2: Summary of Widening
Widening length in Km Curve Improvement Realignment

Concentric Eccentric (Km) (Km)
36.159 0 2.640 0.975
Typical Cross Sections

Based on the traffic projection, capacity and the design standards enumerated in
Chapter 5: Design Standards, the typical cross-sections applicable for various
sections of the project road have been prepared. The typical cross sections are
given at the end of this Chapter. Proposed Cross-sections in urban locations
have been customized to suit field conditions and minimize R&R impact and Land
Acquisition. The cross-sections in Urban Locations were developed within 16 m
and 20 m formation width, without compromising on safety and capacity
augmentation requirement of the project road.
These typical sections have been prepared separately for various alternatives like
reconstruction, rehabilitation, Built-up areas, etc. as follows:
TCS-1 Typical Cross Section for 2-Lane with Paved Shoulder

(Open Country) – Concentric Widening
(Open Country) – Realignment/New Construction/Bypass
TCS-3 Typical Cross Section for 4-Lane Divided Highway Without Service
Road (Urban Section) – Concentric Widening Built-Up Section within
20m CoI
(Urban Section) – Concentric Widening Built Up Section with 16m CoI
TCS-5 Typical Cross Section for RUB Approach
(Cutting Section – Rigid Pavement)
(Cutting Section)
(Half Cutting/Half Fill Section)
(construction of embankment with pond/fly ash)
7.4 BYPASSES AND REALIGNMENTS

As per Clause 3 – Scope of Service of Terms of Reference of the project a
―Bypass proposals should be considered wherever in urban areas, improvement
to two lanes of the existing road is not possible‖. Locations not confirming to
design standards for the design speed limit as per IRC standards, sharp right
angle turns and sections prone to accidents have been improved by short
realignment.
7-2
Selection Criteria
Various factors that influence selection of realignment are as given below. After
careful evaluation preferred option is recommended for the proposed Highway
alignment.
1. Length of Proposed Option
2. Road Geometric Standards
3. Spread of the town i.e. left side or right side
4. Type of Land Acquisition
5. Structures – Minor Bridges, Major Bridges
6. Environmental Constraints
7. Social Impact – Relocation and Rehabilitation costs.
8. Construction Problem
9. Cost
As explained in chapter 4, there is no major settlement along the project road.
Hence provision of bypass is not required. However, the project road is having
substandard horizontal geometry in some sections. There are about 27 nos
Horizontal curve having radius less than 200m with a design speed of less than
the minimum 80 kmph stipulated in code along the project road. The horizontal
radii near Tadgol crossing is about 70m and 55m. At Km 83+000 before Thopalli
village, the horizontal radius is about 70m with S-curve. Hence to improve safety
of road users some major realignment have been considered as part of geometric
improvement.
Other than major realignment as explained above several substandard curve radii
throughout the project road are proposed to be improved to the design standards.
The major realignments details are given in Table 7.3.
Table 7.3: List of Realignments
Sl. Name of Existing Chainage Design Chainage (Km)

No. Town/Village Start End Start End Length
1 Tadgol Crossing 63+500 64+200 63+470 64+045 0.575
2 Thopalli 75+130 75+600 74+900 75+300 0.400
7.5 BYPASSES / REALIGNMENTS

7.5.1 Realignment (Tadgol crossing)
The project road turns right ward at km 63+500 before Tadgol crossing with
horizontal curve radius of 117m. The SH 99 takes off with Y junction from SH 82
where some small residential and commercial buildings exist along the road.
Then the alignment turns leftward with curve radius of about 55m.
Further the project road moves rightward at Km 64+200 with radius of 75m. Thus
the section from Ch. 63+500 to Ch. 64+200 has very poor horizontal geometry
and is a black spot where number of total accidents had happened in the past.
Hence, to improve safety of the road users geometric improvement in form of
realignment between Ch. 63+500 to 64+200 has been proposed. Further due to
the realignment, the road length has also been reduced by 125m. The proposed
realignment on google Imagery is shown in Figure 7.1.
7-3
View of Junction of SH 99 View of Sharp curve at Km 63+920
Figure 7.1: Proposed Tadgol Realignment

7.5.2 Realignment near Thopalli Settlement
There are four continuous substandard horizontal curves within a length of about
470m from km. 75+130 to km. 75+600 (existing Chainage). The horizontal curve
radii are of 40m to 90m. Further the embankment height in this stretch is also
about 2.5m. Due to these existing features this stretch is an accident prone area.
Hence considering the safety and to reduce the series of curves, realignment has
been proposed from Km 74+900 to Km 75+300 (Design Chainage). The
proposed realignment on google Imagery is shown in Figure 7.2.
View of S Curve at 75+150 View of blind curve at Km 75+600

with cross road
7-4
Figure 7.2: Proposed Realignment near Thopalli settlement

7.6 DESIGN OF ALIGNMENT
Locations not confirming to design standards for the design speed limit as per
IRC standards, sharp curves, steep grades, reaches requiring raising and
sections prone to accidents have been improved by improvement of geometrics.
Horizontal Alignment
The geometric features of alignment have been designed using MX ROAD
software. The alignment has been largely designed to a design speed of 100
kmph except in some built-up and rolling terrain section. To minimize social
impact due to additional acquisition of structures, the speed has been reduced to
80 kmph at 8 locations for a length of 2.15 Km.
The project road has 105 numbers of horizontal curves in a length of 39.774 km.
Vertical Alignment
The vertical alignment of the Project road has been designed conforming to the
design standards for the design speed limit as per IRC-SP:73-2015 and also the
following:
a) Sight Distance
b) Avoid excessive cut and fills along the Project Road
c) Level of the Existing Project Road
d) Typical low and high points along the Project Road
e) Existing and proposed culverts/bridges on the Project Road
f) The allowable grade for the type of terrain and speed has been adopted
except warranted by obvious constraints
The gradient has been kept below the ruling gradient of 2.5% except from km
72+900 to km 73+290 where the gradient is 3.05%. Further to minimize the
excess cutting in built up sections, which will create inconvenience to access the
7-5
Highways, design speed has been reduced to 80 kmph at 4 locations and 65

kmph at 2 locations.
The project Road has 100 numbers of Vertical curves in a length of 39.774 km.
Detailed Cross-sections have been prepared showing the proposed
carriageways, earthworks and existing ground, at 20m intervals. The Plan Profile
and Detailed cross Section drawings have been given in Volume XV: Drawings.
7.7 PROPOSED PAVEMENT DESIGN
The Consultants conducted pavement investigations of the existing road which
includes visual pavement condition survey, ascertain engineering characteristics
of existing sub-grade by carrying out in-situ & laboratory testing of soil sampled
from excavated test pits, determining existing pavement composition, determining
in-situ CBR by conducting DCP test on sub-grade top, determining structural
strength of existing pavement by conducting BBD test and testing of existing
pavement material. Based on the findings of such extensive pavement
investigation, the consultants undertook pavement design for rehabilitation of the
existing pavement and new construction along the project corridor for meeting the
design requirements specified in the TOR.
7.7.1 Pavement and Subgrade Investigation
Majority of the input data required for the pavement design are obtained from
pavement and sub-grade investigation carried out as per the Terms of Reference
(TOR) and activities involved in the process are detailed as here under:
(i) Review of all available reports
Consultants gathered information from various PWD departments of concerned
regions. This information was studied and accordingly pavement investigation were
planned / conducted and designs were carried out based on the findings of this
investigation.
(ii) Identification of homogenous sections
Homogenous sections are identified based on traffic characteristics along the
project road sections. Pavement design for new construction and rehabilitation is
taken up for each homogenous section based on design traffic and borrow
soil/existing subgrade soil characteristics along the project corridor.
The identified homogenous sections for the project road are shown in Table 7.4
Table 7.4: Homogenous Sections
Homogenous Design Chainage (Km) Approx. Length

Sections From To (Km)
HS I 47.203 63.600 16.397

HS II 63.600 86.977 23.377
(iii) Road and Pavement Condition Surveys
The consultants carried out detailed field study to collect road and pavement
surface condition during the months of July, August and September 2015. The
prime objective of pavement condition survey was to identify distresses and
sections with similar characteristics. All distresses were systematically recorded
and quantified as per TOR’s requirement for the purpose of determining mode of
rehabilitation or requirement of any reconstruction. The pavement condition survey
was carried out to cover the following conditions.
7-6
 Pavement condition: which includes surface distress such as % cracking,

rutting, % raveling, potholes and edge break
 Shoulder condition: which includes rut depth, material loss, corrugation and
edge drop
 Embankment condition: This includes height of embankment with general
condition and extent of slope erosion.
(iv) Investigation for existing Pavement Composition
In order to obtain existing pavement composition details, test pits were dug at
every 500 m interval staggered on the both sides along the project. For each test
pit following details/observations were recorded:
 Test pit reference (Id and location)
 Pavement composition (material type and thickness)
 Subgrade type and condition (wet/dry)
The summary of existing pavement composition which includes average, minimum
and maximum thickness of each layer for each homogeneous section is presented
in Table 7.5.
Table 7.5: Summary of Existing Pavement Compositions
Granular Base/
Road Bituminous (mm)
Sub base (mm) Remarks
Section
Min Max Avg. Min Max Avg.
67% of length have both
granular base & sub base
HS I 40 100 65 150 520 360 layers, rest of length have
either base or sub base
layer
93% of length have both
granular base & sub base
HS II 40 100 63 235 550 385 layers, rest of length have
either base or sub base
layer
Strength of Existing Pavement

Structural strength evaluation of the existing pavement was carried out by taking
deflection measurements using Benkelman Beam Deflection (BBD) technique as
per IRC: 81-1997. Deflection surveys were carried out as per the TOR provisions
with main line deflection and control line deflection.
The summary of characteristic deflection is shown Table 7.6.
Table 7.6: Characteristic Deflections
Homogenous Section Avg. Characteristic

From (Km) To (Km) Deflection (mm)
47.0 51.0 0.71
51.0 62.0 1.03
7-7
Homogenous Section Avg. Characteristic

From (Km) To (Km) Deflection (mm)
62.0 74.0 1.28
74.0 82.0 0.73
82.0 87.0 1.05
The characteristic deflection varies from 0.71 mm to 1.28 mm. The Average
deflection is of the order of 1 mm or less except for the stretch from Km 62.0 to Km
74.0 where average deflection of 1.28 mm is obtained. This indicates
comparatively weaker subgrade support on this 12 km stretch.
7.7.2 Design Considerations
Both flexible and rigid pavement options are considered for the project road. The
detail design of pavements involves the following cases.
(i) Strengthening (in the form of overlay/partial reconstruction depending on the
present condition of Bituminous layers) of the existing pavement where
alignment and primary levels remain unchanged along the project corridor;
(ii) Design of the pavements for new construction in widening portion and full
depth reconstruction sections. These reconstruction sections are defined on
the basis of realignment, by-passes, raising of embankment and extent of
damages in the existing pavement.
(iii) Design of service roads
The methodology adopted for pavement design (both new and rehabilitation) is
presented in a flowchart (Figure 7.3 and Figure 7.4) indicating the various steps
involved in the design process, their interaction with one another and the input
parameter required in each step.
7-8
Figure 7.3: Pavement Design Procedure (New Construction)
Main Activity: Alignment Survey

Sub Activity:
 Assess Geotechnical Problem Input for Pavement Design:
 Gathering Adjacent land and Utility details  Temperature & Rainfall
 Collection of climate details of Project Influence Area  Final Alignment
 Bypass Finalization if any and choosing final Alignment
Main Activity: Estimation of Traffic

Sub Activity: Input for Pavement Design:
 Conduct Traffic Volume Survey & calculate AADT  Establish Traffic
 Define uniform/Homogenous sections Homogenous Sections
 Conduct Axle load Survey & determine VDF  Calculate Design Traffic
 Choose design life as per IRC codes and TOR (msa)
Main Activity: Testing of Soil for subgrade

Sub Activity: Input for Pavement Design:
 Road bed soil survey  Design Subgrade CBR
 Identification of Borrow Area and collection of Soil Samples  Establish Soil Homogeneous
 Laboratory Testing of Soil Samples sections
 Determining characteristics and strength of borrow soil
Main Activity: Selection of Pavement materials

Sub Activity:
 Identification of materials and collection of sample Input for Pavement Design:
 Material Characteristics
 Testing of aggregates
 Checking the suitability of materials as per IS/IRC Codes
 Accept, reject or modify the materials as per Codes
Main Activity: Pavement Design

Sub Activity:
 List the specifications of materials used in pavement layers as per code
 Flexible Pavement & Rigid Pavement Design as per IRC codes and
determine the thickness of Pavement layers
 Life cycle cost analysis of both flexible and rigid pavement
 Accept the pavement which is economical and more feasible
7-9
Figure 7.4: Pavement Rehabilitation Design Procedure
Carry out Desk Study: It includes Carry out initial Pavement assessment by
 Existing Pavement Composition data if any conducting detailed visual pavement condition
survey
 Geology and soil type around Project Influence area
 Pavement Maintenance history
Establish Homogenous sections based on Initial

pavement condition assessment and desk study
Assessment of existing subgrade soil Assessment of existing Granular Crust and

characteristics and strength by Bituminous Layers by collecting samples and
 Conducting DCP test on excavated test pits testing them in approved laboratory
 Testing of soil sample collected from test pits
Determination of Structural Strength of existing

pavement by carrying out BBD testing, keeping in
view the homogenous section determined
previously
Reassessment of Homogenous sections based on

BBD test results existing Subgrade Strength and
pavement crust thickness
Identify the Road sections which needs

 Reconstruction
 Partial Reconstruction
 Bituminous Overlay
Rehabilitation of Pavement
 Overlay Design as per IRC Code
 Pavement Design for reconstruction Sections
7 - 10
7.7.3 Design Standards

The design standards followed are:
(i) The new flexible pavement is designed to cater for design traffic estimated for
design period of 15 / 20 years in accordance with IRC-37: 2012 (Guidelines
for design of Flexible Pavements). While carrying out the design, provisions
made in IRC: SP -84-2014 and IRC: SP-73-2015 are also taken into
consideration.
(ii) Flexible Overlay designed in accordance with IRC: 81 – 1997 [Guidelines for
Strengthening of Flexible Pavements using Benkelman Beam Deflection
(BBD) technique]
(iii) Rigid pavement is designed according to IRC: 58-2015 for 30 years design
life.
(iv) Pavement for service roads is designed as per IRC: 37- 2012 for design
traffic specified in IRC: SP 84-2014 for four-lanes and IRC: SP-73 -2015 for
two lanes.
(v) Pavements for truck lay-byes and parking areas are designed with the
provision of interlocking concrete block as per IRC: SP 63-2004.
7.7.4 Design inputs
Following design inputs have been considered in the pavement design.
a. Design Subgrade CBR
Potential borrow areas of selected earth have been identified and located along the
project corridor in order to use good soil for the construction of subgrade and
embankment. The numbers of potential borrow areas identified along the project
road is eight (8). Sieve analysis, Atterberg limits, Proctor Compaction
characteristics and soaked CBR (at three energy levels) were tested to determine
the engineering characteristics of borrow soil.
Assuming that the same borrow area will be used for both embankment and
subgrade construction; effective CBR for the project road has been determined and
presented in Table 7.7.
Table 7.7: Design CBR of Soil from Borrow Area
Lead from Proposed
CBR (%) at 35 blows

(95% Compaction)
(97% Compaction)
Adopted Effective
Effective CBR (%)
Alignment (Km)
Design CBR (%)

CBR (%)
S.No
Chainage
Side Coverage Area
(Km)
1 50+500 LHS 1.3 8 9 8 Borrow area at Km 55.6 to be used

for construction of subgrade for
12
Stretch from Km 47.0 to Km 59.0
2 55+600 LHS 1.2 20 23 22
with lead upto 8 Km.
3 59+600 RHS 0.6 5 6 5
Borrow area at Km 64.8 and Km 75.8
4 64+800 LHS 0.2 14 16 15 to be used for construction of
12
5 70+300 RHS 0.2 9 11 10 subgrade for Stretch from Km 59.0 to
Km 80.5 with lead upto 6 Km.
6 75+800 LHS 0.1 14 15 14
7 - 11
Lead from Proposed
CBR (%) at 35 blows

(95% Compaction)
(97% Compaction)
Adopted Effective
Effective CBR (%)
Alignment (Km)
Design CBR (%)

CBR (%)
S.No
Chainage
Side Coverage Area
(Km)
7 80+500 LHS 0.2 10 11 11

Borrow area at Km 85.3 to be used
for construction of subgrade for
8 85+300 RHS 0.5 9 11 10 10
Stretch from Km 80.5 to Km 87.0
with lead upto 5 Km.
Note: Soil of all Borrow area locations is suitable for embankment construction
b. Vehicle Damage Factor

Twenty four hours axle load survey has been carried out on the project road. VDF
is determined based on the methodology recommended in IRC: 37-2012.
The VDF values have been calculated direction wise and the maximum VDF value
of up and down directions has been adopted for pavement design. Vehicles
category wise VDF values are summarized in Table 7.8.
Table 7.8: Summary of VDF values
VDF
2-Axle 3-Axle Multi Axle
Road Sections LCV Bus
Truck Truck Vehicle
Up Direction 0.61 0.59 0.63 0.60 1.43
Down Direction 0.41 9.43 7.50 0.78 9.79
Adopted for design 0.61 9.43 7.50 0.78 9.79
c. Design Period
IRC: 37-2012 recommends that National / State Highways should be designed for
a minimum life of 15 years. The Two and Four laining Manuals through PPP (IRC
SP: 73-2015 and IRC SP: 84 2014) specify the minimum design period of 15 years
or the operation period, whichever is more, for the thickness of the granular base
and sub base layers and initial bituminous surfacing for a minimum design period
of 10 years. IRC SP :84-2014 and IRC SP: 73-2015 also specify that the new
pavement shall be designed in accordance with the IRC: 37-2012 Guidelines for
the Design of Flexible Pavements. IRC: SP-73-2015 recommended minimum 15
years of design period. IRC: 81-1997 recommended that design period of overlay
for major road should be at least 10 years.
Considering all these aspects and Client’s requirement, pavement is designed for a
period of 15 years as well as 20 years.
d. Widening Configuration and Distribution Factor
IRC: 37-2012 suggest different distribution factors depending on lane / carriageway
configuration. Based on this guide line and proposed lane configurations of
homogeneous sections, appropriate distribution factors are adopted for estimating
design traffic loading. The lane configurations are presented in Table 7.9.
7 - 12
Table 7.9: Lane Configurations
Homogeneous Existing Lane Proposed Lane

Design Period
Sections Configuration Configuration
2L 2020-2026 2L+PS
HS-I 2026-2034* 2L+PS
2L
2026-2039** 4L+PS
2020-2034* 2L+PS
HS-II 2L
2020-2034** 2L+PS
Note: L=Lane, PS= Paved Shoulder
*15 years Design Life, ** 20 years Design life
e. Design Traffic
The Design Traffic is estimated considering the AADT projected and vehicle
damage factor (VDF determined from the axle load data presented in the traffic
report and summarized in Table 7.8).
The adopted design traffic for each of the homogeneous sections is presented here
below in Table 7.10.
Table 7.10: Design Traffic for Different Homogeneous Sections
20 years Design Life 15 Years Design Life

Road Estimated Estimated
Design Adopted Design Design Traffic Adopted Design
Sections
Traffic (msa) Traffic (msa) (msa) for 15 Traffic (msa)
for 20 years years
71 msa for 2  30 msa* upto 45 msa for 2  30 msa* upto
lane 2026 for 2 lane lane 2026 for 2 lane
configurations configuration configurations configuration
throughout throughout.
 40 msa for overlay  20 msa for
HS-I 57 msa if design on existing 38 msa if overlay design
upgraded to 4 2 lane and for upgraded to 4 on existing 2
lane after additional 2 lane lane after 2026 lane and for
2026 pavement from additional 2
2026-2039 lane pavement
from 2026-2039
HS-II 52 50 for 20 years 33 30 for 15 years
*For stage construction design traffic for initial 2 lane construction (2020-2026) has
been taken as 16*1.67 = 26.72 msa = 30 msa (say). Please note that 16 MSA is
the 1st stage cumulative traffic loading during 2020- 2026 period.
Estimated design traffic in terms of MSA over different time horizons and stage of
construction is given in Fig 7.5
7 - 13
Figure 7.5 Estimated MSA over different time horizons, HS-1
f. Pavement Materials
Material investigation and laboratory testing have been conducted for determining
basic engineering properties of materials that are to be incorporated in pavement
construction. Sub base and base course will be constructed with crushed rock
aggregate as per MORT&H Specification. As per IRC: 37-2012, VG 40 bitumen is
to be used for homogenous sections having traffic greater than 30 MSA and VG 30
bitumen is to be used for homogenous sections having traffic less than 30 MSA.
Thus, the Elastic modulus of DBM and BC layer with VG 40 is considered as 3000
MPa and that for VG30 as 1700 MPa for pavement design.
Pavement composition and layers thickness are determined as per IRC 37-2012
based on estimated design traffic and design subgrade CBR of each homogenous
sections.
In Rehabilitation design of road, recycled asphalt pavement (RAP) material and
cement treated sub base (CTSB) is taken into consideration and proposed
wherever found suitable as per design. Elastic modulus (E) of 600 MPa is
considered both for RAP and CTSB as per IRC:37-2012. Existing bituminous layer
will be milled and used in RAP mix comprising 20 -30% of RAP and 70-80% of
fresh aggregate depending on the grading.
7 - 14
7.7.5 Design of New Flexible Pavements

Pavement for new construction in widening, bypass and reconstruction portion is
designed based on subgrade strength, material characteristics and design traffic as
discussed in previous sections.
Flexible pavement is designed for design life of 15 years as per IRC:37-2012 as
well as 20 years as desired by client. The 20 years single stage design has been
adopted in consultation with the client.
Moreover, for 20 years design life two cases are considered for homogenous
section I. In case 1, HS I is designed in two stages with 2-lane till 2026 and then
upgraded to 4-lane till year 2039. In case 2 HS I is designed as 2-lane throughout
20 year design period from 2020-2039. For Case-2, 70 MSA design traffic is
adopted as against estimated traffic of 71 MSA.
Similarly for 15 years design period, Homogenous Section HS I of Chintamani to
AP Border road is also designed in two stages with Stage I as two lanes with paved
shoulder facility for period 2020-2026 and in Stage- II it is widened to four lane till
year 2034. The reason for two stage design is that in the year 2026, the level of
service of HS I road section reaches LOS B, as traffic volume reaches 18000 PCU.
Hence in first stage, two lanes pavement is designed till year 2026 and thereafter,
one new lane is proposed to be added adjacent to outer lanes of 2-lane
carriageway along with its strengthening (overlay).
The methodology of 2-stage pavement design of HS-I is explained below:
The method of design of stage construction is based on the concept of ―remaining
life‖ as described in Asphalt Institute Guidelines (Thickness Design—Asphalt
Pavements for Highways and Streets, M S 1 - 9th Edition; Thickness Design
Software: SW-1; Construction Leaflet, CL-7 etc.). The pavement structure is
designed on the presumption that the second stage of construction shall constitute
of overlay placed over the pavement of first stage construction which has used up
60% of its design life. The first stage should be designed such that 60% of the
pavement’s remaining life is used during the first stage, leaving 40% to be used
up during the second phase. Thus, in first phase, 60% of design traffic (26.72
MSA) i.e. 16 MSA which corresponds to 7 years’ estimated traffic, will be
consumed up to the year 2026 when the project road needs to be upgraded to 4-
lane. In the 2nd stage, additional lanes which will be then newly constructed, is
designed for 40 MSA (estimated design traffic obtained as 41 MSA) which
corresponds to the traffic estimated from remaining 13 years i.e., up to the year
2039 which is the end of total design period of 20 years. The existing pavement
of 2-lane carriageway is considered for strengthening by providing overlay,
thickness of which is determined based on the assumption that (a) wearing
course (BC) of 40 mm will be worn out fully after first phase, and (b) overlay to be
adequate for the entire 2nd stage design traffic.
Homogenous Section HS II however is designed as two lanes with paved shoulder
facility throughout the design period of both 15 years and 20 years design life.
Pavement compositions for new / widening section have been worked out as per
IRC 37-2012.
Two pavement composition options are considered for the road section. These are
one using conventional pavement materials and the other incorporating RAP
material. A comparative study of both the options is also made. For RAP Layer,
maximum 30% recycled asphalt materials is considered to be generated from
existing pavement. VG-30 grade bitumen is suggested for design traffic less than
30 MSA and VG-40 grade bitumen for design traffic more than 30 MSA.
7 - 15
Pavement layer thickness charts given in IRC 37 – 2012 from plate no. 1 to plate
no. 20 have been referenced for pavement design and are presented in
Tables 7.11, 7.12 & 7.13 below.
Pavement Composition for 15 Years Design Life:
Table 7.11: Pavement Design for New / Widening Section
Chainage Pavement Composition (mm)
Design Traffic (MSA)

Design Subgrade
Option 1 (Conventional) Option 2 (RAP)
CBR (%)
Design
HS From To Period
CTSB
Km Km BC DBM WMM GSB BC RAP
Design Stage -I (HS-I 2 Lane)

HS I (2L) 47.2 63.6 2020-26 12 30 40 80 250 200 40 105 200
63.6 78.0 2020-34 12 30 40 80 250 200 40 105 200
HS II
78.0 86.9 2020-34 10 30 40 95 250 200 40 110 200
Design Stage -II (HS-I upgraded to 4 Lane)
HS-I
(new 47.2 63.6 2026-34 12 20 40 70 250 200 40 90 200
construction
of add. 2 L)
HS-I
47.2 63.6 2026-34 Overlay of 40 mm BC
(old 2 L)

Table 7.12: Pavement Design for New / Widening Section
(Case 1: Stage Construction)
Design Subgrade

CBR (%)
Design
HS From To Period
Km Km CTSB*
BC DBM WMM GSB BC DBM RAP
Design Stage -I (HS-I 2 Lane)

HS I (2L) 47.2 63.6 2020-26 12 30 40 80 250 200 40 - 105 200
63.6 78.0 2020-39 12 50 40 80 250 200 40 50 90 250
HS II
78.0 86.9 2020-39 10 50 40 95 250 200 40 50 100 250
Design Stage -II (HS-I upgraded to 4 Lane)
HS-I
47.2 63.6 2026-39 12 40 40 80 250 200 40 50 80 225
(new const. of addl. 2-lanesL)
HS-I
47.2 63.6 2026-34 Two lanes Overlay of 40 mm BC + 50 mm DBM on existing
(old 2 L)
* CTSB – Cement treated Sub base
7 - 16
Table 7.13: 20 years Pavement Design for New / Widening Section

(Case 2: Single stage construction)
Design Subgrade
Design Traffic
CBR (%)
(MSA)
Design
HS
From To Period
CTSB*
Km Km
BC DBM WMM GSB BC DBM RAP
HS I (2L) 47.2 63.6 2020-39 12 70 40 95 250 200 50 50 110 250
63.6 78.0 2020-39 12 50 40 80 250 200 40 50 90 250

HS II
78.0 86.9 2020-39 10 50 40 95 250 200 40 50 100 250
* CTSB – Cement treated Sub base

Note: On carrying out construction cost analysis of pavement using conventional and RAP
materials, it is found that cost per km for pavement with conventional materials is about 6%-9%
more than that with RAP materials. However, pavement construction with RAP materials requires
stringent quality control during construction and hence pavement (option 1) with conventional
materials is considered for both Case 1 and case 2.
7.7.6 Rehabilitation Design of Existing Flexible Pavements

Rehabilitation (partial /full depth reconstruction and overlay) design of existing
pavement is based on the following:
 Existing pavement condition,
 Existing subgrade characteristics,
 Deflection characteristics,
 Change in vertical alignment (raising of embankment),
 Economic lead of borrow soil and other construction material, and
 Use of alternative material such as RAP, cement treated sub base.
Various options as mentioned above have been taken into consideration for
rehabilitation design of flexible pavement which includes partial/full depth
reconstruction and overlay design. Best alternative for pavement composition is
selected based on availability of material, economic design and engineering
judgment.
The field investigation of pavement composition and testing of existing pavement
materials shows that granular layer thickness varies from 360 mm to 385 mm at
most of the places and GSB/WMM material contains more finer materials as
specified in standards (the test results are presented Annexure 4 of material
report), hence in partial reconstruction after milling/scarifying existing bituminous
layer, existing granular layer will be dismantled and re-used as part of the subgrade
material either on the widening portion or at the same location as appropriate.
The summary of rehabilitation (partial/full depth reconstruction and overlay)
design of all the project road sections are presented Tables 7.14, 7.15 & 7.16
below.
7 - 17

Table 7.14: Pavement Design for Rehabilitation
Chainage Existing
Pavement Rehabilitation (Reconstruction/Overlay)
Characteristic Deflection
CBR of Subgrade (%)
Composition (mm)

Pavement Condition
Existing Subgrade
CBR at 97 % MDD
Avg.
Borrow Soil
Thickness
(mm) Option 1 Option 2
(mm)
From Km
To Km
Granular Layer
Bituminous
CTSB
Layer
WMM
DBM
GSB
RAP
BC
BC
HS-I 47.2 63.6 Fair 65.0 360.0 7.5-26 12 30 0.70 40 80 250 200 40 105 200
HS-II 63.6 78.0 Fair 10-26 12 30 1.13 40 80 250 200 40 105 200
63.0 385.0
78.0 86.9 Fair 5.6-23 10 30 0.90 40 95 250 200 40 110 200
*For HS I 26 msa design traffic has been considered from 2020-2026

Pavement Composition for 20 Years Design Life

(Case 1: 2-Stage construction)
Chainage Existing
Borrow Soil CBR of Subgrade (%)
Rehabilitation (Reconstruction/Overlay)
Existing Subgrade CBR at 97 %
Pavement
Characteristic Deflection (mm)
(mm)
Composition
Avg.
Pavement Condition
Thickness Option 1
Option 2 (RAP)
(mm) (Conventional)
From Km
MDD
To Km
Bituminous Layer
Granular Layer
CTSB
WMM
DBM
DBM
GSB
RAP
BC
BC
47.2 63.6 Fair 65.0 360.0 7.5-26 12 30 0.70 40 80 250 200 40 - 105 200
63.6 78.0 Fair 10-26 12 50 1.13 40 80 250 200 40 50 90 250
63.0 385.0
78.0 86.9 Fair 5.6-23 10 50 0.90 40 95 250 200 40 50 100 250
*For HS I 26 msa design traffic has been considered from 2020-2026
7 - 18

(Case 2: Single stage construction)
Existing Rehabilitation
Chainage
Pavement (Reconstruction/Overlay) (mm)
Characteristic Deflection
Composition
CBR of Subgrade (%)

Pavement Condition
Existing Subgrade
Avg.
CBR at 97 % MDD
Thickness Option 1
Borrow Soil
(mm) Option 2 (RAP)
(Conventional)
(mm)
From Km
Bituminous Layer
To Km
Granular Layer
CTSB
WMM
DBM
DBM
GSB
RAP
BC
BC
47.2 63.6 Fair 65.0 360.0 7.5-26 12 70 0.70 40 95 250 200 50 50 110 250
63.6 78.0 Fair 10-26 12 50 1.13 40 80 250 200 40 50 90 250
63.0 385.0
78.0 86.9 Fair 5.6-23 10 50 0.90 40 95 250 200 40 50 100 250
7.7.7 Design of Rigid Pavements

With the aim to carry out life cycle cost analysis, rigid pavement option is also
considered for the entire project road sections. The rigid pavements are designed
as per IRC:58-2015.
Rigid pavement will be provided at toll plaza location underpass, fly over and
Road under Bridge (RUB) locations.
Design Traffic and Subgrade CBR:
The rigid pavement has been designed to withstand the cumulative effect of the
axle load repetitions of different commercial vehicles applied over the design life
of 30 years. As per IRC 58 – 2015, only 25% of the cumulative repetitions of
commercial vehicles for 30 years are taken as the design traffic for computing the
expected axle load repetitions for design.
Based on the base year traffic volume data and the growth factors, the
cumulative repetitions of commercial vehicles for 30 years design life has been
worked out. Design Subgrade CBR values are considered as worked out in
flexible pavement design earlier.
Design Traffic for Rigid Pavement Design has been calculated for homogeneous
sections and summarized design traffic and design subgrade CBR is presented in
Table 7.17.
Table 7.17: Design traffic for Rigid Pavement
Design Traffic in terms of

cumulative number of
Homogeneous From To Design
axle repetitions after
Sections (Km) (Km) CBR (%)
adjusting for lateral
placement of axles
HS-I 47.2 63.6 40.78 x 106 12
6
63.6 78.0 30.12 x 10 12
HS-II 6
78.0 86.9 30.12 x 10 10
7 - 19
Dry Lean Concrete and K-Value:

For rigid pavement design, the assumed thickness of dry lean concrete (DLC)
layer is considered as 150 mm. Modulus of reaction (K value), corresponding to
12% & 15% CBR have been worked out to be 300 MPa/m. The approximate
increase in k value due to 150 mm DLC has been worked out to be 300 MPa/m.
This is termed as effective K value as has been used for determining base
thickness of CC slab.
Other Basic Design Inputs:
The sample of base input data considered for rigid pavement design is presented
below:
Design Life = 30 yrs.
Subgrade CBR = 15 %
Thickness of DLC = 150 mm
Tire Pressure, p = 0.8 Mpa
Modulus of elasticity of concrete, E = 30000 Mpa
Poisson’s ratio, µ = 0.15
Coefficient of Thermal Expansion of Concrete, a = 0.00001 / OC
O
Temperature Differential for BUC, Dtbuc= 20.72 C
O
Temperature Differential for TDC, Dttdc = 15.36 C
28 - day Flexural Strength of Concrete = 4.5 Mpa
90 – day Flexural Strength of Concrete = 4.95 Mpa
Spacing of Contraction Joint, L = 4.5 m
Spacing between Longitudinal Joint and edge of
3.5 m
Pavement, B =
Tied Concrete Shoulders? (Yes/No)= yes
Axle Load Spectrum
Pavement Design Details
The Rigid pavement design details are summarized in Table 7.18.
Table 7.18: Rigid Pavement Design
Pavement Deformed Tie Bar
Dowel Bar Details
Composition, mm Details
Road
Diameter
Diameter
Spacing
Spacing
Length
Length
Section
PQC
GSB
DLC
mm
mm
mm
mm
mm
mm
HS-I 290 150 150 36 450 300 12 640 640

HS-II 290 150 150 36 450 300 12 640 640
Note: As per clause 6.3.4.1 of IRC 58-2015, the design PQC thickness may be increased by 10
mm to (i) permit to retexturing and (ii) grinding to rectify faulting during the service life
Note - The composition of rigid pavement required at underpass, toll plaza and RUB in the project
road sections is as per above table at required Chainage.
7 - 20
7.7.8 Design of Bus bay, Truck lay-byes and Parking Areas

The pavement composition of bus bay will be similar to the flexible pavement
composition of main carriageway for the locations where bus bays are proposed.
For truck lay-byes and parking areas interlocked concrete block pavement is
proposed. The composition and thickness of pavement is designed as per IRC SP:
63-2004. As the effective CBR of borrow soil is above 10% for project road, same
is considered for interlocked concrete block pavement. Hence as per Table 1 of
IRC SP: 63-2004, the pavement composition of truck lay-byes and parking areas
are shown in Table 7.19:
Table 7.19: Pavement Composition of Truck bay and Parking Area
Pavement Layer Thickness (mm)

Interlocked Concrete Block 80
Sand Bed 20
WMM 250
GSB 200
Minimum compressive strength of interlocked concrete block should be 30 MPa as

specified in IRC SP: 63-2004 and material specifications and gradation of other
pavement layers will be as specified in IRC SP 63-2004.
7.7.9 Final Pavement Schedule
In line with the discussion with the client it is recommended to adopt single stage
construction for a design life of 20 years. 2 Lane configuration of has been
considered for both homogeneous sections in final recommendation.
Based on the analysis and discussion in the preceding sections, the pavement
composition given in Table 7.20 is recommended for new constructions as well as
rehabilitation.
Table 7.20: Pavement Composition (New/Rehabilitation)
(Single Stage Construction for 20 year design life considering 2-Lane
Configuration)

Design Design (New/Rehabilitation/Overlay)
Design
HS Subgrade Traffic
From To Period
CBR (%) (MSA)
Km Km
BC DBM WMM GSB
HS
I 47.200 63.600 12 70 2020-39 40 95 250 200
(2L)
HS 60.000 78.000 12 50 2020-39 40 80 250 200
II
78.000 86.900 10 50 2020-39 40 95 250 200
In partial reconstruction after milling/scarifying existing bituminous layer, existing

granular layer will be dismantled and re-used as part of the subgrade material
either on the widening portion or at the same location as appropriate.
7 - 21
7.8 HYDROLOGY AND DRAINAGE

Recommendations for Bridges
Recommendations for existing bridges are given below:
Bridges over Drainage Channels
The following table gives the recommendation for the existing bridges of the
project road:
Recommendation
Sl. Location Existing Minimum
Name of River
No. (Km) Span Action Waterway
Proposed (m)
1 49+979 Local Stream 3 x 7.7 Retained
2 67+763 Local Stream 1x9 Replaced 20
One new bridge shall be required to be constructed on realigned portion. The

recommendations for this bridge is as follows:
Minimum Waterway
Sl. No. Chainage (km) Name of River
Proposed (m)
1 63+535 Local stream 16
Recommendations for Culverts – The table below gives the list of culverts
proposed for reconstruction.
Existing Proposed
Sl. Span
Chainage Type of (No.x Proposed Proposed Remark
No.
(m)
RCC Box Inadequate
1 53+880 Slab Culvert 3x1.5 2x3.0x2.0
Culvert Size
Hume Pipe RCC Box Codal
2 57+146 2 x 0.6 1x1.5x1.5
3 59+216 10 x 0.90 2x3.0x2.0
Hume Pipe Hume Pipe
4 61+475 3x1.2 3x1.2 Realignment
Culvert Culvert
5 61+994 1x0.9 1 x 1.2
6 65+111 2x0.9 1x4.0x2.0
7 65+207 1X0.6 1x1.2
8 66+500 2x0.9 1x2.0x2.0
7 - 22
Existing Proposed
Sl. Span
Chainage Type of (No.x Proposed Proposed Remark
No.
(m)
9 69+977 1X0.6 1x1.2
10 70+452 4 x 0.9 2x1.5x1.5
11 71+609 2 x 0.9 1x2.0x2.0
12 73+062 2 x 0.9 1x2.0x2.0
13 74+519 2X0.75 1x1.2
14 77+142 3 x 0.9 1x2.0x2.0
RCC Box Inadequate
15 77+349 Slab Culvert 1 x 1.5 1x1.5x1.5
Culvert Size
RCC Box Inadequate
16 77+757 Slab Culvert 1 x 1.5 1x1.5x1.5
Culvert Size
RCC Box Inadequate
17 77+954 Slab Culvert 1 x 1.5 1x1.5x1.5
Culvert Size
18 78+277 2 x 1.2 1x2.0x2.0
RCC Box Inadequate
19 78+559 Slab Culvert 1 x 2.1 1x2.0x2.0
Culvert Size
RCC Box Inadequate
20 78+874 Slab Culvert 3 x 0.9 1x3.0x2.0
Culvert Size
21 79+327 3 x 0.9 1x1.5x1.5
RCC Box Inadequate
22 79+719 Slab Culvert 1 x 1.5 1x2.0x2.0
Culvert Size
23 82+236 4x0.9 1x1.5x1.5
24 82+725 3x0.9 2x2.0x2.0
25 83+244 1X0.6 1x1.2
26 83+478 1x0.9 1 x 1.2
RCC Box Poor
27 85+055 Slab Culvert 1x2.6 1x3.0x2.0
Culvert Condition
RCC Box Inadequate
28 86+372 Slab Culvert 3x1.4 1x4.0x2.0
Culvert Size
RCC Box Poor
29 86+460 Slab Culvert 1x1.5 1x1.5x1.5
Culvert Condition
7 - 23
Widening of Culverts
The following culverts that are in the existing alignment are proposed to be
widened to accommodate the proposed road configuration.
Sl. Proposed Span
Type of Culvert
1 49+622 Hume Pipe Culvert 1 x 0.90
5 60+606 Slab Culvert 1x1.5
6 60+930 Slab Culvert 1x2.0
35 85+810 Hume Pipe Culvert 3X0.9
7 - 24
Sl. Proposed Span

Type of Culvert
New Culverts
The following new culverts are proposed.
Sl. No. Chainage Proposed Type Proposed Size

7 75+047 RCC Box Culvert 1X2.0X2.0
Recommendation for Roadside Drain

Preliminary design calculation for the lined rectangular drain (minimum size)
proposed for urban section of the project road as follows,
Urban Section
Adopted bed width of drain 1 m
Free board 0.3 m
Top width of drain 1 m
Preliminary design calculation for the unlined trapezoidal drain proposed for rural
section of the project road as follows,
Rural Section
Adopted bed width of drain 0. 5 m
Free board 0.15 m
Adopted depth of drain (Min) 0.40 m
Min Top width of drain (Min) 1.9 m
7 - 25
7.9 BRIDGE DESIGN

7.9.1 New 2-lane bridges to replace existing bridges
Details of existing bridge proposed to be replaced on the existing alignment with
new 2-lane bridge are given in Table 7.16 below:
Table 7.16: Existing bridge proposed to be replaced
by new 2 lane bridge
Existing Bridge Proposed 2-Lane Bridge
Location Span
Sl. Total Span Total
No. (Design Arrange-
Length Arrange- Length Remarks
Chainage) ment (m)
(m) ment (m) (m)
Replaced being
67 + 763
1. 1 x 9.00 9.02 1 x 27.30 27.348 hydraulically
(33.5 Skew)
deficient
7.9.2 Existing Bridges proposed to be widened

As per inventory and condition survey three existing bridges are narrow it is
proposed to widen them after repair and rehabilitation since their condition is
satisfactory. These are given in Table 7.17 below.
Table 7.17: Existing Bridges proposed to be widened
Span Total
Sl. Design
Arrangement Length Deck Width (m) Remarks
No. Chainage
(m) (m)
To be widened from
8.4m to 16m
To be widened from
11.9m to 16m
To be widened from
11.7m to 16m
7.9.3 New Bridges on proposed realignment

One new 4-lane bridge has been proposed in the realignment section as per
details given below.
Table 7.18: Details of new bridges on proposed realignment
Design Span Total

S.
Chainage Arrangement Length Remarks
No.
(km.) (m) (m)
63+535 New 4-lane bridge

1. (27.745 1 x 19.90 1 x 19.945 13.0 +1.5(median)+ 12.0
Skew)
(Total=26.50)
7.9.4 New Pedestrian subway on the Proposed Alignment

Two new pedestrian underpasses have been proposed as per details given
below in Table 7.18.
7 - 26
Table 7.18: pedestrian underpasses
Design Total Overall

S. Size Carriageway
Chainage Length deck width Remarks
No. (m) width (m)
(Km.) (m) (m)
9.5+4.5
(median) +
1 63+490 5x3 6 9.5 and 10.1 10.10 4-lane
(total=24.10
2 73+200 5x3 6 11.00 16.00 2-lane
7.9.5 Summary of New Proposed Bridges / Structures

As per the proposed alignment, the following new bridges and structures have
been proposed keeping in view the condition of existing bridges, hydrological
requirement, proposed improvement / realignment of road, road junctions and
road crossings.
New 2/4 lane

 New 4-lane bridges on proposed realignment 1 no.
 New 2 lane bridges to replace existing bridges 1 no.
 Existing bridges to be widened 3 nos.
 New pedestrian subway – 2 lane 1 no.
 New pedestrian subway – 4 lane 1 no.
Total 7 nos.
Note: One no. existing RUB is proposed to be retained after repair/rehabilitation.
7.9.6 Planning for New Bridges

The new bridges / structures have been planned and designed as per design
standards enclosed with the report keeping the following considerations in view.
Siting
Where altogether new bridges are proposed siting of minor bridges is governed
basically by road alignment. However, in case of major bridges, guidelines given
in Ministry’s Pocket Book for Bridges Engineers have been kept in view.
Wherever existing bridges and are proposed to be widened as per provision of
IRC : SP73-2015 concentric widening has been carried out
Cost-Effective Proposals for New Bridges & New Bridges in the
Replacement of Existing Bridges
Economy in cost of construction of new bridges has been affected by adopting
larger span lengths wherever feasible, thereby reducing number of expansion
joints get reduced and improving riding quality. Moreover, with the reduction in
number of piers not only the cost of substructure and foundation gets reduced but
also the period of construction for the bridge would be considerable reduced.
General Arrangement Drawings, Design Calculations and Detailed
Structural Drawings
7 - 27
Based on the above details and design criteria, General Arrangement Drawings
(GADs) for the Bridges/Structures have been prepared showing salient features
of bridges / structures such as span arrangement, deck configuration, type of
foundation, substructure and superstructure and detailed design has been carried
out accordingly. Design calculations, GADs and detailed structural drawings are
enclosed in Volume XV: Drawings.
Repair / Rehabilitation of Bridges
Based on visual inspection and condition survey of existing bridges, the broad
requirement of repair and rehabilitation measures for bridges being retained has
been worked out.
7.9.7 Subsoil Investigation
Subsoil investigation for proposed new bridges/structures has been got carried
out as per provision of TOR and IRC-78:2014.
7.9.8 Detailed Design Calculations and Drawings
A set of detailed design calculations and drawings are enclosed in Volume II:
Design Report and Volume XV: Drawings respectively
7.10 AT GRADE INTERSECTION/GRADE SEPARATED INTERSECTION
The Project road has four Major Junctions and several minor junctions. The Major
Junctions include Junction with NH 234, Km 47+435, at the start of the project,
Junction with SH 99 in Thadigol Cross, Ch. 62+436 and another at Tadgol Cross
at Ch. 63+620 and the last major junction with existing MDR at Km 81+513. High
mask lighting system has been catered for in the design of major intersections.
The junction at the start point is a four legged junction with a very skewed
crossing with NH234. There is Temple and petrol pump on RHS and properties
on LHS which are ping points in development of the junction. Three options have
been studied for the development of this junction:
Option 1: Roundabout (Figure 7.5)
Option 2: NH staggered at right angles (Figure 7.6)
Option 3: SH staggered at right angles (Figure 7.7)
It can be seen from the Figure 7.5 to Figure 7.7 below:
 In case of Option 2, the storage length on SH for right turning traffic is only
25m. As per IRC:SP:73 minimum 55m storage lane should be provided. If the
storage lane is increased then the stagger on RHS impacts the petrol pump
and the stagger on LHS impacts the properties. Further considering the fact
that the NH is higher in hierarchy than the project road, the NH Authority may
not agree to staggering of the NH.
 The Option 3 will involve additional land acquisition and dismantling of the
properties and the petrol pump.
Hence, considering the above Option 1 (Roundabout) is recommended.
7 - 28
Figure 7.5 : Option 1 – At-grade intersection with Roundabout
Figure 7.6 : Option 2 – At-grade intersection - NH realignment at right angles.
Figure 7.7 : Option 3 – At-grade intersection - SH realignment at right angles
7 - 29
For smooth merging & diverging of cross road traffic, at grade intersections have
been proposed at various locations.4 nos major and 39 nos minor junctions have
been identified and improvement has been proposed.
7.11 RAILWAY OVER BRIDGE/ RAILWAY UNDER BRIDGE
The project road crosses the Southern Railways at Km 48+769, through a
existing Railway under Bridge (RUB) of span 2x7.0m (along Highway). Since the
existing structure is in good condition, the same has been proposed to be
retained after minor repair. It has been observed that due to drainage problem,
the flexible pavement on the approaches has been seriously damaged. Hence to
maintain smooth flow of traffic, rigid pavement from Km 48+250 to Km 49+100
has been proposed along with some geometric improvement of vertical profile.
7.12 CROSS DRAINAGE STRUCTURE & DRAINAGE
Culvert
As stated in chapter 4, there are 65 cross drainage structures except minor
bridges along the project road. Considering the adequacy and hydrological
requirements, some additional culverts and replacement of some culverts have
been proposed. The details study has been explained in this chapter. However
the summary of the proposed culvert is given in Table 7.19 below:
Table 7.19: Summary of the Proposed Culvert
Sl. No Type of Culvert Nos. of Culvert

1 Hume pipe culvert 44
2 RCC Box culvert 27
3 Slab culvert 2
In addition to the above there are 46 hume pipe culvert proposed for cross
drainage at proposed junctions.
Road Side Drain
Roadside toe drains shall be provided to receive discharge from embankment
surface and countryside runoff and carry it safely to the nearest outfall point
ensuring safety to the embankment toe, which is the area most vulnerable to
erosion / failure. Roadside drains shall generally be provided on both sides of the
embankment to safely carry the discharge from the embankment without
jeopardizing the safety of the toe resulting safe guard to the pavement from
water.
In plain section trapezoidal drain sections has been proposed on both side. In
urban sections lined drains with footpath has been proposed for safety reasons.
The shape and size of the roadside drains has been decided on the basis
catchment area and its characteristics to the nearest outfall point.
For rural areas, the drains have been proposed as open and trapezoidal with
Inner-2.0(H):1(V), Outer-1.5(H):1(V) side slope as per IRC: SP: 73-2015 (Clause
6.2.4). The minimum bed width and depth of flow at starting section shall be 500
mm and 300 mm respectively. The sections shall be gradually increased in terms
of depth of flow up to the outfall point.
Service Roads/Slip Roads
There is no major built up section along the project road and due to very low local
traffic in settlement area, provision of service roads have not been made.
7 - 30
Footpath
Considering the safety of pedestrian traffic, Drain cum footpath has been
proposed on both side of the project road in the following location locations.
Stretch (Km)
Sl. No Side
From To
1 48+475 48+910 Both sides
2 68+326 68+726 Both sides
3 70+830 71+130 Both sides
4 73+150 73+450 Both sides
Utilities
To facilitate utilities along the project road which may include Electric lines and
poles, Fiber optics, Waterlines and etc. sufficient space on both sides of the
project road will be provided for sections passing through open country. For
project road passing through settlement locations provision of RCC pipes of
suitable size along the length of the road below footpath have been proposed.
The size of pipes to carry Utilities will be based on settlement size and utilities
likely to be carried.
7.13 PROPOSAL FOR TOLL PLAZA
The site for toll plaza location was carefully selected based on guidelines laid out
in IRC standards. Toll plaza on proposed highway alignment will be designed as
per IRC standards mentioned in IRC: SP: 73-2015 for two lane highway
alignment and IRC: SP: 84-2014 for four lane highway alignment. In all 2 different
locations were identified for Toll Plaza based on strategic importance and other
aspects as explained below.
The number of lanes at the Toll Plaza in the initial stage should be corresponding
to forecast traffic for at least 10 years for both four and two lane highway.
General Layout of Toll Plaza as per IRC: SP: 73 and IRC: SP: 84 is as given
below,
(i) Lane Width = 3.2 m in general and 4.5 m for oversize vehicles.
(ii) Booth Island (a) Width = 1.9 m (b) minimum Length = 25 m/35m.
(iii) Transition – 1in 20 to 1 in 10 may be provided from two-lane section/four
lane section to the widened width at Toll Plaza on either side.
(iv) Provision of Future expansion: The office building shall be located taking
into consideration of future expansion.
The number of toll lanes for the Toll Plaza was derived based on clause 10.4.12
of IRC: SP: 73-2015 for two lane and IRC: SP: 84-2014 for four Lane.
Considering traffic flow and Homogeneous section, the location of toll plaza has
been proposed at Km 60+250. However as decided, construction of toll plaza will
not be taken up during improvement, however land acquisition will be done for
the location as per directions from the implementing agency.
7.14 PROPOSAL FOR BUS BAY
40 Bus bays (20 Locations) on the project road are identified as probable
locations to address the need of people living along the stretch. Most of the bus
bays have been located close to existing bus stops where ever available. Solar
power lighting has been proposed at all the bus bays. To minimize additional
7 - 31
Land Acquisition, the size of the Bus Bay in rural area has been followed as per
IRC:80 (Figure 2 page 7) and for built up section as per IRC:86.
7.15 HIGHWAY FACILITIES
In addition to the above improvement proposals for the proposed Project Road,
other road facilities are required to be provided for the effective use. The salient
characteristics of the major highway accessories are outlined below:
a) Truck Lay byes
b) Road boundary stone
c) Km stone and Hectometer stone
d) Street Lighting
e) Road Marking
f) Rest areas
g) Medical aid post and Traffic aid post
h) Truck Lay Byes
i) Raised Pedestrian Crossing
To facilitate stoppage of trucks for minor repairs and rest, Truck lay bye on both
sides of the project road have been proposed near to the proposed toll plaza area
in the following locations.
Sl. No Location Side
1 65+760 Left
2 65+930 Right
i) Boundary Stone, Km stone and Hectometer Stone
Road boundary stones have been proposed all along the project highway to
discourage future encroachment into the right of way.
Km stone and hectometer stones have been proposed all along the project
road as per IRC codal provisions
ii) Road Signs, Pavement Marking and Lighting
Indian Road Congress (IRC) codes have been followed in proposing and
designing road safety features.
Pavement markings will be done for traffic lane line, edge lines and hatching. The
marking will be with hot applied thermoplastics materials. The pavement
markings will be reinforced with raised RR pavement markers and will be
provided for median and shoulder edge longitudinal lines and hatch markings.
Highway lightings including high masts will be provided at intersections in order to
improve the night time visibility.
All the built up locations as well Underpasses has been proposed lighting
arrangements.
Street lighting has been proposed in urban stretches/built-up areas, Bus Bays,
Truck Lay Byes, Pedestrian Subway and Major Junction areas as per manual of
Specifications and Standards.
Solar lighting system has been proposed at each location as per manual of
Specifications and Standards in terms of lux and length of lighting except at major
junction areas where high mast lighting along with normal lighting shall be
provided.
7 - 32
iii) Rest Area, Traffic AID post and Medical AID post
Rest area provides useful services to the road User. These facilities provide
services to the users who desire to stop for rest, refreshment, information and
fuelling or for some emergency requirement. Rest Areas shall have facilities such
as parking, toilet, rest areas, restaurants, fuel station, telephones, emergency
medical aid facilities and Traffic aid Post etc.
Considering the travel distance and rest area of 1.5 hectares with the above
facilities has been proposed at Km 64+150 (Left side). During discussion it was
decided that the outer boundary of additional land required for proposed toll plaza
at Ch.60+250 and rest area at Ch. 64+150 needs to be fenced with barbed wire.
iv) Raised Pedestrian Crossing
Pedestrian crossing in a place designated for pedestrian to cross a road. These
are designated to keep Pedestrian together where they can be seen by motorists
and where they can cross most safely across the flow of vehicular traffic. Raised
Pedestrian crossing are provided at all the start and end of each built-up
locations. Typical layout of the proposed raised crossing is given in Volume XV:
Drawings.
7.16 PROPOSED CORRIDOR OF IMPACT
The documents required to identify existing land along the project road have
been collected which includes, revenue maps, Atlas, Tippans, RTC and etc. from
concerned revenue authorities. Due to non-availability of ROW pillars on the field
the existing ROW was field verified and marked on drawings based on revenue
records collected.
Based on improvement proposal for the project road, locations where
improvement extend beyond existing ROW, the impacted parcel numbers have
been noted including additional area to be acquired, ownership details and other
relevant details required for acquisition of land. A summary of total land to be
acquired for improvement of the project road is given.
Govt. Pvt.
Sl. No. Taluk / District Forest Land Grand Total
Land Land
Chintamani
1 -- 0.3112 1.3328 1.6440
(Chikkaballpur)
2 Srinivaspur (Kolar) 3.3527 10.1551 8.4920 21.9998
Grand Total 3.3527 10.4663 9.8248 23.6438
Land Acquisition Plans have been prepared for the proposed improvement
proposal and is presented in Volume VII: Encumbrance Report.

7 - 33
Corridor of Impact (Min. 30000)
500 500
(Min.) (Min.)
2000 Toe Drain (W1) 2000 1500 7000 1500 2000 (W1) Toe Drain 2000
Toe Berm
Toe Berm
Utility Embankment Earthen Paved Carriageway Paved Earthen Embankment Utility
Services Slope Shoulder Shoulder Shoulder Shoulder Slope Services
CL
Granular Granular
Material Camber / Camber / Material
Super elevation Super elevation
2 2
1 1
G.L G.L
1 1 1 1
Reconstruction BC
1.5 2 2 1.5
Existing Carriageway DBM
Toe Drain as per Design WMM - II Toe Drain as per Design
500 WMM - I 500
GSB
SUBGRADE
TYPICAL CROSS SECTION FOR 2-LANE WITH PAVED SHOULDER (OPEN COUNTRY)
TCS - 1 - CONCENTRIC WIDENING
Note:-
1. All dimensions are in mm unless otherwise specified.
CLIENT:- SCALE : PROJECT TITLE: CONSULTANT Intercontinental Consultants & Technocrats Pvt.Ltd, A-8, Green Park, New Delhi - 110016 in
joint venture with PricewaterhouseCoopers Pvt.Ltd 4th Floor, Tower - D, The Millenia, 1-2 Murphy
Government of Karnataka Final Detailed Project Report R0 Dec. 2016 INITIAL DRAWING
Consultancy Services for Detailed Project Report cum Road, Ulsoor, Bangalore - 560 008 in association with Dhir & Dhir Associates (as Sub-Consultant) Revisions Date Description Checked by
D-55, Defence Colony, New Delhi -110024

Transaction Advisory Services for Karnataka State Highway Chintamani to AP Border
Revisions
Public Works, Ports & IWT Department NOT TO SCALE
DRAWING No:-
Typical Cross Section
Karnataka State Highways Improvement Project Improvement Project-lll - KSHIP-lll - (Group-II) Braj Mohan Sanjay Kumar Singh Harsha Chatterjee Aseem Prabhakar KSHIP/SH-82/TCS/ 01 /R0
Prepared by Designed by Checked by Approved by File Name :
7 - 34
500 500
(Min.) (Min.)
2000 Toe Drain W1 2000 1500 7000 1500 2000 W1 Toe Drain 2000
Toe Berm
Toe Berm
Services Slope Shoulder Shoulder Shoulder Shoulder Slope Services
CL
Granular Granular
Material Material
Camber / Camber /
2 2
1 1
G.L G.L
1 1 1 1
1.5 2 BC 2 1.5
DBM
Toe Drain as per Design WMM - II
Toe Drain as per Design
500 WMM - I 500
GSB
SUBGRADE
TYPICAL CROSS SECTION FOR 2-LANE WITH PAVED SHOULDER (OPEN COUNTRY)
TCS - 2 - REALIGNMENT/NEW CONSTRUCTION
Note:-
All Dimensions are in mm. unless otherwise specified.

Revisions
DRAWING No:-
7 - 35
1110
Varies as per 2195 250 250 610 250 250 2195 Varies as per
Availability of Covered Drain 7000 7000 Covered Drain Availability of
Land at site Cum Footpath Carriageway Carriageway Cum Footpath Land at site
Median
Pedestrian Guardrail Pedestrian Guardrail

New Jersey Crash Barrier
Property Boundary Property Boundary

/Building Line /Building Line
Camber / Camber /
Interlocking Concrete Block CL Interlocking Concrete Block
Utility Duct (300mm) Reconstruction BC Utility Duct (300mm)

DBM
Depth as per Design Depth as per Design
WMM - II
Existing Carriageway WMM - I
GSB
SUBGRADE
TYPICAL CROSS SECTION FOR 4-LANE DIVIDED HIGHWAY WITHOUT SERVICE ROAD (URBAN SECTION)
TCS - 3 - CONCENTRIC WIDENING BUILT-UP SECTION
Note:-
2. New Jersey Crash Barrier shall be as per IRC:119-2015
3. Interlocking Concrete block shall be as per IRC SP 63-2004.

Revisions
DRAWING No:-
7 - 36
Corridor of Impact (Min.16000)
Varies as per 2500 2500 Varies as per

2000 7000 2000
Availability of Covered Drain Covered Drain Availability of
Paved Shoulder Carriageway Paved Shoulder
Land at site Cum Footpath Cum Footpath Land at site
CL
Pedestrian Guardrail Pedestrian Guardrail
Property Boundary Property Boundary

/Building Line /Building Line
Camber / Camber /
Super Elevation Super Elevation
Interlocking Concrete Block Interlocking Concrete Block
Reconstruction Utility Duct (300mm)

Utility Duct (300mm) Existing Carriageway BC
Depth as per Design DBM
WMM - II
WMM - I
GSB
SUBGRADE
TYPICAL CROSS SECTION FOR 2-LANE WITH PAVED SHOULDER (URBAN SECTION)
TCS - 4 - CONCENTRIC WIDENING BUILT UP SECTION
Note:-
2. Interlocking Concrete block shall be as per IRC SP 63-2004.

Revisions
DRAWING No:-
7 - 37
GRADE LEVEL
C.L OF ROAD
PARAPET WALL
650 EXISTING PRO.RCC

BOX TO BE RETAINED
7000(SQ) 550 7000(SQ)

7166(SK) 7166(SK)
RCC RETAINING WALL
1000 6000 CLEAR ROADWAY 6000 CLEAR ROADWAY 1000
OVERLAY AS PER DESIGN OVERLAY AS PER DESIGN
Camber / Super Elevation Camber / Super Elevation DRAIN

Ext.C.C Cushion 450 (Min) Ext. C.C Cushion 450 (Min)
EXISTING SECTION AT RUB LOCATION (FROM CH.48+761 TO 48+778)
Footpath/ Footpath/
Drain Drain
14550
RCC RETAINING WALL RCC RETAINING WALL
TO BE RECONSTRUCTED
1000 Camber / Camber / 1000
Super Elevation Super Elevation
HEIGHT VARIES HEIGHT VARIES
FROM 1.5m to 6.5m FROM 1.5m TO 6.5m
600 600
PQC C:C 1:3:6-150mm

DLC
GSB
SUBGRADE
SECTION AT APPROACHES OF RUB

TYPICAL CROSS SECTION FOR RUB APPROACH Note:-
1. All Dimensions are in mm. unless otherwise specified.
TCS - 5

D-55, Defence Colony, New Delhi -110024 Revisions
Typical Cross Section DRAWING No:-
Prepared by Designed by Checked by Approved by File Name : Revised DDPR June 2016
7 - 38
Toe Drain 2000 1500 7000 1500 2000 Toe Drain

Embankment Earthen Paved Carriageway Paved Earthen Embankment
Slope Shoulder Shoulder Shoulder Shoulder Slope
G.L
G.L
CL
Granular Granular
1 Material Material 1
HILL Camber / Camber / HILL
1 1
SIDE Super elevation Super elevation SIDE
2 2
1 1

500 PQC 500
DLC
GSB
SUBBASE
TYPICAL CROSS SECTION FOR 2-LANE WITH PAVED SHOULDER (CUTTING SECTION)
TCS - 6 - RIGID PAVEMENT - RUB APPROACHES
Note:-

Revisions
DRAWING No:-
Karnataka State Highways Improvement Project Improvement Project-lll - KSHIP-lll - (Group-II) Braj Mohan Sanjay Kumar Singh Harsha Chatterjee Aseem Prabhakar KSHIP/SH-82/TCS/ 06/R0
7 - 39

Embankment Earthen Paved Carriageway Paved Earthen Embankment
Slope Shoulder Shoulder Shoulder Shoulder Slope
G.L
G.L
CL
Granular Granular
HILL 1 Material Material 1 HILL
1 Camber / Camber / 1
SIDE Super elevation Super elevation SIDE
2 2
1 1
BC
Toe Drain as per Design DBM Toe Drain as per Design
500 WMM - II 500
WMM - I
GSB
SUBGRADE
TYPICAL CROSS SECTION FOR 2-LANE WITH PAVED SHOULDER (CUTTING SECTION)
TCS - 7
Note:-

Revisions
DRAWING No:-
7 - 40
500
(Min.)
Toe Berm
Embankment Earthen Paved Carriageway Paved Earthen Embankment Slope
Slope Shoulder Shoulder Shoulder Shoulder
G.L
CL
Granular Granular
HILL 1 Material Material
1 Camber / Camber /
SIDE Super elevation Super elevation
2
2
1
1
BC
Toe Drain as per Design DBM
500
WMM - II
WMM - I G.L
GSB
SUBGRADE 1 1
2 1.5
TYPICAL CROSS SECTION FOR 2-LANE WITH PAVED SHOULDER (HALF CUT SECTION) 500
TCS - 8
Note:-

Revisions
DRAWING No:-
7 - 41
Corridor of Impact
1000 1000
W1 1000/2000 1500 7000 1500 1000/2000 W1
Corridor Slope Shoulder Shoulder Shoulder Shoulder Slope Corridor
CL
Granular Granular
Material Camber / Camber / Material
Selected Earth Cover 500 (Min.)
2 2
1 BC 1
1000 to 3000 FLY ASH DBM 1000 to 3000
WMM - II
WMM - I
G.L G.L GSB G.L G.L
SUBGRADE
TYPICAL CROSS SECTION FOR 2-LANE WITH PAVED SHOULDER

TCS - 9 : CONSTRUCTION OF EMBANKMENT WITH POND ASH
Note:-
2. Pond Ash shall be used for embankment construction (Where ever required) in pursuance of the Ministry of Enviroment,Forests and
Climate Change Notification, New Delhi dated 14.09.1999 (as amended on 27.08.2003,3.11.2009 and 25.01.2016) in accordance with
IRC SP 58.

Revisions
DRAWING No:-
7 - 42
8. Environmental Screening
8. INITIAL ENVIRONMENTAL EXAMINATION
8.1 INTRODUCTION
The Project road starts in Chikkabalapura district from the junction of NH 234
near Chintamani (Km 47+203 of SH-82) and ends at the Border of Andhra
Pradesh at Km 87+331 of SH-82 in Kolar District of Karnataka (Figure 8.1). The
length of the project road is 39.774 Km. Project road predominately traverse
through plain terrain except small section of project road which traverse through
rolling terrain.
Source: Political Map
87+331 of SH-82
Project Road
47+203 of SH-82
Reserved Forest
15 km radios of project
Area
road
Figure 8.1: Map Showing location of the Project Road

8.2 OBJECTIVES OF THE INITIAL ENVIRONMENTAL EXAMINATION (IEE)
Following are the objectives of the Environmental Study:
 Determine the category of the project depending on improvement proposal,
environmental sensitivity and magnitude of impacts, i.e. screening as per
Government of India‟s regulations and ADB‟s Safeguard Policy Statement
2009;
 Determine the appropriate extent and type of EA required (IEE or EIA), i.e
scoping;
 Determine the requirement of statutory clearances;
 Baseline environmental monitoring and survey;
 Prediction of impacts on relevant environmental attributes and mitigation
measures to minimize the impacts; and Preparation of IEE Report including
EMP.
8.3 POLICY, LEGAL AND ADMINISTRATIVE FRAMEWORK
As per the ADB‟s Safeguard Policy Statement 2009, the proposed project has
been classified as Category ‘B’ project requiring Initial Environmental
Examination (IEE).
Environment Clearance: The proposed project is the strengthening & widening
of existing State Highway. Project road is passing through plain & rolling terrain
(below 1,000 m MSL) and is not passing through any ecologically sensitive area.
Therefore, Environmental Clearance is not required from Government of
India for improvement of SH-82 from Chintamani to Andhra Pradesh Border
(39.774 Km) in the State of Karnataka.
8-1
Initial Environmental Examination
A summary of various statutory clearances required for the project road is

presented in Table 8.1.
Table 8.1: Statutory Clearances required for the Project Road
Type of Clearance Name of the Authority When Required
Department of Forest,
Forest Clearance Before Construction
GoK
Department of Forest,
Tree Felling Permission Before Construction
GoK
Apart from the clearances for the overall project work, the contractor, before
starting the construction work, has to obtain required Clearances / NOCs listed in
Table 8.2 for operating his equipment and carrying out construction work.
Table 8.2: Clearances Required to be obtained by the Contractor
Construction Activity
Sl. Statute Under which Clearance
& Type of Clearance Statutory Authority
No. is Required
Required
1. Consent for  Karnataka State  Air (Prevention and Control of

Establishment of Hot Pollution Control Pollution) Act, 1981
Mix Plant, WMM Plant, Board
Stone Crushers and  Water (Prevention and Control of
Batching Plant Pollution) Act, 1974
 The Noise Pollution (Regulation
2. Consent for Operation and Control) Rules, 2000
of Hot Mix Plant, WMM
Plant, Stone Crushers
and Batching Plant
3. Permission for  Central Ground  Environment (Protection) Act,
withdrawal of Water Authority 1986
groundwater for
construction  State Ground Water  Ground Water Rules, 2002
Board
4. Permission for  Department of  Environment (Protection) Act,
extraction of sand from Mines & Geology, 1986
river bed Government of
Karnataka
5. Permission for  District Level  Environment (Protection) Act,

extraction of sand from Environment Impact 1986
river bed Assessment
 Authority (DEIAA)
6. New Quarry and its  Department of  Environment (Protection) Act,

operation Mines & Geology, 1986
Government of
 Karnataka Minor Mineral
Karnataka
Concession Rules, 1994
 The Mines Act. 1952
8-2
No. is Required
Required
 Karnataka State
Pollution Control
 Mines and Minerals
Board
(Development and Regulation)
Amendment Act, 2015
 The Explosive Act, 1984
 Air (Prevention and Control of
Pollution) Act, 1981
 Water (Prevention and Control of
Pollution) Act, 1974
7. Opening of New Borrow  MoEF&CC / SEIAA  Environment (Protection) Act,

Areas / Quarry / DEIAA 1986
 Karnataka State  Air (Prevention and Control of
Pollution Control Pollution) Act, 1981
Board
 Minor Mineral and Concession
 District Collector Rules, 2015
8. Location and layout of  Karnataka State  Environment (Protection) Act,

workers camp, & Pollution Control 1986; Manufacturing, Storage
equipment and storage Board and Import of Hazardous
yards Chemicals Rules, 1989
9. Discharges from labour  Karnataka State  Water (Prevention and Control of
camp Pollution Control Pollution) Act, 1974
Board
10. Storage, handling and  Karnataka State  Hazardous and Other Waste
transport of hazardous Pollution Control (Management and Trans-
materials Board boundary Movement) Rules,
2016
 Manufacturing, Storage and
Import of Hazardous Chemicals
Rules, 1989
11. Disposal of Bituminous  Intimate local civic  Hazardous and Other Waste
Wastes body to use local (Management and Trans-
solid waste disposal boundary Movement) Rules,
site 2016
12. PUC Certificate for all  Transport  The Motor Vehicle Act 1988
construction vehicles Department of
and all machineries  The Motor Vehicles
Govt. of Karnataka
(Amendment) Bill, 2015
 The Central Motor Vehicles
Rules, 1989
8-3
No. is Required
Required
13. Installation of DG Set  Karnataka State  Air (Prevention and Control of

(Consent to Establish) Pollution Control Pollution) Act, 1981
Board
 The Noise Pollution (Regulation
14. Operation of DG Set and Control) Rules, 2000
(Consent to Operate)
15. Engagement of Labour  Labour  The Building and Other
- Labour License Commissioner Construction workers
(Ministry of Labour (Regulation of Employment and
and Employment) Conditions of Service) Act 1996
 Contract Labour (Regulation and
Abolition) Act 1970 along with
Rules, 1971
16. Engagement of Labour  Labour  The Employees‟ Provident Fund
- Social Security Commissioner & Miscellaneous Provisions
(Ministry of Labour (Amendment) Act, 1996
- Labour Welfare and Employment)
 The Personal Injuries
- Wages (Compensation Insurance) Act,
1963
 The Inter-State Migrant
Workmen (Regulation of
Employment and Conditions of
Service) Act, 1979
 Equal Remuneration Act, 1976
 The Payment of Wages
(Amendment) Act, 2005
 The Minimum Wages Act, 1948
 The Minimum Wages (Central)
Rules, 1950
In addition to the above, Contractor has to obtain:

 Insurance related to 3rd party insurance, Indemnity, Workmen Compensation
etc.
 Permission / license to store explosive materials
 Permission from local Panchayat / Municipal body for setting up Construction
Camp
 Change of Land Use Certificate from District Land Revenue Officer (DLRO)
8.4 DESCRIPTION OF THE ENVIRONMENT
The existing environmental conditions of the study area covering an area spread
over 15 km on either side of the road, in general and specific environmental
features of the study corridor, i.e., 50 m on either side of the existing centerline of
the road, in particular, has been studied as described in the subsequent sections.
8-4
8.4.1 Seismicity
The project area is located in the southern India which is moderately active
seismic region. The project road is situated in the Zone II (having low seismic
intensity) of the Seismic Map of India (as per IS: 1893, Part I, 2002) and therefore
has a low risk of potential damage due to earthquake.
8.4.2 Land Use
The land use pattern in most of the stretch along the project road is agricultural
land (67%) followed by forest area (25%) and built-up (8%).
8.4.3 Soil Quality
Two (2) sampling locations within the study area were selected for studying soil
characteristics. It has been observed that the texture of soil is silt loam with 34-
38% sand content and 52-55% clay content. The pH of the soils ranged between
7.54 to 7.62 indicating slightly alkaline soil. The organic matter was observed to
sufficient and varying in the range of 1.44% to 3.59%. The sodium absorption
ratio is low (0.39 to 0.49%), while the nitrogen content of the soil is sufficient.
Thus, it can be inferred that the overall fertility status of the soils within the study
area is good.
8.4.4 Climate & Meteorology
In the study area has a tropical climate with hot summer, high rainfall and mild
winter. The months of November and December are generally dry and cool. The
month of April is the hottest with mean daily maximum temperature being above
35°C. However, extreme temperatures have been recorded up to 39°C. With the
onset of monsoon there is a slight drop in the temperature. Lowest night
temperatures in the cold seasons has been recorded to be dropped up to 8.5°C,
while the mean minimum temperature remains around 15°C in winter. Humidity is
high (82%) during monsoon season. Visibility in winter months remains clear and
mist rarely leads to foggy conditions.
Past meteorological data of nearest IMD Observatory at Arogyavaram, located at
12 km areal distance near the end of the project road, is presented below for the
period of 1951-1980 to establish the baseline climatic conditions of the area.
Table 8.3: Summary of Climatological Data
(Based on IMD Records of 1951-80)
Annual
Parameter IST Monthly Range
Mean/Total
Mean Daily Maximum
25.7 (Dec) – 35.2 (April) 30.4
Temperature (C)
Mean Daily Minimum
14.9 (Dec) – 23.4 (May) 19.7
Temperature (C)
Relative Humidity (%) 0830 60 (Mar) - 82 (Dec) 71
1730 29 (Mar) – 67 (Nov) 50
Total Rainfall (mm) 5.4 (Jan) – 148.6 (Oct) 755.4
Wind Speed (km/h) 6.9 (Nov) – 18.8 (Jul) 8.7
Cloud Cover (all cloud oktas) 0830 1.8 (Mar) – 6.5 (Jul) 4.4
1730 2.5 (Mar) – 7.0 (Jul) 5.1
Source: Climatological Data of Arogyavaram (Station 43271), Indian Meteorological Department
8-5
An automatic weather station was established at Thadigal Cross for collection of

meteorological data from 8th December 2015 to 6th January 2016. Meteorological
data of the study area is summarized below:
Table 8.4: Summary of Meteorological Data of the Study Area
Parameters Dec 2015 to January 2016

Maximum Temperature (o C) 34.2
Minimum Temperature (o C) 11.6
Maximum Relative Humidity (%) 97.3
Total Rainfall (mm) 3.6
Average Wind Speed (m/sec) 1.96
Calm condition 19.8%
Predominant wind direction (blowing from) North West
Dry hours (%) 99.5%
8.4.5 Ambient Air Quality

For drawing up the baseline status of ambient air quality in the study corridor,
ambient air quality monitoring has been conducted at 2 representative locations
along the project road (Table 8.5) at a frequency of twice a week at each station
for one month. 24-hourly monitoring results of PM2.5, PM10, SO2, NO2 and 1-hourly
CO corresponding to air quality stations AQ1 and AQ2 are presented in Table
8.6.
The 24-hourly average 98-percentile values of all parameters at both the
locations were observed to be within the prescribed limit for Industrial,
Residential, Rural & other areas as stipulated in the National Ambient Air Quality
Standards, 2009.
Table 8.5: Details of Ambient Air Quality Monitoring Stations
Existing Distance
SN Station Place Side Land use
Chainage # (m)
1 AQ1 Thadigal Cross 62+300 RHS 55 Residential area
Manchineela Residential &
2 AQ2 73+300 RHS 70
Kotte agriculture
# Distance in meter from existing centerline
Table 8.6: Statistical Analysis of Ambient Air Quality along the Project Road
IND WB Indian
Pollutant AAQMS Location Mes Min Max SD p98 PTV PTV
Standard
AQ1 Thadigal Cross 8 10.00 15.00 1.41 14.86 0 0
PM2.5
3 AQ2 Manchineela Kotte 8 28.00 40.00 3.93 39.72 0 0 60
(µg/m )
Overall 2 Locations 16 10.00 40.00 10.97 39.40 0 0
PM10 AQ1 Thadigal Cross 8 40.00 60.00 5.99 59.44 0 0

3 100
(µg/m ) AQ2 Manchineela Kotte 8 56.00 68.00 3.71 67.72 0 0
8-6
IND WB Indian
Pollutant AAQMS Location Mes Min Max SD p98 PTV PTV
Standard
SO2
(µg/m )
NO2
(µg/m )
CO
(mg/m )
Source: On-site Field Monitoring during Dec15 – Jan 15

AAQMS: Ambient Air Quality Monitoring Station Code, Mes: Number of Measurements, AM:
Arithmetic Mean, SD: Standard Deviation, p98: 98-Percentile Value, PTV: Percent time violation
with respect to the standard
8.4.6 Ambient Noise Level

To assess the background noise levels, ambient noise monitoring was conducted
at four locations, two in residential areas and other two at silence zone (Table
8.7).
Table 8.7: Details of Noise Monitoring Stations
Station Chainage Distance# Area
SN Place Side
Code (Km) (m) category
1 NQ1 Thadigal Cross 62+350 RHS 55 Residential
2 NQ2 Manchineela Kotte 73+300 LHS 70 Residential
Bhagwan Buddha High
3 NQ3 63+430 LHS 27 Silence
School, Kamlavarpalli
Govt Higher Primary School,
4 NQ4 74+500 LHS 16 Silence
Thopalli
Source: On-site Noise Monitoring during December 2015 & March 2016
Note: Noise Standard in Residential Zone : Day Time: 55 dB(A) Night Time: 45 dB(A)
Noise Standard in Silence Zone : Day Time: 50 dB(A) Night Time: 40 dB(A)
The day (Ldeq) and night (Lneq) noise equivalent levels in the monitored residential
locations, i.e., NQ1-Thadigal Cross and NQ2- Manchineela Kotte show that the
ambient noise levels are within but very close to the stipulated Noise standards.
Maximum noise level observed in residential areas in day time is 68.2 dB(A) and
57.6 dB(A) for monitoring stations of NQ1 and NQ2 respectively.
Day time measurement was carried out at sensitive receptors and Ld10 values
are found to be 52.6 dB(A) and 58.9 dB(A) respectively, which signifies that
measured noise levels exceeded these values in only 10% of the time of
measurement duration.
8-7
8.4.7 Surface and Ground Water Quality

In Total, 2 surface water (ponds) and 2 ground water quality monitoring stations
(hand-pumps) in the study corridor were selected for the purpose of monitoring,
analysis and assessment of water quality (Table 8.8)
Table 8.8: Details of Surface and Ground Water Quality Monitoring Stations
Station Chainage Distance#

SN Place Side Usage
Code (Km) (m)
Surface Water
Pond, K.
1 SW1 65+100 RHS 55.5 Irrigation & Domestic
Shettihalli
2 SW2 Pond, Mandyala 78+600 LHS 137 Irrigation
Ground Water
1 GW1 Thadigal Cross 65+100 RHS 65 Drinking & Domestic
Manchineela
2 GW2 73+250 LHS 95 Drinking & Domestic
Kotte
Source: On-site Water Quality Monitoring in December 2015
Surface water quality results shows the surface waters in the study area are
devoid of any extraneous chemical contamination; there is no toxic or organic
constituents are not detected in samples. However, have high coliform count,
high BOD levels and low dissolved oxygen indicates discharge of fecal matters
and agricultural runoff in the water.
Ground water, in general, is hard in nature and the physico-chemical quality
satisfies the permissible limit as stipulated in Drinking Water Standards (IS
10500:2012).
8.4.8 Ecology and Biodiversity
Road side Trees: The number of roadside trees existing within the row is
estimated to be 4,945, out of which, 2,042 trees are located in left side and 2,903
trees are located in right side.
Green Tunnels: At some locations Green tunnels are formed along the road.
These tunnels provide shade, reduce heat effect, reduce glaring of road and
provide overall cooling. Species observed in the green tunnel mainly includes
Tamarindus indica (Tamarind), Ficus religiosa, (Pipal) and Ficus benghalensis
(Banyan). The stretches will be impacted due to widening activity. The location of
green tunnel is given in Table 8.9.
Table 8.9: Location of Green Tunnels along
the Chintamani to AP Border Road
Existing Ch. Km
Location No. Length (m)
From To
1. 49+300 49+580 280
2. 50+270 50+330 60
3. 50+400 50+460 60
8-8
Location No. Existing Ch. Km Length (m)

4. 54+000 54+700 700
5. 56+620 56+700 80
6. 58+270 58+470 200
7. 60+650 60+750 100
8. 61+160 61+250 90
9. 62+100 62+400 300
10. 62+550 62+800 250
11. 63+600 63+800* 200
12. 66+150 66+200 50
13. 66+530 66+600 70
14. 68+700 68+730 30
15. 69+760 70+000 240
16. 72+000 72+100 100
17. 72+550 72+650 100
18. 73+100 73+160 60
19. 73+380 73+700 320
20. 74+200 74+600 400
21. 74+720 74+800 80
22. 76+600 77+400 800
23. 78+050 79+000 950
24. 81+400 81+520 120
Total Length (Km) 5.640
*Realignment proposed in this section
Giant Trees: Field survey was conducted to identify the location of giant trees. 27
giant trees are found along the project road, out of which 17 trees are on the left
side and 10 trees are on the left side.
Biodiversity survey: Biodiversity survey was conducted in the month of
December, 2015 to study the flora and fauna of the project area. Before
conducting the assessment work reconnaissance survey of the entire road stretch
was made and sampling was done in each vegetation type. In all five sample
plots of 100 m x 10 m were laid for the purpose of biodiversity assessment. The
first sample plot was laid near the starting point, second plot in the mid-section of
the road and remaining three plots were laid in the forest area. The plots were
laid on either side of the road. The GPS co-ordinates and altitude were recorded
for each of the sample plots and presented in Table 8.10.
8-9
Table 8.10: GPS Co-ordinates and Altitude of the Sample Plots
Sample Altitude
Latitude Longitude Vegetation Type & Location
Plots (m)
1 13°23'22.4'' 78°06'19'' 839 Shrubby vegetation – near start

point of the Project Road
2 13°28'31.7'' 78°17'36.9'' 824 Part of the plot is low land – mid
section of the Project Road
3 13°30'14.7'' 78°20'0.5'' 841 Plantation (Part of the plot is low
land) – Forest Area
4 13°32'4.0'' 78°22'14.2'' 844 Plantation (Shrubby vegetation) –
Forest Area
5 13°31'38'' 78°20'38.9'' 821 Plantation (Shrubby vegetation) –
Forest Area
Source: Biodiversity Study conducted by ICT Pvt. Ltd. in December 2015
80 floral species were identified, out of which, 30 were tree species, 29 shrubs
and 21 herb species. In the present assessment, the Shannon‟s diversity index
for tree species was 3.02, for shrubs 2.97 and for herbs 2.89 for the overall
project road irrespective of sample plots. Sannon‟s diversity index values
obtained for different sites was found to be moderate to low when compared to
reported values of 3.6 to 5.4 for tropical forests (Knight, 1975) and is nearer to
the range (2.557 to 3.375) reported for Permanent Preservation Plots at Western
Ghats of Karnataka (Karthik, 2009) and 2.31 to 3.30 for the Western Ghats of
Southern Karnataka (Sarkar et al., 2011).
58 faunal species were identified in the project area during field survey out of
which 26 are avian species, 26 insects, 3 (three) mammals, 2 (two) reptiles and
1(one) amphibian species. None of the species found in the project area fall
under the threatened category as per IUCN. All the evaluated species are in
Least Concern Category.
Protected Areas: The project road does not traverse through any National Park,
Wildlife Sanctuary or Biosphere Reserve. Rayalpadu Reserve Forest,
Addagallunelavanki Reserve Forest and Attikunte Mallampallli Reserve Forest
are located within 10 Km radius of the road.
As per the ADB‟s SPS 2009, Natural Habitats are the land and water areas
where the biological communities are formed largely by native plant and animal
species and where human activity has not essentially modified the area‟s primary
ecological functions. The forest areas along the project road have large number
of indigenous species, which justifies it to be classified as natural habitats.
Rayalpadu Reserve Forest: The road is passing through Rayalpadu Reserve
Forest in both sides for 3.977 km and in one side (RHS) for a length of 7.5 km.
Total length of the forest along the project road is 11.477 km as per existing
chainage and 11.376 km as per design chainage. The location of Reserved
Forests along the project road is given in Table 8.11 and shown in Figure 8.2.
The Forests of the area fall under dry-deciduous and tropical thorn and scrub
type.
8 - 10
Table 8.11: Location of Forests along the Project Road
Existing Ch. Km Design Ch. Km

Name of the
Length Length Side
From To From To Forest
(km) (km)
75+600 82+950 7,350 75+368 82+624 7.256 RHS
Rayalpadu
83+200 83+350 0.150 82+835 82+985 0.150 RHS Reserved
Forest
83+353 87+330 3.977 82+988 86+958 3.970 Both
Total Length
11.477 Total Length (km) 11.376
(km)
The vegetation is widely spaced and the common species found are Azadirachta
indica, Pongamia pinnata, Melia composita, Ficus sps. Prosopis juliflora,
Pithecellobium dulce, Diospyros chloroxylon. Clumps of wild Palms (Phoenix
sylvestris) are common in the area. Carissa carandas, Agave americana,
Dodonaea viscosa, Lantana camara, Opuntia dilleni and Euphorbia royleana
were the common shrub species observed in the forest area. Poor quality of
bamboo is also found in Forest area.
The stocking of the Forests is poor.
The trees are stunted and branchy
with diffused crown with crown
density less than 40 percentage.
The soil is poor and scanty of
rainfall support only stunted growth.
The Forests were exploited in past
for firewood and charcoal. Large
extend of thorny scrubs were
cleared to plant mostly Eucalyptus.
Eucalyptus teriticornis plantations
were present on Forestland along
the roadside. Rayalpadu Reserve Forest
The Forestlands are infested with Lantana camara an invasive species. The
weed has now become a major source of fuel to the villagers in the area.
Rayalpadu Forest area consists of hilly terrain with rocky boulders. The slopes
are more or less steep and rocky consisting of boulders of varying size almost
devoid of vegetation. Patches of Prosopis juliflora are located at some places.
The ground is broken due to erosion caused by non-perennial streams.
On review of Forest working plan it is found that the mammalian species dwelling
in the in Forest area comprise of Wild Pig (Sus scrofa), Leopard (Panthera
pardus), Jungle Cat (Felis chaus), Bonnet Macaque (Macaca mulatta), Fruit bat
(Pteropus giganteus), Squirrel (Funambulus palmarum), Jackal (Canis aureus),
Indian Fox (Vulpes bengalensis), Deer (Axis axis), Mongoose (Herpestes
edwardsii), Indian Hare (Lepus nigricollis), Stripped Hyaena (Hyaena hyaena),
Indian Gerbils (Tatera indica) , Ratel (Mellivora capensis) etc.
8 - 11
Ch. Km
75+600 Ch. Km
82+950
Ch. Km
83+353
Rayalpadu Reserved Forest
Rayalpadu Reserved Forest
Ch. Km
87+330
Project Road
Figure-8.2 Map showing Location of Rayalpadu Reserved Forests along the Project Road
8.4.9 Educational, Medical and Religious Properties

The number of roadside educational, medical and religious properties is
summarized in Table 8.12. The project road has no site of archaeological,
historical and national importance in its vicinity.
Table 8.12: Roadside Educational, Medical and Religious properties
Items Total Number
Educational Institutions 10
Medical Amenities None
Religious Places 33
Hand Pump & Bore Wells 77 Bore-wells, 5 Hand Pumps
8.4.10 Archaeological Sites

There are no ASI protected monuments within 300 m from the proposed project
road.
8.5 ANALYSIS OF ALTERNATIVES
Due to availability of existing ROW and with no congested major settlement along
the project road no bypasses was proposed. However, realignments have been
proposed at two locations. The analysis of alternatives was carried out „with the
project‟ and „without the project‟ scenarios in terms of potential environmental
impacts.
8 - 12
8.6 ANTICIPATED IMPACTS AND MITIGATION MEASURES

A summary of the potential environmental impacts during construction and
operation phase along with recommended mitigation measures is summarized in
Table 8.13:
Table 8.13: Summary of Anticipated Impacts and
Recommended Mitigation Measures
Area Impacts Mitigation Measures

Construction Phase
Topography  Disfiguration & change in  Borrow pits will be allowed at only
and geology existing profile of the land pre-identified locations.
due to borrow pits &  Borrow pits will be restricted to 1 m
construction of depth followed by resurfacing of pits.
realignments.
 Road building materials will be
 Disturbance on geological procured from approved and licensed
setting due to quarrying. quarries.
 Uncontrolled digging of  Suitable seismic design of the road
borrow pits resulting in structures will be adopted to mitigate
water accumulation & the earthquake impacts.
breeding of vector disease.
Soil  Disruption & loss of  Adequate measures like drainage,
productive top soil from embankment consolidation & slope
agricultural fields due to stabilization will be taken along the
borrow pits road to avoid soil erosion.
 Loosening of top soil & loss  Top soils (15 cm) of borrow pit sites
of vegetative cover along will be conserved and restored after
the road due to excavation excavation is over.
& back filling which will lead  Accidental spills of lubricants/oil and
to enhanced soil erosion. molten asphalt will be avoided by
adherence to good practices.
Land use  Generation of solid waste  Earth material generated from
in the form of construction excavation of roadways & drainage
spoils from construction will be reused during site
sites. development.
 Changes in existing land  Construction debris will be disposed
use pattern of the proposed of in suitable pre-identified dumping
ROW for construction of areas.
the road.  Dumping areas will be biologically
 Proposed ROW in built up reclaimed.
area varies from 16 m to 20  Construction camp will be provided to
m and in rural area it varies avoid indiscriminate settlement of
from 26 m to 36 m construction workers.
depending on the height of
embankment
Drainage  Change in drainage pattern  Adequate drainage facilities will be
of the land. provided along the road to facilitate
 Increased incidence and its long life, and to avoid soil erosion
duration of floods due to & land degradation.
8 - 13

obstruction of natural  Adequate cross drainage works &
drainage courses by the structures will be provided for smooth
road embankment. passage of runoff to avoid flooding.
 Chances of filling of  Filling of existing drainage courses
existing drainage courses will be strictly avoided.
during earth filling.  Suitable drainage at construction site
& camp will be provided to avoid
water stagnation, soil erosion &
mosquito breeding.
Water use  Impact on the local water  Maximum rainwater harvesting and
sources due to use of minimum use of existing water
construction water. sources for construction will be
ensured to minimize likely impacts on
other users.
Water quality  Increase of sediment load  Silt fencing will be provided to reduce
in the run off from sediment load
construction sites and  Oil interceptor to stop and separate
increase in turbidity in the floating oils
receiving streams/water  Proper sanitation facilities will be
bodies. provided in construction camp to
 Water pollution due to prevent health related problems.
sewage from construction  All the construction activities will be
camps. carried out during dry seasons only.
 Rainwater Harvesting Structures and
silt fences has been proposed at 16
locations near natural drainage
channel / causeways and near
stream crossing
 Apart from provision of the mitigation
measures, water quality shall be
monitored during construction and
operation phases as per
environmental monitoring program to
understand the effectiveness of
mitigation measures suggested
Water body  1 pond and 4 road side  All water bodies have been saved
ditches are located within and there will be no impact on
the CoI surface water bodies.
 Enhancement measures have been
proposed for roadside pond located
at Hebbari village at chainage km
52+800 on the left side of the project
road
Air quality  Deterioration of air quality  Construction materials will be stored
due to fugitive dusts in enclosed spaces to prevent fugitive
emission from construction emissions.
activities and vehicular  Truck carrying soil, sand and stone
movement along unpaved will be duly covered to avoid spilling.
roads.
8 - 14

 Deterioration of air quality  Dust suppression measures such as
due to gaseous emissions regular water sprinkling on haul &
from construction unpaved roads particularly near
equipment & vehicular habitation
traffic.  Asphalt and hot mix plants will be
 Deterioration of air quality located at least 500 m away from
due to emission from inhabited areas & sensitive receptors
asphalt and hot mix plants. and 300 m from the road.
 Use of Recycled Asphalt Cold Mix
Technology to reduce air pollution
 Air quality shall be monitored during
construction and operation phases as
per environmental monitoring
program to understand the
effectiveness of mitigation measures
suggested
Noise level  Increase in noise level due  Construction camp and temporary
to construction activities labour sheds will be located away
like operation of from the immediate vicinity of the
construction equipment & construction sites and major road
vehicular traffic. traffic.
 PPEs will be provided to construction
personnel exposed to high noise
levels as preventive measure.
 Low noise construction equipment will
be used.
 Stationary construction equipment will
be placed 113 m away from inhabited
areas.
 Stationary construction equipment will
be placed 200 m away from the
silence zones
 Construction activities carried out
near residential area will be
scheduled to the daytime only so that
minimum disturbances are caused to
people.
 Construction of solid Noise barrier
and plantation
 Noise level shall be monitored during
construction and operation phases as
per environmental monitoring
program to understand the
effectiveness of mitigation measures
suggested
Floral &  Total 4,802 trees are  Approx. 9,623 trees shall be planted
fauna required to be felled along the road
8 - 15

 No threatened species of  Plantation in oxbow land will be
flora is falling in the ROW carried out as per standard tree
of the project road plantation program approved by the
Forest Department, GoK.
 Plantation shall be maintained for 5
years
 Compensatory afforestation shall be
carried out in the ratio of 1:3.
Compensatory Afforestation shall be
provided as per the Forest
Conservation Act, 1980 and
amendment. The amount required for
tree cutting and Net Present Value
(NPV) for Forest land shall be
provided by KSHIP to Forest
Department
 Total compensatory will be 1:5
 Cooking fuel (LPG/ Kerosene) will be
provided to construction workers to
avoid cutting / felling of trees for fuel
wood.
 Soil erosion shall be checked by
adopting bio-engineering measures
 The IE shall ensure that no open fire
is done in construction camp as it
may lead to fire to surrounding forest
causing injury to wildlife
 Noise will be kept under control by
regular maintenance of equipment
and vehicles. No honking board shall
be placed near Forest. Noisy activity
shall be prohibited during night time
Forest  3.3526 hectares of  Net Present Value will be provided to
reserved forest land is to Forest Department of Karnataka
be diverted towards the cost of forest land to be
diverted and cost of compensatory
afforestation
 To avoid risk of collision of wildlife
with vehicles and construction
equipment, temporary fencing may be
done along the boundary of the
diverted forest area (4.295  4.5 km
length) during construction period.
 Construction camps shall be located
away from Forest areas.
 No construction camp shall be
allowed within the designate limits of
the forest areas and within 1km from
their boundaries.
8 - 16

 No earthworks or surfacing will be
permitted along stretches of road
passing through the reserved forest
area after 6:30 p.m.
 No disposal of debris shall be allowed
within these areas except at locations
identified during project preparation.
Amenities,  2 educational institutions  Affected structures will be suitably
Religious and will be partially affected i.e. relocated
Cultural only boundary wall will be  Affected utilities like electrical
Properties affected transmission lines, telephone lines,
 7 religious structures will be water pipelines, petrol pumps etc. will
affected be suitably shifted by the concerned
 There are no medical departments
amenities along the project
road
Construction  Influx of construction work-  Temporary construction camps with
camp force & suppliers who are adequate potable water supply,
likely to construct sanitation & primary health facilities
temporary tents in the and fuel for cooking will be provided
vicinity. to accommodate construction
 Likely sanitation & health workers.
hazards & other impacts on  It will be ensured that the construction
the surrounding workers are provided fuel for cooking
environment due to inflow to avoid cutting of trees from the
of construction labourers. adjoining areas.
 Domestic as well as the sanitary
wastes from construction camps will
be cleared regularly.
Occupational  Health & safety related  Adequate safety measures complying
health & problems to construction to the occupational safety manuals
safety workers due to inadequate will be adopted to prevent
health & safety measures. accidents/hazards to the construction
workers
 Periodic health check-up of
construction workers will be done.
Road safety  Increase on incidence of  Proper traffic diversion and
road accidents due to management will be ensured during
disruptions caused in construction at the interactions and
existing traffic movements. construction areas.
 Reduction of speed through
construction zones.
Operation Phase
Land use and  Change of land use by  Planning agencies and Collector/
Encroach- squatter/ encroachment Revenue Officer will be made
ment within ROW and induced involved for controlled development
development outside the and prohibiting squatter/
ROW. encroachment within ROW.
8 - 17

Drainage  Filthy environment due to  Drainage system will be properly
improper maintenance of maintained.
drainage.
Water quality  Chances of contamination  Longitudinal roadside drains of
of water bodies from road sufficient capacity will be provided on
surface run off containing both sides of the road to
oil spills due to traffic accommodate increased run-off. The
movement & accidents. out fall for these drains will be the
nearby culverts / bridges or natural
drainage channel.
 Silt fencing will be provided to
sediment entering into the water
courses.
 Contingent actions will be taken for
speedy cleaning up of oil spills, fuel
and toxic chemicals in the event of
accidents.
 Regular maintenance of rainwater
harvesting structures shall be done
during the operation stage to prevent
choking of these structures
 Monitoring of water quality at
specified locations will be conducted
at fixed interval
Air quality  Air pollution due to  Truck parking lay-byes and bus bays
vehicular emission from will be provided at required locations
road traffic. to facilitate smooth traffic flow.
 Monitoring of air quality at specified
locations will be conducted at fixed
interval
Noise level  Noise pollution due to  To reduce traffic induced noise, noise
Traffic noise. barrier in the form of solid boundary
wall is proposed for sensitive
receptors. The noise barrier wall shall
be constructed by excavation of
foundation, laying of brick masonry
wall, plastering and painting. It is also
proposed to plant shade and
flowering trees within the boundary of
the sensitive receptors, between the
building line and the compound wall.
Creepers may be planted in
consultation with the local forest
officials to give an aesthetic look
 Monitoring of noise level at specified
representative locations will be
conducted at fixed interval.
8 - 18

 Roadside plantation with suitable
species near sensitive receptors and
inhabited areas will result in partial
noise attenuation.
 Maintenance of noise barrier
Flora & fauna  Illegal felling of road side  Plantation along the ROW will be
plantation. maintained properly and protected
 Effect on aquatic fauna in from illegal felling.
case of accidental spill of  Contingent actions will be taken in the
oil, fuel & toxic chemicals event accidental spill of oil, fuel &
into water bodies toxic chemicals.
Road safety  Impacts on human health  40 nos. of Bus Shelters shall be
due to accidents. provided along the project road
 Damage of road due to conforming to design standards.
wear & tear.  Semi-rigid type / rigid type / flexible
type safety barriers shall be provided
on the high Embankment Section
(where the height of embankment is
more than 3.0 m) and along the
horizontal curve having radius up to
450m for complete length including
transition and 20m further before and
after.
 Rigid Type such as Concrete Crash
Barriers shall be provided on the
bridges, isolated structures and its
approaches.
8.7 PUBLIC CONSULTATION
The following are the major points of concern of the participants of public
consultation meeting:
 Stakeholders are concerned about the existing traffic noise and anticipate that
increase of traffic flow may lead to increased noise level after project
implementation.
 Majority of the stakeholder are concerned with the existing air emission by the
present traffic but their opinion in post project scenario is fragmented to a
considerable extent.
 Stakeholders are unanimously agreed that the road is accident prone and
needs immediate improvement.
 Pedestrian crossing, proper road signage and speed control measures are
the most sought after road safety measures by the stakeholders.
 Accident involving wildlife and man-animal conflicts are reported to be rare,
though incidents of crop damage by wild boars and deer are moderately
reported.
 Though school authorities and citizens at large are in favour of introducing
speed restriction near the schools.
8 - 19
 Boundary wall acting as noise barriers along the school premises are
welcomed by most of the participants, while a few felt high boundary walls
should may result obstructed vision and reduced illumination.
Consultation in Religious Places: To assess the requirement of noise barrier in
the religious places along the project road, consultations with stakeholders were
carried out at 4 religious places. The response of the participants varied widely
regarding installation of noise barrier. Some participants showed reservation
against construction of boundary wall due to temple aesthetics and accessibility
(58.3%), while other supported the concept (41.7%).
8.8 ENVIRONMENTAL MANAGEMENT PLAN
EMP has been prepared addressing the following issues:
 Stage wise (design & pre-construction stage, construction stage & operation
stage) environmental management measures;
 Environmental monitoring program during construction and operation phase
including performance indicator, monitoring schedule (parameters, locations,
frequency of monitoring & institutional responsibility) and reporting system;
 Institutional set up identified for implementation of the EMP including
institutional capacity building and
 Various guidelines such as Top Soil Conservation and Reuse, Siting and
Layout of Construction Camp, Slope Stabilization, Management of Borrow
and Quarry Area, Sediment Control, Comprehensive Waste Management
Plan, Traffic Management Plan, Worker‟s Safety during Construction, Tree
Plantation Strategy, Storage, Handling, Use and Emergency Response for
Hazardous Substances, Phyco-Remediation of Polluted Water using
NUALGI, Reporting Formats etc.
8.8.1 Environmental Policy of KSHIP
 Comply with all applicable environmental legislation and other requirements
 Protecting & conserving natural resources and enhancing the environmental
values while preventing pollution and minimizing the impact on the natural
environment
 Implement, maintain and continually improve an effective environmental
management system
 Apply an approach of “avoid, minimize and mitigate”, to the management of
environmental impacts associated with road improvement for its Stakeholders
 Develop awareness of environmental management processes, standards and
responsibilities among KSHIP employees, consultants, contractor partners
etc.
 Be responsive to community and stakeholder views on environmental issues
 Set specific environmental objectives and targets relating to the key
environmental aspects of KSHIP activities; measure and report progress in
achieving these targets.
8.9 CONCLUSION & RECOMMENDATIONS
Conclusion: Most of the adverse impacts of road project during construction
period are short term and temporary in nature. These impacts can be minimized
through specific engineering solutions. Environment friendly construction
8 - 20
methodology has been incorporated into the project design and Environment
Management Plan has been prepared to minimize the overall impact on
environmental attributes by the proposed project works. Therefore, the proposed
project is unlikely to cause any significant adverse environmental impacts
and no further detailed study is required.
Recommendations: Environmental Management Plan has been prepared
incorporating various modern technologies and guidelines to reduce the
environmental impacts of highway constructions to make it a Green Highway.
Therefore, it is recommended to follow the EMP and associated Guidelines
during construction and operation phases of the project.

8 - 21
9. Initial Social
Screening
9. INITIAL SOCIAL SCREENING
9.1 GENERAL
The initial social screening is meant to assess the magnitude of potential impact
on population due to improvement of proposed road with the objective to ensure
the social considerations be given adequate weightage in the selection and
design of proposed highway improvements. The basic idea is to minimize
adverse social impacts, identify the potential hotspots and determine the
magnitude of potential impacts with best possible engineering solutions at the
optimal cost.
Also initial social screening of project roads were undertaken in order to inform
and educate stakeholders about the proposed road projects and seek their
suggestions with regard to their transport and related needs. This will help in
identification of the problems associated with the project, needs of the people,
perspectives of the persons likely to be impacted, and ways to address them.
This participatory process helps in reducing the public resistance and engages
the local people in participating in the decision making process. Initially, social
screening of Chintamani to AP Border road – Km 47.203 to Km 87.331 (existing)
has been undertaken.
9.1.1 Objectives of Initial Social Screening:
• To inform the stakeholders about the proposed project.
• Discuss the issues related to improvement of these roads which include
potential impacts (both positive and negative) due to road improvement,
improvement & widening of existing road, bypass, viz., Suggestions for road
improvement and related issues (HIV/AIDS, Women, and Farmers, livelihood,
gender etc.)
• Incorporating these suggestions into planning and designing of the road
• Avoiding the adverse social impact at the designing stage especially while
finalising the alignments
• Mitigating the adverse impacts at designing stage and construction /operation
phase
• Understanding the potentially affected people/common properties and
rehabilitation and resettlement measures.
9.2 METHODOLOGY
Initial Social Screening needs clear definition of the Corridor of Impact (CoI) and
the Right of Way (RoW) for establishing the extent of social impact. To achieve
the target which needs comprehensive data involves the following methodology:
• Establishing the width that may include carriageway, shoulder, and safety
zone, etc. Determining the CoI at the initial stage is important for undertaking
social screening assessment surveys within the defined area.
• The initial social screening survey has been conducted to assess the type
and extent of loss on properties, enumeration of structures/properties within
the corridor of impact together with their area, type of construction, uses,
ownership and its location (in terms of distance).
9-1
Initial Social Screening
• Relevant baseline data on socio-economic and cultural conditions were

collected from various available secondary sources, like Census Handbooks
and District Gazetteers, Karnataka government’s official websites maintained
by the NIC, etc., to understand the socio-economic context of the proposed
project and for providing necessary inputs for social analysis of the project.
Thus, both primary and secondary data are required for establishing the extent of
impact, which have been collected by administering the schedules for collecting
information on structures, properties, land and type of ownership and social
groups etc. with the help of enumerators/ investigators and by collecting
secondary data from different government and non- government sources.
The data collected and recorded by the enumerators on schedules will be
compiled on computers through MS-Excel (MS-Office Version 2007).
The tabulated data will be summarized in tables and analyzed so that social
situation prevailing in the area is visualized and potential social issues are
estimated. The analysis will prove the feasibility of the project and will help in
suggesting various socially viable alignment options for engineering design and
also come out with the mitigation measures to make the project socio-
economically acceptable.
9.3 DETAILS OF PROJECT ROAD
The present report discusses initial social screening study for Chintamani to AP
Border road (SH-82). The project road starts from Chintamani at Km. 47.203 and
terminates in AP border at Km. 86.977. The total length of the project road is
39.774 Km.
9.3.1 Project Description (Chintamani to AP border)
The project road starts near Medikere Cross Chintamani at Km 47.203 of SH 82
junction with NH 234 as shown in Figure 9.1 and terminates at Andhra Pradesh
border at Km 86.977 as shown in Figure 9.2. Project road predominately
traverses through plain terrain. However a small section of project road also
traverses through rolling terrain. The project road passes through Raylpadu
Reserve Forest for approx. 6 km towards the end of the project road.
Figure 9.1: Start point of the Project at a

junction with NH 234 and Km 47.40 Figure 9.2: End point on SH 82 at AP Border.
on SH 82 near Chintamani
9.4 POTENTIAL SOCIAL IMPACT EVALUATION WITHIN THE CORRIDOR OF

IMPACT (CoI)
The initial social screening at this stage of the project aims to identify congested
areas, potential impacts on the community, settlement and on land with the
intension to provide the basic information to the Engineering Design team to
integrate it with technical design. The thrust of this integration is to minimize the
9-2
adverse impacts, if any, with the best possible engineering solutions at the most
appropriate cost. The perceived impact on population and properties will be
enumerated from the census survey done in the field i.e. 100% and their socio-
economic details based on the sample survey i.e. 25% of the affected
households. The details of impact on the project road will be analyzed and
summarized in the Social Impact Assessment (SIA) Report.
9.5 LEGAL POLICIES AND FRAMEWORKS
A road-upgrading project often involves the acquisition of land where the existing
right of way is not adequate to accommodate the improved road requirements.
This process leads to the involuntary displacement of the affected people and
loss of their livelihoods (both temporary and permanent), culminating in a process
of impoverishment. The country as well as the State has administrative, policy
and legal frameworks to counter this process. The policy frame work and
entitlements for the project will be based on the national law “The Right to Fair
Compensation and Transparency in Land Acquisition, Rehabilitation and
Resettlement Act, 2013”, (RFCTLARRA 2013), relevant Government of
Karnataka policies and ADB’s Safeguard Policy Statement, 2009.
9.6 STAKEHOLDERS CONSULTATION AND PEOPLE’S PERCEPTION
Public consultation has been taken up as an integral part of social assessment
process of the project. It has been viewed as a continuous two way process,
involving promotion of public understanding of the processes and mechanisms
through which developmental problems and needs are investigated and
addressed. This also helps in engaging the stakeholders as well as promoting
community participation in design, implementation, and maintenance of the
project roads.
1. Project Road: Chintamani to AP border
Place: Marinaikana Halli
Chainage/KM: 54.850
Date: 22nd November 2015
Outcome of the Consultation
SI.
Issues Discussed Outcome of the consultation
No.
1 Awareness about the People were aware about the project

project
2 Problem in existing Project road has very limited RoW and widening
road the road will affect their religious structures and
their sentiments attached to it.
3 Widening of the road Suggested for widening the existing road within
available RoW.
5 Impact on Religious People have agreed to shift their religious

Structure structure of LHS to backside.
6 Road safety They have suggested to put speed breakers at

entry and exit points of the village, schools and
market areas.
9-3
Figure 9.3: Sani temple at Marinaikana Figure 9.4: Structure opposite Sani temple at
Halli, likely to be affected Marinaikana Halli, likely to be affected
Figure 9.5: Stakeholder consultation Figure 9.6: Stakeholder consultation in

at Sani temple at Marinaikana Halli progress at Sani temple at Marinaikana Halli

Place: Jodikothapalli
Chainage/KM: 67.000
Date: 23rd November 2015
SI.
No.
1 Awareness about the People were not aware about the project
project
2 Problem in existing Project road is in good condition but it has major
road curves
3 Traffic problem At present no traffic problem
4 Widening of the road Suggested for widening the existing road within
available RoW.
The people suggested for service road
5 Provision of Bypass No bypass is proposed because Enough space is
available to widen exiting road. Only around 20
Houses are likely to be damaged partially.
Government land on either side of road are
available for widening.
No public property will be damaged
6 Road safety They have two speed breakers at entry and exit
points which should be continued
7 Compensation Cash compensation as per government norms and
rules.
9-4
Figure 9.7: Stakeholder consultation Figure 9.8: Stakeholder consultation at Jodikothapalli

at Jodikothapalli

Place: Laxhmipura Crossing
Chainage/KM: 72.000 to 73.000 Date: 07th September 2015 & 23rd
November 2015
SI.
No.
Awareness about the
1  People were not aware about the project
project
Problem in existing  Project road is in good condition and no
2
road problem highlighted.
3 Traffic problem  At present no traffic problem
 Suggested for widening of the road as per the
government deadline because government
land was encroached for a shop that can be
4 Widening of the road utilized.
 They suggested provision for service road,
bus stops and auto stand.
 It connected to AP border with V shape.
No bypass is proposed because
 All commercial shops are on encroached land
5 Provision of Bypass
 No loss of private land due to widening of
existing road
6 Road safety  Speed breaker at the school point
7 Compensation  As per government norms and rules
Figure 9.9: Stakeholder consultation at Lakshmipura
9-5
Focus Group Discussion (FGD):

Focus groups discussions (FGDs) have been used as a tool to find out about
people's feelings, attitudes and opinions about the specific themes/issues related
to project that is being discussed. Focus groups with effective coordination
helped in encouraging participants to talk with each other, rather than answer
questions directly to the people who are conducting the FGD. The group
interaction of focus groups is important because it results in developing a better
understanding on how the people are thinking about the proposed project and
related issues such as HIV/AIDS, gender, livelihoods, women’s issues, road
safety etc.
FGD with Women Group at Lakshmipura FGD with Women Group at Lakshmipura
Identification of Critical Stretches:

Critical stretch refers to a particular road stretch where impact of road
improvement and widening is likely to be adverse and may be sensitive i.e.
religious place and big market area, residential settlements etc. The Social team
has made an evaluation of critical stretches and identified them. These are as
follows:
Critical Stretches

District CPR Impact
Petrol Pump,
1 47.450 Medikeri Cross 4 Shops Statue & Water
Tank
2 50.085 Imareddy Halli Temple on LHS
Chikkabalapura Sri Shani Mahatma
Temple on RHS &
on LHS Garuda
3 54.850 Marinaikana Halli
Stambh, Aralikatte
and Lord Shiva
Statue.
Approx. 40
affected
structure
4 62.000 Thadigol (most of Temple on RHS
them were
Kolar commercial
structure)
5 67.830 Koosandra Cross Temple on LHS
6 60.300 Kamathpalli Temple on RHS
9-6

District CPR Impact
Approx. 30
affected
7 69.200 Jodikothapalli structure Temple on LHS
(residential &
commercial)
Approx. 50
affected
Luxmipura
8 72.400 structure Temple on LHS
Crossing
(residential &
commercial)
9 86.000 Ghuntapalli Temple on LHS
Types of CPRs and Government Properties likely to be affected
Sl. Types of Partially Fully

Items Total Percentage
No. Properties Affected Affected
1 A. The Other Aralikatte 2 1 3 7.14
2 Community Ashram 0 1 1 2.38
Properties
3 (CPRs) Statue 0 1 1 2.38
B. Religious
4 Temple 2 5 7 16.67
Properties
Primary School 0 1
5 1 2.38
(PS)
Bus Shelter 8 2
6 10 23.81
(BS)
Hand Pump 1 0
7 1 2.38
(HP)
High School 1 0
8 C. Government 1 2.38
(HS)
Properties
9 Mini water tank 5 6 11 26.19
10 Check post 0 1 1 2.38
Gram 2 0
11 2 4.76
Panachayath
12 Pump house 1 1 2 4.76
RTO check 0 1
13 1 2.38
post
Total 22 20 42 100.00
9.7 RECOMMENDATIONS
The community consultations with local people, Panchayat leaders, NGO
functionaries, along with PWD officials were undertaken at different locations
along the project roads and have elicited various suggestions from them. All the
suggestions made by people in Public Consultations, FGD’s and field
observations of social team have been consolidated. The consolidated lists of
suggestions were communicated to our design team to consider them and
address appropriately. The design & planning team was requested to indicate
9-7
the actions taken based on these suggestions and reasons for not able to
address any suggestion, if any, fully or partially. These reasons were
communicated to the stakeholders in the subsequent round of consultations/
interactions during our census surveys and socio economic surveys.
9.8 CONCLUSION
In brief, the portrayal of assessment of social impact is an effort to depict the
existing social scenario along the project road and perceived impacts on
population due to implementation of the project with an intention to minimize the
adverse impacts including resettlement. Adequate attention is required to take in
to account the social dimension in the project planning and implementation as per
policies of the Government of India, Government of Karnataka and ADB, and
local needs of the people. While finalizing any alternative options, the mitigation
plan of social report and views expressed by the local community during
consultation, especially the threat of displacement and negative impact on their
business opportunities and livelihood were taken into consideration. This was
updated in the Resettlement Action Plan (RAP).
•••
9-8
10. Conclusion and Recommendations
10. CONCLUSION AND RECOMMENDATIONS
10.1 CONCLUSIONS
Project road is an important inter-state link between the states of Karnataka and
Andhra Pradesh It is also an alternate key connectivity to famous Tirupathi
temple visited year along by lakhs of devotes.
The traffic projections done for the project road indicate that, currently it is
carrying an AADT of 6280 to 8633 PCUs (base year 2015). Based on projected
traffic volume, project road is proposed to be upgraded to 2-lane with paved
shoulder in the opening year in accordance with the design standards
enumerated in IRC: SP: 73-2015. In two built up sections for a length of 300m
each, 4 lane divided carriageway, whereas at one location 2 lane urban section
for a length of 400m has been proposed. Flexible pavement for 20 year design
life period has been proposed and the existing road is proposed for
reconstruction. Considering the existing substandard geometry, realignment at
two locations and curve improvement at 10 locations has been proposed. To
improve the existing substandard sight distance, the vertical curves have been
improved as per the adopted standards.
As per the records available, significant width of existing right of way is available
along the project road. Only at some location land acquisition about 23.64
hectares are required to accommodate the proposed improvement.
The initial environmental screening indicates that, the project road is passing
through Rayalpadu Reserve Forest for a length of 11.37 Km length. At locations
were curve improvements have been proposed forest diversion proposal will
need to be prepared. The road does not pass through any Wild Life Sanctuary,
National Park or any other environmentally sensitive locations.
10.2 RECOMMENDATIONS
Based on the findings of this study the following major recommendations are
made:
1. Considering the projected traffic, the project road is recommended for
upgradation to 2 lane with paved shoulder configuration except the
stretches in two built up section where four lane cross-section is
recommended
2. Considering the traffic safety, two realignment and 10 curve improvement
for a total length of 3.165 km has been recommended.
3. For safety of pedestrians near school, two pedestrian subways are
recommended.
4. Flexible pavement for a design life of 20 year design life is recommended.
5. The RUB approaches are recommended to be reconstructed with rigid
pavement.
6. Two bridges out of five are recommended for reconstruction.
7. To facilitate to road user, rest area & Toll Plaza at one location has been
recommended for land acquisition only which will includes medical aid and
traffic aid post.

10 - 1

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Government of Karnataka

Public Works, Ports & IWT Department

Consultancy Services for Detailed Project Report

PACKAGE I - CHINTAMANI TO AP BORDER (SH-82)

Intercontinental Consultants and in PricewaterhouseCoopers Private Limited

AADT - Annual Average Daily Traffic

GOI/GOK - Government of India/ Government of Karnataka

PSC - Prestressed Concrete

Figure 0.1: Index Map

0.4 ENGINEERING SURVEY AND INVESTIGATIONS

Table 0.2: Homogeneous Sections of Traffic on Project Highway

0.5.2 Turning Movement Survey

0.6 PROPOSED IMPROVEMENTS

HS I 47.203 63.6 2019-38 12 70 40 95 250 200

0.7 PROPOSED ALIGNMENT

36.159 0 2.640 0.975

Bypasses and Realignments

0.8 PROPOSED BRIDGES/ STRUCTURES

Km 81+513 connects the project road.

Sl. Chainage/ Name of Private

Sl. Chainage/ Name of Private

Legal Policies and Frameworks

1.2 CONSULTANCY APPOINTMENT

Figure 1.1: Index Map

1.3 PROJECT DESCRIPTION

Table 1.2: Details of Project Road Comparative Statement

An initial assessment of project road traversing through various districts and

Sl. Name of Affected Name of Affected

Kollegal to TN Border 10 Kollegal

Seegehalli to Somwarpet 16 Maddur

Chintamani to AP Border 13 Chikkabalapura 22 Chintamani

1.4 PROJECT PACKAGING

Package From To Actual Statutory Clearances

Package From To Actual Statutory Clearances

From To Actual Statutory Clearances Category as

From To Actual Statutory Clearances Category as

Package From To Actual Length Statutory ClearancesCategory as

Package From To Actual Statutory Clearances

Package 25a & 25b

Package From To Actual Statutory ClearancesCategory as

Package From To Actual Statutory Clearances

1.5 MODE OF IMPLEMENTATION

(iii) Detailed Surveys and Investigations including topographic surveys, traffic

(xxii) Preparation of Land Plan Schedule (LPS) as per the requirements of

2. OVERVIEW OF KSHIP ORGANISATION

2.1 ABOUT KSHIP

3. SOCIO-ECONOMIC PROFILE OF THE PROJECT AREA

Particular Unit Reference Year

Particular Unit Reference Year

Source: Economic Survey of Karnataka 2014-15.

3.3 DEMOGRAPHIC FEATURE

3.5 STATE’S PERSPECTIVE PLAN (12TH FIVE-YEAR PLAN)

 Gummanayaka Fort, founded by Gummanayaka circa 1350, is located at 16

4. ENGINEERING SURVEYS AND INVESTIGATIONS

Start of Project Road

End of Project Road

Figure 4.3: Network Connectivity

4.4 TOPOGRAPHIC SURVEY

Tentative Chainage (km)

4.5 CULVERT INVENTORY

b) As per World Bank Technical Publication No. 46 the minimum and

Figure 4.8: Roughness measurement studies for Up Direction

Figure 4.9: Roughness measurement studies for DN Direction