Documenti di Didattica
Documenti di Professioni
Documenti di Cultura
(MAIN REPORT)
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
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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
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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
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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
6.1 Introduction 6-1
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
7.1 Introduction 7-1
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
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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
8.1 Introduction 8-1
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
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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
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Chintamani to Andhra Pradesh Border
LIST OF ABBREVIATIONS
AB - 1
Abbreviations
AB - 2
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for Karnataka State Highway Improvement Project-lll (KSHIP-lll)-Group II
Chintamani to Andhra Pradesh Border
AB - 3
Executive Summary
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for Karnataka State Highway Improvement Project-lll (KSHIP-lll)-Group II
Chintamani to Andhra Pradesh Border
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
Es - 2
Consultancy Services for Detailed Project Report cum Transaction Advisory Services
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Chintamani to Andhra Pradesh Border
Es - 3
Executive Summary
Es - 4
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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
Design Traffic
Chainage
Subgrade
Pavement Composition (mm)
CBR (%)
Design
(MSA)
Design
HS
From To Period
Km Km BC DBM WMM GSB
Es - 6
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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
Es - 8
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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
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
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
Es - 10
1. Project Background
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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).
1-1
Project Background
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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
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1-5
Project Background
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Package 1 a, 1 b & 1 c
1-7
Project Background
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
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Package 2
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
1-9
Project Background
Package 3
1 - 10
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Package 23
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 - 11
Project Background
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 - 12
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Chintamani to Andhra Pradesh Border
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 - 13
Project Background
1 - 14
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1 - 15
Project Background
1 - 16
2. Overview of KSHIP Organisation
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2-1
3. Socio-Economic Profile
of the Project Area
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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
3-1
Socio-Economic Profile of the Project Area
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3-3
Socio-Economic Profile of the Project Area
(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.
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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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Socio-Economic Profile of the Project Area
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4. Engineering Surveys and
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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.
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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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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
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Engineering Surveys and Investigations
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
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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
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Engineering Surveys and Investigations
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
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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
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Engineering Surveys and Investigations
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.
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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”
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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).
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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.
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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:
QcK 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,
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Engineering Surveys and Investigations
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
4 77+579 Local Stream 1 x 8.35 Retained with widening
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
Culvert Culvert Size
Hume Pipe RCC Box Inadequate
6 65+111 2x0.9 1x4.0x2.0
Culvert Culvert Size
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Existing Proposed
Sl. Span
Chainage Type of (No. x Proposed Proposed Remark
No.
Culvert Length) Type Size
(m)
Hume Pipe Hume Pipe Codal
7 65+207 1X0.6 1x1.2
Culvert Culvert Requirement
Hume Pipe RCC Box Inadequate
8 66+500 2x0.9 1x2.0x2.0
Culvert Culvert Size
Hume Pipe Hume Pipe Codal
9 69+977 1X0.6 1x1.2
Culvert Culvert Requirement
Hume Pipe RCC Box Inadequate
10 70+452 4 x 0.9 2x1.5x1.5
Culvert Culvert Size
Hume Pipe RCC Box Inadequate
11 71+609 2 x 0.9 1x2.0x2.0
Culvert Culvert Size
Hume Pipe RCC Box Inadequate
12 73+062 2 x 0.9 1x2.0x2.0
Culvert Culvert Size
Hume Pipe Hume Pipe Codal
13 74+519 2X0.75 1x1.2
Culvert Culvert Requirement
Hume Pipe RCC Box Inadequate
14 77+142 3 x 0.9 1x2.0x2.0
Culvert Culvert Size
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
Hume Pipe RCC Box Inadequate
18 78+277 2 x 1.2 1x2.0x2.0
Culvert Culvert Size
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
Hume Pipe RCC Box Inadequate
21 79+327 3 x 0.9 1x1.5x1.5
Culvert Culvert Size
RCC Box Inadequate
22 79+719 Slab Culvert 1 x 1.5 1x2.0x2.0
Culvert Size
Hume Pipe RCC Box Inadequate
23 82+236 4x0.9 1x1.5x1.5
Culvert Culvert Size
Hume Pipe RCC Box Inadequate
24 82+725 3x0.9 2x2.0x2.0
Culvert Culvert Size
Hume Pipe Hume Pipe Codal
25 83+244 1X0.6 1x1.2
Culvert Culvert Requirement
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Engineering Surveys and Investigations
Existing Proposed
Sl. Span
Chainage Type of (No. x Proposed Proposed Remark
No.
Culvert Length) Type Size
(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
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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
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Engineering Surveys and Investigations
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
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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
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Testing Criteria
Sl.
Type of Samples Sampling Criteria Standard Code
No. Description of Test
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)
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Engineering Surveys and Investigations
Testing Criteria
Sl.
Type of Samples Sampling Criteria Standard Code
No. Description of Test
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)
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Testing Criteria
Sl.
Type of Samples Sampling Criteria Standard Code
No. Description of Test
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.
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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:
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
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Engineering Surveys and Investigations
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
Range of Liquid Limit 18-32
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
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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
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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
The following observations are noted from the WMM and GSB materials test
results:
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Engineering Surveys and Investigations
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
The percentages of type of soils found along the Project roads are shown
graphically below in Figure 4.15.
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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:
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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
Engineering Surveys and Investigations
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
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Specification
Description Result Obtained Remarks
Limit
Stability 14.4 KN Minimum 9.0 KN
Stability/ Flow 4.8 2-5
Bitumen Content 5.6 % Minimum 5.4%
It can be seen that 4% emulsion content satisfies the dry strength and wet strength
criteria as per IRC 37 – 2012.
4 - 43
Engineering Surveys and Investigations
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)
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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
Engineering Surveys and Investigations
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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
Engineering Surveys and Investigations
S.
Particulars
No.
4 No. of existing bridges to be abandoned due to realignment 1
Total 6 Nos.
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.
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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
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Sl.
Design Specification Unit Proposed Design Standards
No.
5-1
Design Standards and Proposed Cross Section
Sl.
Design Specification Unit Proposed Design Standards
No.
Un-
Type Paved Total
paved
Rural 1.5 2.0 3.5
Built-up-2km 2.0 -- 2.5
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Sl.
Design Specification Unit Proposed Design Standards
No.
5-3
Design Standards and Proposed Cross Section
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
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a) Foundations
IRC:5-2015: Standard Specifications and Code of Practice for Road
Bridges, Section I – General Features of Design
IRC:6-2014: Standard Specifications and Code of Practice for Road
Bridges, Section II – Loads and Stresses
IRC:112-2011: Code of Practice for Concrete Road Bridges
IRC:78-2014: Standard Specifications and Code of Practice for Road
Bridges, Section VII – Foundations and Substructure
IS: 2911 (Part-I/ Sec-2) -2010
b) Substructure
IRC:5-2015: Standard Specifications and Code of Practice for Road
Bridges, Section I – General Features of Design
IRC:6-2014: Standard Specifications and Code of Practice for Road
Bridges, Section II – Loads and Stresses
IRC:40-2002: Standard Specifications and Code of Practice for Road
Bridges, Section IV – Brick, Stone and Block Masonry
IRC:78-2014: Standard Specifications and Code of Practice for Road
Bridges, Section VII – Foundations and Substructure
IRC:112-2011: Code of Practice for Concrete Road Bridges
c) Superstructure
IRC:6-2014: Standard Specifications and Code of Practice for Road
Bridges, Section II – Loads and Stresses
IRC:22-2008: Standard Specifications and Code of Practice for Road
Bridges, Section VI – Composite Construction (Limit States Design)
IRC:24-2010: Standard Specifications and Code of Practice for Road
Bridges, Steel Road Bridges (Limit State Method)
IRC:112-2011: Code of Practice for Concrete Road Bridges
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
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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.
5-9
Design Standards and Proposed Cross Section
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
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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
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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
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Table 6.2: Average Daily Traffic (ADT)
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
MCC-02
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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.
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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:
Chintamani to Andhra Pradesh Border
Duration of Survey : 08/8/2015 to 14/8/2015
Days
Monday
300 Tuesday
200 Wednesday
100 Friday
Friday
0
Time
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)
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Table 6.4: Annual Average Daily Traffic (AADT) at Various Surveyed Location
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
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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
*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
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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
Traffic Survey and Analysis
1
IRC:108-2015 Guidelines for Traffic Forecast on Highways, published by IRC, New Delhi
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2
Ibid.
3
Ibid.
6 - 17
Traffic Survey and Analysis
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.
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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
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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
Axle / 3 Axle Trucks)
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
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Traffic Survey and Analysis
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
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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
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Traffic and Highway Engineering, Nicholas J. Garber & Lester A. Hoel, University of Virginia, Bureau of
Public Roads, Federal Highway Administration -USA
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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
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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.
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Traffic Survey and Analysis
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
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Terrain
Section (HS)
shoulder
shoulder
shoulder
Sl. No
From
To
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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.
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Traffic Survey and Analysis
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)
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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 -
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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
(in percentage)
(vehicles per
Type of Toll
(M=Manual,
Automatic)
Proportion
Peak Hour
SA =Semi
direction)
direction)
System
(Sec)
Daily
(sec)
Year
6 - 37
Traffic Survey and Analysis
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
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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
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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)
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
3 48+910 68+326 19.416 2 Lane with Paved shoulder
4 68+326 68+726 0.400 2 Lane urban
5 68+726 70+830 2.104 2 Lane with Paved shoulder
6 70+830 71+130 0.300 4 Lane Urban
7 71+130 73+150 2.020 2 Lane with Paved shoulder
8 73+150 73+450 0.300 4 Lane Urban
9 73+450 86+977 13.527 2 Lane with Paved shoulder
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.
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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
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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.
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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
Rehabilitation of Pavement
Overlay Design as per IRC Code
Pavement Design for reconstruction Sections
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(97% Compaction)
Adopted Effective
Effective CBR (%)
Alignment (Km)
Chainage
Side Coverage Area
(Km)
7 - 11
Engineering Designs and Alternatives
(97% Compaction)
Adopted Effective
Effective CBR (%)
Alignment (Km)
Chainage
Side Coverage Area
(Km)
Note: Soil of all Borrow area locations is suitable for embankment construction
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.
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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
*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
Engineering Designs and Alternatives
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.
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Engineering Designs and Alternatives
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)
CBR (%)
Design
HS From To Period
CTSB
Km Km BC DBM WMM GSB BC RAP
Design
HS From To Period
Km Km CTSB*
BC DBM WMM GSB BC DBM RAP
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Design Subgrade
Design Traffic
Option 1 (Conventional) Option 2 (RAP)
CBR (%)
(MSA)
Design
HS
From To Period
CTSB*
Km Km
BC DBM WMM GSB BC DBM RAP
7 - 17
Engineering Designs and Alternatives
Characteristic Deflection
CBR of Subgrade (%)
Composition (mm)
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
Rehabilitation (Reconstruction/Overlay)
Existing Subgrade CBR at 97 %
Pavement
Characteristic Deflection (mm)
(mm)
Composition
Avg.
Design Traffic (MSA)
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
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Existing Rehabilitation
Chainage
Pavement (Reconstruction/Overlay) (mm)
Characteristic Deflection
Composition
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 - 19
Engineering Designs and Alternatives
Diameter
Spacing
Spacing
Length
Length
Section
PQC
GSB
DLC
mm
mm
mm
mm
mm
mm
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.
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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
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Engineering Designs and Alternatives
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
3 70+302 Local Stream 1 x 6.7 Retained with widening
4 77+579 Local Stream 1 x 8.35 Retained with widening
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Existing Proposed
Sl. Span
Chainage Type of (No.x Proposed Proposed Remark
No.
Culvert Length) Type Size
(m)
Hume Pipe Hume Pipe Codal
9 69+977 1X0.6 1x1.2
Culvert Culvert Requirement
Hume Pipe RCC Box Inadequate
10 70+452 4 x 0.9 2x1.5x1.5
Culvert Culvert Size
Hume Pipe RCC Box Inadequate
11 71+609 2 x 0.9 1x2.0x2.0
Culvert Culvert Size
Hume Pipe RCC Box Inadequate
12 73+062 2 x 0.9 1x2.0x2.0
Culvert Culvert Size
Hume Pipe Hume Pipe Codal
13 74+519 2X0.75 1x1.2
Culvert Culvert Requirement
Hume Pipe RCC Box Inadequate
14 77+142 3 x 0.9 1x2.0x2.0
Culvert Culvert Size
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
Hume Pipe RCC Box Inadequate
18 78+277 2 x 1.2 1x2.0x2.0
Culvert Culvert Size
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
Hume Pipe RCC Box Inadequate
21 79+327 3 x 0.9 1x1.5x1.5
Culvert Culvert Size
RCC Box Inadequate
22 79+719 Slab Culvert 1 x 1.5 1x2.0x2.0
Culvert Size
Hume Pipe RCC Box Inadequate
23 82+236 4x0.9 1x1.5x1.5
Culvert Culvert Size
Hume Pipe RCC Box Inadequate
24 82+725 3x0.9 2x2.0x2.0
Culvert Culvert Size
Hume Pipe Hume Pipe Codal
25 83+244 1X0.6 1x1.2
Culvert Culvert Requirement
Hume Pipe Hume Pipe Inadequate
26 83+478 1x0.9 1 x 1.2
Culvert Culvert Size
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
Engineering Designs and Alternatives
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 Culvert 1 x 0.90
2 52+762 Hume Pipe Culvert 3 x 0.90
3 55+938 Hume Pipe Culvert 1 x 0.90
4 58+216 Hume Pipe Culvert 2 x 1.2
5 60+606 Slab Culvert 1x1.5
6 60+930 Slab Culvert 1x2.0
7 63+217 Hume Pipe Culvert 1x1.2
8 64+436 Hume Pipe Culvert 1x0.9
9 65+567 Hume Pipe Culvert 2x0.9
10 66+550 Hume Pipe Culvert 1 x 0.9
11 67+329 Hume Pipe Culvert 1 x 0.9
12 68+967 Hume Pipe Culvert 1 x 0.9
13 69+187 Hume Pipe Culvert 1 x 0.9
14 69+545 Hume Pipe Culvert 1 x 0.9
15 72+707 Hume Pipe Culvert 3 x 0.9
16 73+612 Hume Pipe Culvert 1 x 0.9
17 74+042 Hume Pipe Culvert 1 x 0.9
18 74+893 Hume Pipe Culvert 3 x 0.9
19 75+837 Hume Pipe Culvert 1 x 0.9
20 76+102 Hume Pipe Culvert 2 x 0.9
21 76+626 Hume Pipe Culvert 1 x 0.9
22 78+702 Hume Pipe Culvert 1 x 1.2
23 79+464 Hume Pipe Culvert 1 x 0.9
24 80+039 Hume Pipe Culvert 2x0.9
25 80+252 Hume Pipe Culvert 2x0.9
26 80+677 Hume Pipe Culvert 2x0.9
27 80+857 Hume Pipe Culvert 1x0.9
28 80+972 Hume Pipe Culvert 1x1.20
29 81+247 Hume Pipe Culvert 1x1.20
30 81+426 Hume Pipe Culvert 1x1.20
31 81+645 Hume Pipe Culvert 1x1.20
32 81+844 Hume Pipe Culvert 2x0.9
33 83+012 Hume Pipe Culvert 1x0.9
34 83+700 Hume Pipe Culvert 1x0.9
35 85+810 Hume Pipe Culvert 3X0.9
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New Culverts
The following new culverts are proposed.
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
Adopted depth of flow 0.25 m
Free board 0.15 m
Adopted depth of drain (Min) 0.40 m
Min Top width of drain (Min) 1.9 m
Discharge of drain 0.09 m3/s
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Engineering Designs and Alternatives
Replaced being
67 + 763
1. 1 x 9.00 9.02 1 x 27.30 27.348 hydraulically
(33.5 Skew)
deficient
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Engineering Designs and Alternatives
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.
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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
7 - 30
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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
Engineering Designs and Alternatives
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
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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.
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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 Material
Camber / Camber /
Super elevation Super elevation
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.
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Corridor of Impact (Min. 20000)
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
Camber / Camber /
Super elevation Super elevation
TYPICAL CROSS SECTION FOR 4-LANE DIVIDED HIGHWAY WITHOUT SERVICE ROAD (URBAN SECTION)
TCS - 3 - CONCENTRIC WIDENING BUILT-UP SECTION
Note:-
1. All dimensions are in mm unless otherwise specified.
2. New Jersey Crash Barrier shall be as per IRC:119-2015
3. Interlocking Concrete block shall be as per IRC SP 63-2004.
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Corridor of Impact (Min.16000)
CL
Pedestrian Guardrail Pedestrian Guardrail
Camber / Camber /
Super Elevation Super Elevation
TYPICAL CROSS SECTION FOR 2-LANE WITH PAVED SHOULDER (URBAN SECTION)
TCS - 4 - CONCENTRIC WIDENING BUILT UP SECTION
Note:-
1. All dimensions are in mm unless otherwise specified.
2. Interlocking Concrete block shall be as per IRC SP 63-2004.
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GRADE LEVEL
C.L OF ROAD
PARAPET WALL
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
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Corridor of Impact (Min. 25000)
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
TYPICAL CROSS SECTION FOR 2-LANE WITH PAVED SHOULDER (CUTTING SECTION)
TCS - 6 - RIGID PAVEMENT - RUB APPROACHES
Note:-
All Dimensions are in mm. unless otherwise specified.
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Corridor of Impact (Min. 25000)
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:-
All Dimensions are in mm. unless otherwise specified.
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Corridor of Impact (Min. 25000)
500
(Min.)
Toe Drain 2000 1500 7000 1500 2000 Toe Drain
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:-
All Dimensions are in mm. unless otherwise specified.
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Corridor of Impact
1000 1000
W1 1000/2000 1500 7000 1500 1000/2000 W1
Utility Embankment Earthen Paved Carriageway Paved Earthen Embankment Utility
Corridor Slope Shoulder Shoulder Shoulder Shoulder Slope Corridor
CL
Granular Granular
Material Camber / Camber / Material
Super elevation Super elevation
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
Note:-
1. All dimensions are in mm unless otherwise specified.
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.
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8. Environmental Screening
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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
8-1
Initial Environmental Examination
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
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Construction Activity
Sl. Statute Under which Clearance
& Type of Clearance Statutory Authority
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
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
Initial Environmental Examination
Construction Activity
Sl. Statute Under which Clearance
& Type of Clearance Statutory Authority
No. is Required
Required
8-4
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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
Initial Environmental Examination
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
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IND WB Indian
Pollutant AAQMS Location Mes Min Max SD p98 PTV PTV
Standard
Overall 2 Locations 16 40.00 68.00 7.19 67.40 0 0
AQ1 Thadigal Cross 8 8.20 12.60 1.47 12.42 0 0
SO2
3 AQ2 Manchineela Kotte 8 10.20 16.20 1.88 16.06 0 0 80
(µg/m )
Overall 2 Locations 16 8.20 16.20 2.27 15.90 0 0
AQ1 Thadigal Cross 8 22.00 32.00 3.03 31.72 0 0
NO2
3 AQ2 Manchineela Kotte 8 20.00 32.00 3.87 31.72 0 0 80
(µg/m )
Overall 2 Locations 16 20.00 32.00 3.59 32.00 0 0
AQ1 Thadigal Cross 8 0.30 0.43 0.04 0.43 0 0
CO
3 AQ2 Manchineela Kotte 8 0.24 0.33 0.03 0.33 0 0 4
(mg/m )
Overall 2 Locations 16 0.24 0.43 0.05 0.42 0 0
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
Initial Environmental Examination
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
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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
Initial Environmental Examination
Sample Altitude
Latitude Longitude Vegetation Type & Location
Plots (m)
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.
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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.
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Initial Environmental Examination
Ch. Km
75+600 Ch. Km
82+950
Ch. Km
83+353
Ch. Km
87+330
Project Road
Figure-8.2 Map showing Location of Rayalpadu Reserved Forests along the Project Road
Educational Institutions 10
Medical Amenities None
Religious Places 33
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Initial Environmental Examination
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Initial Environmental Examination
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Initial Environmental Examination
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Initial Environmental Examination
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
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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.
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9. Initial Social
Screening
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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
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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.
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.
9-3
Initial Social Screening
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
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Initial Social Screening
FGD with Women Group at Lakshmipura FGD with Women Group at Lakshmipura
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
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Initial Social Screening
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
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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.
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