Volume - Ii Design Report: S U B M I T T e D B y

Consultancy Services for Feasibility Study cum DPR, Survey
and Preparation of Plan by Adopting LIDAR or Similar

Technology for Widening to two lane with/without paved
shoulders to various roads under Hybrid Annuity Model-
Package No: PN -150.
VOLUME – II
DESIGN REPORT
Wardha
SSuubbm
miitttteedd BByy::
M/s Global Infra-Solutions JV
M/s Infycons Creative Software Pvt. Ltd.
Volume-II
Design Report
Consultancy Services for Feasibility Study cum DPR, Survey and Preparation of Land Plan
by adopting LiDAR or similar technology for Widening to two lane with Paved Shoulders of
Improvement to Mathkudal Shivdav Kadgaon Gargoti Road SH-179, km 58/000 to 94/000 DPR
(93/210), Tal-Bhudargad, District -Kolhapur in the state of Maharashtra under old Package
No.PN-150.
TABLE OF CONTENTS
Chapter Description Page
1 INTRODUCTION ..............................................................................................................................................................1
1.1 General ........................................................................................................................................................................1
1.2 Design Considerations .............................................................................................................................................1
1.4 Codes and Specifications of Bridge Design ..........................................................................................................3

1.5 Key Design Parameters of Road Components ......................................................................................................4
2 ROAD CARRIAGEWAY AND CROSS-SECTIONS ............................................................................................................6
2.2 Road Carriageway and Cross-sectional Elements................................................................................................6
2.3 Roadway Width (Formation Width) .......................................................................................................................7
2.4 Right of Way (ROW) .................................................................................................................................................8
2.5 Typical Cross-Sections .............................................................................................................................................8
3 WIDENING PROPOSALS ...............................................................................................................................................18
3.1 Formulation of Proposals ......................................................................................................................................18
3.1.1 Widening Options .................................................................................................................................................18
3.1.2 Selection of Widening Options ..........................................................................................................................18
3.1.3 Re-alignment and Bypasses ................................................................................................................................18
3.1.4 Other Improvements ...........................................................................................................................................19
3.1.5 Proposals along major settlements. .................................................................................................................19
4 ALIGNMENT DESIGN ...................................................................................................................................................20
4.1 Introduction ............................................................................................................................................................20
4.2 Horizontal Alignment ............................................................................................................................................20
4.2.1 General ..................................................................................................................................................................20
4.2.2 Design Elements ...................................................................................................................................................21
4.2.3 Site Specific ..........................................................................................................................................................22
4.3 Vertical Alignment .................................................................................................................................................22
4.3.1 General ..................................................................................................................................................................22
4.3.2 Design Elements ...................................................................................................................................................22
4.3.3 Sight Distance .......................................................................................................................................................24
4.3.4 Site Specific ..........................................................................................................................................................24
5 JUNCTIONS/ INTERSECTIONS ..................................................................................................................................25
5.3 Site Specific.............................................................................................................................................................26
6 PAVEMENT .................................................................................................................................................................28
6.1 Introduction ...........................................................................................................................................................28
6.2 Review of Design Methods for New Construction ..........................................................................................28
6.3 AASHTO-93, Guide for Design of Pavement Structures ................................................................................28
6.4 IRC: 37 – 2012, Tentative Guidelines for the Design of Flexible Pavements ............................................29
6.5 Design Methodology ............................................................................................................................................29
6.6 Evaluation of Pavement Design Parameters ..................................................................................................30
6.6.1 Design Life ............................................................................................................................................................30
6.6.2 Traffic Volumes ..................................................................................................................................................30
6.6.3 Projected Traffic .................................................................................................................................................31
6.6.4 Vehicle Damage Factors .....................................................................................................................................31
6.6.5 Strength of Sub grade .........................................................................................................................................32
6.6.6 Use of Fly ash in Embankment Construction ..................................................................................................33
6.6.7 Evaluation of Design Traffic (MSA) for Pavement Design .............................................................................33
6.6.8 Design of Pavement Structure as per IRC: 37-2012 .......................................................................................34
6.6.10 Design of flexible pavement with IITPAVE Software .....................................................................................36
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No.PN-150.
6.6.11 Binder Selection for BC and DBM .......................................................................................................................37
6.6.12 Maintenance/Repair Strategy to be Adopted before Placing Overlay ........................................................38
6.6.13 D e s i g n of Cement Concrete (CC) Pavement .................................................................................................42
7 GEOTECHNICAL INVESTIGATIONS...........................................................................................................................43
7.1 Geotechnical Proposals ..........................................................................................................................................43
7.2 Approach ................................................................................................................................................................43
8 CROSS-DRAINAGE STRUCTURES -MAJOR & MINOR BRIDGES ................................................................................45
8.1 Design Standards for Bridges/Structures ...........................................................................................................45
8.2 Design of Structures ..............................................................................................................................................46
8.3 Hydraulic and Hydrological Investigations and Methodology..........................................................................47
8.4 Design Methodology Minor Bridges (New) ...........................................................................................................52
8.5 Design Methodology Minor Bridges (Reconstruction) ............................................................................................54
8.7 Bridges on the project road ..............................................................................................................................56
8.9 Structure Summary .............................................................................................................................................58
9 CROSS-DRAINAGE STRUCTURES – CULVERTS ..........................................................................................................59
9.2 Proposal for New Culverts ....................................................................................................................................59
9.3 Improvement Proposals .......................................................................................................................................59
9.3.1 Culverts .................................................................................................................................................................59
10 TRAFFIC CONTROL AND SAFETY MEASURES.......................................................................................................65
10.1 Road Signs ...............................................................................................................................................................65
10.2 Road Markings .........................................................................................................................................................65
10.3 Kilometer Stones.....................................................................................................................................................66
10.3.1 200m Stones and Boundary Stones ....................................................................................................................66
10.4 Delineators and Object Markers .........................................................................................................................66
10.5 Guard Post ..............................................................................................................................................................68
10.6 Solar Road Stud (SRS) .............................................................................................................................................68
11 P R O J E C T FACILITIES AND TRAFFIC CALMING MEASURES .............................................................................69
11.1 Project Facilities ...................................................................................................................................................69
11.2 Bus Shelters .........................................................................................................................................................69
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No.PN-150.
Table of Contents
Table 1.1: Design Codes / Specifications ............................................................................................................................2

Table 1.2: Codes and Publications used for the Design ....................................................................................................3
Table 2.1: Codes Pertaining to Road Cross Sections .........................................................................................................6
Table 2.2: Typical Cross-Section Details .............................................................................................................................8
Table 2.3 A: Chainage wise Typical Cross-Section Schedule ..........................................................................................14
Table 3.1: Improvement Proposals Along Major Settlements ........................................................................................19
Table 4.1: Codes Pertaining to Alignment Design ............................................................................................................20
Table 4.2: Minimum Radii of Horizontal Curves (in meters) ..........................................................................................21
Table 4.3: Minimum Length of Vertical Curves ................................................................................................................24
Table 5.3: Road Junctions ...................................................................................................................................................26
Table 6.3: Vehicle Damage Factors ...................................................................................................................................32
Table 6.3: Calculated MSA for the Project Roads ............................................................................................................34
Table 6.4: Pavement Composition and Thickness for new construction........................................................................35
Table 6.8: Estimated Overlay Composition and Thickness .............................................................................................36
Table 6.9: Corrective/Remedial Measures for Distresses before Overlay ....................................................................38
Table 7.1: Depth of Trial pits ..............................................................................................................................................44
Table 8.1: Details of Proposals of Bridges ........................................................................................................................57
Table 8.2: Summary of Bridges ...........................................................................................................................................58
Table 9.1 .................................................................................................................................................................................61
LIST OF FIGURES
Figure 2. 1:TCS-1 .................................................................................................................. 9

Figure 2. 2:TCS-2 .................................................................................................................. 9
Figure 2. 3:TCS-2A ............................................................................................................... 10
Figure 2. 4:TCS-2B................................................................................................................ 10
Figure 2. 5:TCS-3 ................................................................................................................. 11
Figure 2. 6:TCS-3 ................................................................................................................. 11
Figure 2. 7:TCS-3B................................................................................................................ 12
Figure 2. 8:TCS-4 ................................................................................................................. 12
Figure 2. 9:TCS-5 ................................................................................................................. 13
Figure 2. 10:TCS-6 ................................................................................................................ 13
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No.PN-150.
Annexures.
• Annexure-I Hydraulics Calculations (Culverts)

• Annexure-II Hydraulics Calculations & Design of Bridges
• Annexure-III Road Inventory, Pavement Condition, Culvert
Inventory, Bridge Inventory
• Annexure-IV Improvement Proposal of Structures
• Annexure-V AADT, Traffic Projections & MSA Calculations
• Annexure-VI CC Pavement
• Annexure-VII Flexible Pavement Design (IIT-Pave)
• Annexure-VII BBD Survey & Analysis
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No.PN-150.
ABBREVIATIONS
AADT Annual Average Daily Traffic

AASHTO American Association of State Highway and Transportation Officials
ADT Average Daily Traffic
BBD Benkelman Beam Deflection
BIS Bureau of Indian Standard
BOQ Bill of Quantities
CAD Computer Aided Design
CBR California Bearing Ratio
C-D Cross-drainage
Ch. Chainage
CMS Content Management System
CPCB Central Pollution Control Board
CWC Central Water Commission
DPR Detailed Project Report
DTM Digital Terrain Model
EIA Environmental Impact Assessment
EIRR Economic Internal Rate of Return
EL Electrical Lines
EMP Environment Management Plan
GAD General Arrangement Drawing
GFC Good for Construction
Govt. Government
GSB Granular Sub-base
IRC Indian Road Congress
IRC-SP Indian Road Congress – Special Publication
Km Kilometer (Chainage)
Km Kilometer (Length)
LA Land Acquisition
LHS Left Hand Side
MDR Major District Road
MoRT&H Ministry of Road Transport and Highways
NH National Highway
NPV Net Present Value
OD Origin – Destination
OFC Optical Fiber Cable
PAP Project Affected Person
PIA Project Influence Area
PMIS Project Management Information Systems
PWD Public Works Department
QAP Quality Assurance Plan
R&R Rehabilitation and Resettlement
RAP Resettlement Action Plan
RCC Reinforced Cement Concrete
RFP Request for Proposal
RHS Right Hand Side
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No.PN-150.
ROB Road Over Bridge .

ROW Right of Way
RUB Road Under Bridge
SH State Highway
SMA Stone Mastic Asphalt
SPT Standard Penetration Test
TOR Terms of Reference
TYP Typical
VDF Vehicle Damage Factor
VOC Vehicle Operating Costs
VUP Vehicular Underpass
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No.PN-150.
1 INTRODUCTION
1.1 General
The improvement proposal primarily covers Up-gradation widening and strengthening of
existing road, CD structure Reconstruction Widening and Maintenance grade
improvement Signages etc. The design of the project road includes following design
components:
• Analysis of present traffic and future projections;

• Analysis of existing pavement structure and its residual strength;
• Determination of requirements for the new pavement including overlay over the
design period;
• Determination of adequacy of the CD structures;
• Review of existing condition of existing structures;
• Review of the roads geometry (horizontal as well as vertical) and measures for
improvement;
• Determination of adequacy of intersections and measures for improvement; and
• Road safety aspects through provision of traffic control devices, roadside furniture
and project facilities.
1.2 Design Considerations
The project design comprises geometric design i.e. the horizontal alignment and the
vertical profile, and the design of appurtenances and structures, traffic control devices,
roadside furniture and other project facilities. The design standard/ practices proposed
to be adopted for structure design are given in Chapter 8 and 9. The geometric design
consists of the below mentioned features.
• Design of horizontal alignment, vertical alignment, intersections and other

features for upgrading the existing lanes to required 2-lane with/without paved
shoulder configuration by widening including realignment where required;
• Minimizing shifting/acquisition avoiding obstructions or constraints like trees,
utilities and structures as far as possible without affecting safety;
• The geometric design is based on available right of way (ROW) and shall conform to
the standards, set out as minimum, as far as possible safety mitigation measures to
be provided wherever desirable design standards cannot be achieved;
• Wherever the existing road geometrics are deficient, due importance to
improvement of these sections to meet the standards subject to land constraints;
• The uniformity of design standards is maintained throughout the length of the
Project road, to the extent practical with due consideration to safety;
• Correction of any deficiencies in the vertical profile in respect of grades layout and
sight distance to meet the minimum requirements;
• Design of road side appurtenances and project facilities in accordance with
relevant codes of IRC or other international standards;
• The design of cross drainage works in accordance with the relevant IRC Codes and
considers the location of the cross drainage (CD) works, bridges and other
structures.
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No.PN-150.
Site Specific:
• The project road passes through plain and rolling terrain having villages and towns
along the road. Considering the physical condition and cost effectiveness, the
improvement proposals are conceived and developed under following standards:
• The desirable standards which could be adopted as a rule; and
• The minimum standards, which could be accepted for difficult stretches where
application of the desirable standards, would lead to exorbitant costs.
• Accordingly, design standards for geometric elements would be considered under

"desirable" and "minimum" categories. The proposed standards have to be
consistent with and fall within the parameters recommended in the related
standards of the Indian Roads congress.
1.3 Codes and Specifications for Road Design and Safety
The highway design is based on the IRC Codes and publications shown in Table 1.1 and
is in conformity with requirements set forth in MORT&H Specifications for Road and
Bridge Works, Fifth Revision. Design codes proposed to be adopted are detailed below. A
recently published Standard IRC: SP-73 of 2015 “Manual of Specifications and Standards
for Two Lining of Highways with Paved Shoulders and also based on current practices
would be largely adopted for detailed design of roads.
Table 1.1: Design Codes / Specifications

Sr.
No. Description Design Code
IRC:38 Guidelines for design of horizontal curves

IRC: SP-23 – Vertical curves for Highways
IRC:39 – Standards for Road rail level crossings
Geometric Designs & IRC:64– Capacity of Roads in Rural Areas
standards IRC:66 – Sight Distance on Rural Highways
1. IRC:73 – Geometric Design standards for Rural (non-urban)

Highways
IRC:75 – Guidelines for design of High Embankment
IRC:86 – Geometric Design standards for urban roads in
plains
IRC:106 – Guidelines on capacity of urban roads in plain
areas
IRC:37 – Guidelines for Design of Flexible Pavement
2. Design of Pavement
IRC:58 – Guidelines for Design of Rigid Pavements

No.PN-150.
Sr.
No. Description Design Code
IRC:81 – Guidelines for strengthening of flexible pavements

IRC:65- Traffic Rotaries
Junctions/Intersections/
3. IRC:92 - Guidelines for Design of Interchanges
interchanges
IRC: SP:41 – Design of at grade junctions
IRC:81 – Type Design for Highway kilometer stones

Kilometer stones, 200m
4. IRC:26 -Type design for 200m stones
stones and boundary pillar
IRC:25 -Type design for boundary stones
IRC:31 – Route marker signs for state routes
IRC:67 – Code of practice for road signs
5. Traffic Signs IRC:79– Recommended practice for Road Traffic signs
IRC: SP:31 – Road Traffic signs
6. Road Markings IRC:35 – Code of practice for road markings, road
delineators
IRC:80 – Type design for pick up bus stops on Rural
7. Ancillary Works Highways
IRC: SP: 12 – Guidelines on provision of parking areas.
IRC: SP:42 – Guidelines on Road Drainage
8. Drainage
IRC: SP:50 – Guidelines on urban drainage
IRC:103 – Guidelines for pedestrian facilities
9. Safety Measures IRC: SP:44 – Highway Safety Code
IRC: SP:55 – Guidelines for safety in construction zones
1.4 Codes and Specifications of Bridge Design
The following codes and publications (latest editions) have been used for the design
of bridge components including approaches:
Table 1.2: Codes and Publications used for the Design
IRC Code Description and name of Code

Standard Specification and code of Practice for Road bridges, Section 1 –
IRC: 5-1998
General
IRC: 6-2014 Features of
Standard Design (Seventh
specifications Revision)
and code of practice for Road bridges
(Section: II) Loads and Stresses

No.PN-150.
IRC Code Description and name of Code

Standard Specification and code of Practice for Road bridges, Section III –
IRC: 21- 2000
Cement concrete (Plain and reinforced)
IRC: 112 – 2011 Code of practice for concrete road bridges

IRC: SP:13 – 2004 Guidelines for the design of small bridges and culverts
Standard Specification and code of Practice for Road bridges, Section VII –
IRC: 78-2014
Foundation and Substructure (Second Revision)
Standard Specification and code of Practice for Road bridges, Section IX –

IRC: 83-1999 (Part I)
Bearing, Part I: Metallic Bearing
IRC: 83-1987 (Part II) Standard Specification and code of Practice for Road bridges, Section IX –
Bearing, Part
Standard II: Elastomeric
Specification Bearings
and code of Practice for Road bridges, Section IX –
IRC: 83-2002 (Part III)
Bearings, Part III: POT, POT-CUM-PTFE, PIN and Metallic Guide Bearings
Guide lines for design and construction of River Training and Control Works
IRC: 89 -1997
for Road Bridges (First Revision)
IRC: SP:35 -1990 Guidelines for inspection and Maintenance of Bridges
IRC: SP: 40 – 1993 Guidelines on techniques for strengthening and Rehabilitation of Bridges.
Manual of Standards & specifications for 2 laning of State Highways on B.O.T

IRC: SP: 73-2007
Basis.
Specifications for Road and Bridge Works (5th Revision, Reprint 2013)
Where IRC Codes are silent, relevant BIS codes have been followed. In case even the BIS
codes are silent, sound engineering practices have been adopted.
1.5 Key Design Parameters of Road Components
The design standards are primarily based on IRC publications, MORTH Specifications and
relevant international standards and industry best practice. Where the design standards
are silent, the consultant has based the design on their past experience and sound
engineering practices. e.g.: geometrics embankment, pavement, structures, drainage,
drawings, traffic safety and materials.
• Terrain Classification
The following terrain classification recommended by IRC:38-1988 /IRC: SP:73-2015 is

proposed to be adopted:

No.PN-150.
Terrain Cross Slope (%)
Plain <10
Rollin 10 – 25
g
Mountainous 25 -60
Steep > 60
• Design Speed
The allowed speeds are dependent on both terrain and horizontal curvature. While the
project roads are in plain and rolling terrain, the roads have many horizontal curves not
meeting the design speed. In view of this, the design speeds that could be achieved
shall be reviewed based on the current geometry and efforts will be towards making the
road safe and conforming to design standards within the constraints.
The design speed of 100 and 80 Kmph as ruling and minimum as per IRC: SP:73 of 2015
has been adopted for road falling in plain terrain.
(c) Site Specific: It is proposed to maintain a uniform design speed except in built
up/ urban areas. Reduced design speed in urban areas has been adopted to enhance
safety of users (both motorized/ non-motorized and other vulnerable users as
pedestrians). The change in speed from rural to urban areas and vice versa shall be
made in a gradual manner by introduction of traffic calming measures so that the road
users becomes conditioned to the change gently.
Horizontal, vertical and other design parameters are detailed in subsequent sections
and summary is given in Table 1.3 as follows.
Table 1.3: Design Parameters for Plain and Rolling Terrain
S. No. Description Details
1 Design Speed 100 /80 Kph
2 Lane width 3.5 m
3 Camber (Pavement & Paved shoulder) 2.50%
4 Camber (Gravel shoulder) 3.00%
5 Kerb shyness on footpath / separator side 0.25 m
6 Maximum super-elevation 5.00%
7 Stopping Sight Distance (SSD) 180 / 120 m
8 Intermediate Sight Distance (ISD) 360 / 240 m
9 Minimum radius of horizontal curve 360 / 230 m
10 Minimum radius of horizontal curve without transition 1800/ 1100 m
11 Min. vertical gradient (primarily on new/ reconstruction 0.30%
12 carriageway)
Ruling maximum vertical gradient 3.30%
13 Minimum length of vertical curve 60 m/ 50 m

No.PN-150.
2 ROAD CARRIAGEWAY AND CROSS-SECTIONS
2.1 Introduction
The project area was studied from satellite imaginaries and topographical maps (from
Survey of India) to understand the terrain, environmental and social features including
water bodies, forest areas, built-up areas etc. Reinforced with the information from
maps, site visits were made t o study and understand various site constraints, land
uses, environmental sensitive features, developmental activities and presence of
utilities. These were followed by detailed inventory and surveys of various road and
structure features including carrying out of utility survey.
The following IRC codes and standards have been referred to for finalizing the design
of cross sectional elements.
Table 2.1: Codes Pertaining to Road Cross Sections

Sr. IRC Code Description of Code
No.
(i) IRC:73 Geometric Design Standards for Rural (Non-Urban) Highways
(ii) IRC:86 Geometric Design Standards for Urban Roads in Plains

(iii) IRC:106 Guidelines for Capacity of Urban Roads in Plain Areas
(iv) IRC:64 Guidelines for Capacity of Roads in Rural Areas.
(v) IRC:SP:73 Manual for Two Laning of State Highways
2.2 Road Carriageway and Cross-sectional Elements
The cross-sectional elements of road comprise of:

• Right of way (ROW);
• Road carriageway;
• Width at cross drainage structures;
• Shoulders;
• Width of drainage or footpath and
• Camber or cross fall.
The above elements together constitute complete road cross section. Adoption of
various elements in an appropriate manner, in accordance with IRC guidelines for
safe movement of traffic is a major design requirement. These are detailed in the
following sections. Details of Road inventory and pavement condition are attached in
Annexure-III

No.PN-150.
2.3 Roadway Width (Formation Width)
The IRC:73 lays down formation width guidelines for 2 lane carriageway configurations
for Highways in plain & rolling terrain as 7.0m.
Shoulder Width:
The normal shoulder width as per IRC: SP:73-2015 shall be 2.5m on either side in
roads passing through plain and rolling terrain, and both in open country and built-up
area.
Type of Shoulder:
Criteria for Selection of
Terrain/ Land-sue Shoulder Type Type
Built-up section Shall be paved or footpath shall be

provided
Open country Average daily traffic less Shoulder to be covered with 150
with isolated built than mm thick layer of granular material
up areas 8,000 PCUs in plain
terrain or
6,500 PCUs in rolling
terrain
Average daily traffic 1.5 m width adjacent to the
Open country greater than 10,000 carriageway shall be paved and
PCUs in plain balance 1.0m shall be
with isolated built terrain or 8,000 PCUs in covered with 150 mm thick layer of
up area rolling terrain granular material
Camber
As per IRC: SP:73-2015 a camber of 2.5% in straight sections of bituminous pavement

surface (including paved shoulder) and 3.0% in the granular shoulder is recommended
and same will be adopted.
Footpath
Nill
Site Specific
The project road is proposed to be widened from existing single/intermediate/ 2-lane

to standard 2-lane carriageway with paved shoulder. Since the road is important and
considering the safety and future capacity issues, it is proposed to have formation
width as 12m; as also based on discussion with PWD. The formation width components
shall comprise of as under:
For 2-lane & earthen Shoulder Configuration
Carriageway - 1 x 7.0 =7.0 m
Earthen Shoulders - 2 x 1.5 = 3.0 m
Following would be some departures/ changes from above:
• On horizontal curves, the carriageway width is increased to account for the extra
widening requirements for curvature;

No.PN-150.
• Paved shoulder and/ or earthen shoulder width will be reduced at the location of key
land constraints;
• Paved shoulder and/ or earthen shoulder width will be reduced to have smooth
transition to match with minor or major bridges width (existing and to be retained
bridges having less than 10.0m width);
• In built-up areas, the earthen shoulder will be replaced by Footpath;
• In built-up areas, having ROW (property line to property line) width more than 14m,
tactile paving is proposed till end of footpath;
• At built-up sections and other locations where traffic calming measures are
considered, central hatching in for virtually segregating directional traffic may be
provided where enough space is available.
2.4 Right of Way (ROW)
The ROW details have been collected from the local agencies and from revenue maps.
The widening/improvement work is as far as possible within the existing right of way
avoiding land acquisition.
2.5 Typical Cross-Sections
Based on above features, operational requirements and to meet design standards

stated in the Two Lanes Manual for the State Highways; typical cross-sections for
widening and new construction of road have been developed. Chainage wise details
o f cross-sections are given in Table 2.2 below. Typical road cross-sections are
shown in Figure 2.1 to Figure 2.10 and also provided in Volume-IX (Part-1) Drawings.
Table 2.2: Typical Cross-Section Details

TCS Description Length (m) TCS Type
Flexible Pavement (2 Lane+Earthen Soulderoulder)-Existing 3.75m Earthen
1211 TCS-1
(New Construction)
Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation At Grade 880 TCS-2
Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation Cut section 2976 TCS-2A
Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation Fill section 7428 TCS-2B
Flexible (2 Lane+Earthen Soulder)-Existing 5.50m Upgradation At Grade 269 TCS-3
Flexible (2 Lane+Earthen Soulder)-Existing 5.50m Upgradation Cut Section 1714 TCS-3A
Flexible (2 Lane+Earthen Soulder)-Existing 5.0m Upgradation Fill Section 6671 TCS-3B
Flexible Overlay with (DBM+BC) & Widening Existing 5.50m CW 10432 TCS-4
CC (2 Lane+PS+Drain )-Existing 5.50m 2162 TCS-5
Flexible Overlay with (DBM+BC) & Widening with Drain Existing 5.50m CW 900 TCS-6
Length Excluding CD length (m) 34643 34.643 kms
Total Length (m) 35210 35.21 kms
The following cross section schedule have been proposed for the project road:-

No.PN-150.
Figure 2. 1:TCS-1
Figure 2. 2:TCS-2

No.PN-150.
Figure 2. 3:TCS-2A
Figure 2. 4:TCS-2B

No.PN-150.
Figure 2. 5:TCS-3
Figure 2. 6:TCS-3

No.PN-150.
Figure 2. 7:TCS-3B
Figure 2. 8:TCS-4

No.PN-150.
Figure 2. 9:TCS-5
Figure 2. 10:TCS-6

No.PN-150.
Table 2.3 A: Chainage wise Typical Cross-Section Schedule
Improvement to Mathkudal Shivdav Kadgaon Gargoti Road SH-179 in the State of

Maharashtra under old Package No - PN - 12-B
Design Chainage (m)

Length (m) TCS Type TCS Description Remarks
From To
Flexible Pavement (2 Lane+Earthen
58000 59230 1230 TCS-1 Soulderoulder)-Existing 3.75m Earthen New
(New Construction)
Flexible (2 Lane+Earthen Soulder)-Existing
59230 59420 190 TCS-2A Cut Section
3.75m Upgradation Cut section
59420 59920 500 TCS-2B Fill Section
3.75m Upgradation Fill section
60360 60500 140 TCS-2 At Grade
3.75m Upgradation At Grade
60740 61040 300 TCS-2 At Grade
62700 62780 80 TCS-2 At Grade

No.PN-150.
Design Chainage (m)

From To
64820 64960 140 TCS-2 At Grade
65140 65220 80 TCS-2 At Grade
67820 67960 140 TCS-2 At Grade
5.50m Upgradation Cut Section
5.0m Upgradation Fill Section

No.PN-150.
Design Chainage (m)

From To
72040 72180 140 TCS-3 At Grade
76280 76420 140 TCS-3 At Grade
77918 78620 702 TCS-5 CC (2 Lane+PS+Drain )-Existing 5.50m At Grade
Flexible Overlay with (DBM+BC) & Widening
78620 79600 980 TCS-4 At Grade
Existing 5.50m CW
80000 80400 400 TCS-4 At Grade
Existing 5.50m CW

No.PN-150.
Design Chainage (m)

From To
80650 85380 4730 TCS-4 At Grade
Existing 5.50m CW
85800 87100 1300 TCS-4 At Grade
Existing 5.50m CW
87100 87400 300 TCS-6 At Grade
with Drain Existing 5.50m CW
87400 88400 1000 TCS-4 At Grade
Existing 5.50m CW
88400 88700 300 TCS-6 At Grade
89160 89300 140 TCS-4 At Grade
Existing 5.50m CW
89600 89900 300 TCS-6 At Grade
89900 92000 2100 TCS-4 At Grade
Existing 5.50m CW
Total Length (m) 35210 35.210 kms

No.PN-150.
3 WIDENING PROPOSALS
3.1 Formulation of Proposals
3.1.1 Widening Options
The widening strategy is primarily based on the following options:
• Concentric widening i.e. widening will take place on both sides of existing
carriageway
• Eccentric widening i.e. widening will take place on one side (left - LHS/right - RHS) of
the existing carriageway
In both sides widening, existing carriageway have to be widened on both sides

symmetrically/asymmetrically to 7.0m carriageway + 1.50m granular shoulder making
total 10.0m wide c a r r i a g e w a y and 7.0m carriageway + 1.5m paved shoulder on
both sides in Built-up Sections.
The existing carriageway has to be strengthened by overlay or may require

reconstruction based on the pavement investigations and alignment options. The
existing cross-drainage structures would be either extended or reconstructed. The
longitudinal drains would be provided on both sides. Footpath cum covered drains
would be provided on outside of carriageway in urban/ built- up sections. Utility duct
would be accommodated with footpath.
3.1.2 Selection of Widening Options
The widening options will largely depend on the constraints and land use (mainly
open country v/s built-up). Both sides widening is the preferred option in areas of
constraints on both sides of road. One side widening may be preferred option in rural
areas. In some curve/geometry improvement areas and near bridges that need to be
widened concentric/eccentric widening will be considered based on the site conditions.
In such cases, key criteria will be that existing ROW is utilized to the maximum possible
extent.
3.1.3 Re-alignment and Bypasses
In location of geometric improvements, re-alignment is the option and may entail

land acquisition. Where land acquisition is not possible and therefore geometric
improvement, additional measures to mitigate the adverse effects on safety, have
been considered. Bypasses may be required in areas of some settlements that pose
serious constraints for widening to 2 lane standards. In this particular road, no re-
alignment and bypasses are envisaged due to land constraint.

No.PN-150.
3.1.4 Other Improvements
In addition to alignment proposals, other major improvement proposals

include:
• Strengthening or reconstruction of existing pavement after pavement investigation

• Re-designing of major and minor junctions to IRC Standards
• Adequate drainage provision, both surface and sub-surface
• Cross-drainage structures – improvements and new
• Provision of road safety devices and road side furniture both for motorized and non-
motorized users (pedestrians, cyclists etc.)
• New project facilities
• Landscaping and tree plantation.
3.1.5 Proposals along major settlements.
The details of major settlements and improvement proposals in built-up sections of

existing road are given in Table 3.1 below.
Table 3.1: Improvement Proposals Along Major Settlements
From (km) To (km) Length (km) Village
77.918 78.620 0.702 Kadgaon

80.400 80.650 0.250 Donawade
87.100 87.400 0.300 Shengaon
88.400 88.700 0.300 Shengaon
89.600 89.900 0.300 Akurde
92.000 93.210 1.210 Gargoti
Total Length (km) 3.062

No.PN-150.
4 ALIGNMENT DESIGN
4.1 Introduction
The existing road is a single/ intermediate lane and has relatively good to poor
geometry. The road has been proposed to be improved for design speed of 100/80
kmph wherever possible due to land width restrictions.
The following IRC codes and standards have been referred to for finalizing the alignment.
Table 4.1: Codes Pertaining to Alignment Design

Sr. IRC Code Description
No.
(i) IRC:73 Geometric Design Standards for Rural (Non-Urban) Highways
(ii) IRC:86 Geometric Design Standards for Urban Roads in Plains
(iii) IRC:106 Guidelines for Capacity of Urban Roads in Plain Areas
(iv) IRC:64 Guidelines for Capacity of Roads in Rural Areas.
(v) IRC: SP:73 Manual for Two Laning of State Highways
The various alignment (horizontal and vertical) elements of any road

comprise of:
• Radius of curve
• Super-elevation
• Transition length
• Extra widening
• Vertical Curve length
• Gradient
The above elements together are integral part of geometry of road. Adoption of
various elements in an appropriate manner, in accordance with IRC codes for safe
movement of traffic is a major design requirement and is detailed in the following
sections.
4.2 Horizontal Alignment
4.2.1 General
As per the requirements of IRC: SP:73-2015, the following guidelines were followed
during the design:
• Uniformity of design standards and speed;

• Horizontal alignment to be fluent and blend well with the surrounding topography;
• Limit the adverse impact to the existing environment
• Design of horizontal alignment in consideration of the longitudinal profile and vice
versa; and
• Alignment near location of bridges and their approaches integrated keeping in view
the overall technical DPR and improvement proposal of bridges

No.PN-150.
The geometric design shall also be undertaken so as to minimize impact on trees,

utilities, properties, religious places and avoid extending beyond the existing right of
way (ROW).
Site Specific
The Project road is a State Highway. ROW details in the form of boundary stones are
not found at site, therefore ROW details based on Sajra map and observed property
lines are considered for the design of alignment.
The horizontal alignment has been designed in such a way that additional land
requirement /acquisition is minimum (to nil) and the impact of widening is less on
existing built up areas and existing environmental and social features. The existing
carriageway, structures/bridges etc. are utilized to the extent possible unless proved
otherwise.
4.2.2 Design Elements
Radius of Horizontal Curves
In general, horizontal curves consist of a circular curve portion flanked by a spiral

transition on both ends. These shall correspond to the ruling minimum and absolute
minimum design speeds and the maximum permissible values of super-elevation as per
IRC: 73:1980 guidelines.
For the roads in plain/ rolling terrain, for the design speed of 100 kmph, the radius of
more than
360 m and for the design speed of 80 km/h, the radius of more than 230 m shall be
provided in design for the horizontal curves and is as per IRC: SP:73/IRC:73.
Wherever possible and permissible, higher radii will be adopted.
The minimum radii of horizontal curves for different terrain conditions considering a
maximum super-elevation of 5% is shown in Table 4.2.
Table 4.2: Minimum Radii of Horizontal Curves (in meters)

Plain Terrain Rolling Terrain
Ruling Minimum Absolute Minimum Ruling Minimum Absolute Minimum
360 230 230 155
Super Elevation
Super elevation is required for all the horizontal curves with radius less than 1800 m in
order to counteract the effect of centrifugal force. As per IRC: 38-1988, super-
elevation to fully counteract the centrifugal force for 75% of the design speed
neglecting the lateral friction developed will be adopted in design.
The maximum super elevation allowed as 7%, however maximum adopted is 5% on the
project road.

No.PN-150.
Transition Curves - Transition curves are necessary for a vehicle to have smooth entry
from a straight section into a circular curve. The transition curves also improve
aesthetic appearance of the road besides permitting gradual application of the super-
elevation and extra widening of carriageway as may be needed at the horizontal
curves.
The horizontal curves with radius of curvature < 1800 m for 100 Kph and <1100 m for
80 Kph, transition curves are provided on both ends of circular curve.
4.2.3 Site Specific
Based on above methodology, the horizontal alignment has been designed using MX
Road software. The horizontal alignment details with intersection points along with
radius are listed in Annexure 6.3 of Annexures to Volume I (Main Report).
Extra widening at curves is proposed depending upon the radii that are less
than 300m.
Due to constraints in ROW, large scale easing of sub-standard curves is not feasible.
Wherever, improvement of curves for design speed considerations is not possible,
speed limitation has been applied along with necessary safety measures.
4.3 Vertical Alignment

4.3.1 General
The vertical alignment is proposed to provide for a smooth longitudinal profile

consistent with design speed, layout of the terrain and land-use. Too frequent grade
changes cause kinks and visual discontinuities in the profile. Considering this, a gap
of 150m has been adopted between two grades, mainly on sections with re-
construction of pavement.
The existing road profile has been followed as far as possible, where the project road
improvement is limited to widening and strengthening of the existing road. In case
where the existing pavement has disintegrated and in sections which are prone to
submergence, reconstruction of the pavement has been proposed and the design road
level have been fixed taking into consideration the HFL.
Decks of small cross-drainage structures will conform to the profile of the new road
section in case of new construction / reconstruction. Where existing structures are
retained, the profile of the road has been suitably adjusted to avoid loading
the existing deck with overburden/surcharge.
The vertical alignment details are provided in the Annexure 6.4 of Annexures to
Volume I (Main Report).
4.3.2 Design Elements
Gradients - Grades have been selected carefully keeping in view the design speed,
terrain conditions and nature of traffic on the road.

No.PN-150.
The ruling and absolute maximum longitudinal gradients are recommended by IRC;
SP:73 of 2015 a s 3.3% and 6.7% respectively for plain terrain. Similarly, for rolling
terrain ruling & absolute maximum gradients are 5.0% & 7.0% respectively. Profile
design of existing carriageway has been done keeping in view to minimize profile
corrective course (PCC) quantity.
Minimum Gradient for Drainage – As per IRC; SP: 73:2015, on un-kerbed pavements
on embankment, near level grades may be acceptable when the pavement has
sufficient camber to drain the storm water laterally. However, in cut sections, or
roads at ground level, or where the pavement is provided with kerbs, it is necessary
to provide some gradient for efficient drainage. Recommended minimum gradient
for this purpose is 0.5% if side drains are lined and 1.0%, if these are unlined.
Further, a minimum longitudinal gradient of 0.3% would be ideally adopted from

drainage point of view in re-construction sections.
Vertical Curves - These are introduced for smooth transition at grade changes. There
are two types:
• Summit curves or convex vertical curves or hog curves; and

• Valley curves or concave vertical curves or sag curves.
Length of these curves is controlled by sight distance requirement, but curves with
greater length are aesthetically better and improves safety. Minimum lengths of
vertical curves as per IRC; SP:73- 2015 and adopted are shown in Table 4.3 below.

No.PN-150.
Table 4.3: Minimum Length of Vertical Curves

Maximum grade change Minimum length of
Design Speed (Km/h) (percent) not requiring a vertical vertical curve (meters)
curve
Up to 35 1.5 15
40 1.2 20
50 1.0 30
65 0.8 40
80 0.6 50
100 0.5 60
Due to changes in grade in the vertical alignment of the road, vertical curves at the
intersection of the different grades will be provided in the design so as to smoothen
the vertical profile resulting in easing off of the changes in the gradients for the fast-
moving vehicles. Both summit curves and valley curves will be introduced as per IRC
guidelines.
Length of summit curves is governed by the choice of sight distance. Length of the
valley curves should be such that for night travel, the head light beam distance is
equal to the stopping sight distance. The lengths of the valley curves are worked out as
per the guidelines and formula given in the IRC: 73.
4.3.3 Sight Distance
As per IRC recommendations, the minimum sight distance (Stopping sight distance) is
180 m for 100 Kph and 120m for 80 Kph.
4.3.4 Site Specific
The vertical profile of the existing road is having the grades which are within
permissible limits as per the terrain requirements. The profile will be smoothened by
providing smooth vertical curves.
The profile of new and existing carriageway alignment has been designed with
reference to the existing profile. The proposed alignment has been designed with
smooth gradients. The profile of the existing road has many undulations, which have
also been smoothened.
The details of vertical profiles are given in the drawing, enclosed in the Drawings
Volume. The given profile shows the proposed levels along the proposed center line
along with the details super elevation, extra widening and all existing features.
The existing road has been used to maximum extent possible. The maximum proposed
road gradient is 2.5% to provide a smooth longitudinal. The height of embankment
has also been raised considering the hydrological data and HFL criteria. The road is
designed for intermediate sight
distance.

No.PN-150.
5 JUNCTIONS/ INTERSECTIONS
5.1 General
Intersections are important element of road and at grade intersections are very
common. The design scope covers improvement of existing at grade junctions and
intersections. The main objective of the intersection design is to minimize the
severity of potential conflicts between cars, buses, trucks, cycles and pedestrians,
while facilitating the convenience, ease and comfort of people traversing the
intersections.
Intersection design should be fitted closely to the operating characteristics of

users. Basic elements that have been considered in intersection design are:
• Human Factors: driving habits of road users, reaction time of various road users
• Traffic Considerations
• Physical Elements: median and island provisions, land availability, traffic control
devices, drainage features etc.
• Economic Factors: cost of improvements.
5.2 Basic Design Principles
Primary considerations are safety, smooth and efficient flow of traffic. Intersections
are designed having regard to flow, speed, composition, distribution and future growth
of traffic. Design has to be specific for each site with due regard to physical conditions
of the site, the amount and cost of land. Cost of construction and the effect of
proposal on the neighborhood. Allowances for space are needed to accommodate
traffic signs, lighting columns where applicable, drainage, public utilities etc.
Intersections are to be designed for peak hour volumes. Estimation of future traffic
and its distribution during peak hours is done on the basis of estimated traffic and by
accounting form factors like new development of land, socio-economic changes etc.
The radii of intersections curves depend on the turning characteristics of design

vehicles their numbers and the speed at which vehicles enter or exit the intersection
area. In urban area additional conditions like restriction of right of way widths,
abutting developments, pedestrian crossings, parked vehicles and high cost of land
govern minimum radii at intersections. However, to ensure traffic operation on arterial
streets as per IRC SP:41, the common turning radii of 4.5 to 7.3 for passenger cars and
9m to 15 m for trucks and buses are recommended. And also in urban area if curve
radii is increased, the pedestrian crossing distance increases. Since this has
pedestrian safety implications, this should be kept in view while deciding on the
turning radius to be provided.
In hilly and rolling terrain, site condition governs the alignment, grade of the
intersection. The following are the basic principles to be given due attention during
the design.

No.PN-150.
• The intersecting roads shall meet at or nearly at right angle. However, angles above
60 degrees do not warrant realignment;
• Intersection on sharp curves should be avoided because the super elevation and
widening of pavement complicates the design;
• The gradient of intersecting highways should be as flat as practicable up to section
that are used for storage space; and
• Grades in excess of 3 percent should, therefore, be avoided on intersections while
those in excess of 6 per cent should not be allowed.
• Junctions/ Intersections should be avoided inside the horizontal curves; primarily
sharp as they obstruct the sightlines/ forward visibility.
The specific intersection design depends on physical conditions of the site, such as
topography, available ROW, land use, development along the intersecting roads,
expected volume of through and turning traffic.
It is desirable to provide kerbs at the intersections in urban and sub-urban area. Kerbs
are to be of mountable type except for pedestrian refuge where these shall be non-
mountable. In intersection design the possible use of traffic control devices and
another road furniture is considered. The common types of traffic control devices
are: road markings; road signs; reflectors/ delineators and railings.
5.3 Site Specific
The majority of the existing road junctions are formed with village and minor roads
except and there are three major junctions that necessitate careful design
considerations. The intersecting roads are formed by NH/SH and have _ lane
carriageway. No new intersections or junctions are envisaged. The major
intersections are as below:
Table 5.3: Road Junctions

Following Major Intersections will be improved as per specification
Design
Sr. No. Chainage Side Road Type Type Cross Road Name Category
(km)
LHS-Village, RHS-Mamdapure
1 78+100 RHS/LHS MDR & SH X Major
(To Ajara-Gargoti Road)
2 92+500 LHS SH T Gandhiglanj-Gargoti Road Major

No.PN-150.
Following Minor Intersections will be improved as per specification
Design
Sr. No. Chainage Side Road Type Type Cross Road Name Category
(km)
LHS- BT Road to Shivdav &
1 62+820 RHS VR X Minor
RHS -To Sidhart Nagar Village
2 64+700 RHS VR T To Antruli (Local Factory Road) Minor
3 65+900 Both VR X LHS & RHS To Village (BT) Minor
4 67+400 RHS VR T To Village Anaf Khurd Minor
5 67+600 LHS VR T To Anaf Khurd Minor
6 69+200 LHS VR T To Chandanwadi Minor
7 70+550 LHS VR T To Dasewadi Minor
8 71+590 RHS VR T To Anaf Khurd Minor
9 71+800 RHS VR T To Anaf Khurd Minor
10 73+920 RHS VR T To Karambali Minor
11 77+150 RHS/LHS VR X RHS-Tiravade,LHS-Village Minor
12 77+800 RHS VR Y Tiravade Minor
13 78+550 LHS VR T BT Road To Village Minor
14 79+710 LHS VR T Yerandpe Minor
17 83+200 RHS VR Y Road To Karadwadi Minor
18 83+600 RHS VR T Road To Karadwadi Minor
20 87+500 RHS VR Y Road To Shengaon Minor
22 88+600 RHS VR T Road To Village Minor
23 89+610 RHS VR T Road To Village Minor
24 90+000 LHS MDR T To Devakewadi Village Minor
25 90+450 LHS VR Y Road to mharwadi Minor
Achieving desired standards would require land and structures acquisition. MORT&H
guidelines will be followed.
For remaining road junctions with village/ minor roads, typical standard designs as
per MORTH are proposed with appropriate modifications, considering the ROW
constraint and additional safety measures. Specific designs will also be produced, as
necessary.
The vertical profile/ grade line of cross-roads would meet the project road without
undue steep gradients with a flat section adjoining mainline; with due consideration
given to land and local constraints.

No.PN-150.
6 PAVEMENT
6.1 Introduction
Pavement design aims at determining the total thickness of the pavement structure as
well as the thickness of the individual structural components for carrying the
estimated traffic loading under the prevailing environmental conditions. Many design
methods, from purely empirical to rigorous analytical ones are available, and these
are practiced in different parts of the world. The design methods adopted in other
countries may not be applicable to Indian climatic conditions. In India, the generally
adopted method of design of flexible pavement is based on IRC: 37. Accordingly IRC:
37-2012 “Tentative Guidelines for the Design of Flexible Pavements”, has been
adopted and used for the current project. The overlay design has been carried out
based on the procedure of IRC: 81-1997.
6.2 Review of Design Methods for New Construction
The AASHTO and IRC methods of pavement design have been reviewed before
recommending the pavement composition. However, in the perspective of such
review, it is important to note that no method in practice can be considered better
than the other as each method has its own inherent limitations, owing to the
characteristics of materials used in construction and their complex interaction,
climatic and traffic conditions. The other methods of TAC and NAASRA may not be
applicable for the current project road pavement design due to limitations on
fatigue failure criteria and nature of materials considered in the design criteria does
not suit the project requirements and hence the same were not considered for
pavement design.
6.3 AASHTO-93, Guide for Design of Pavement Structures
This method of approach is based on empirical expressions obtained from the AASHO
road tests.This approach considers the „Present Serviceability Index‟ (or PSI, the
performance variable),„reliability‟ (probability that the pavement system will
perform its intended function over the design life and under the conditions
encountered during the operation period), resilient modulus of sub-grade besides the
constituent materials, drainage and climatic conditions.
This method gives the total required pavement composition in terms of the parameter
„Structural Number‟ (SN, which is represented by the sum of the product of the
layer coefficient, the thickness expressed in inches and the drainage coefficient of
each layer of pavement) and a procedure to arrive at the individual pavement layer
thicknesses in relation to the strength characteristics of the pavement layers, defined
as layer coefficients. An acceptable „serviceability‟ is considered as a main design
criterion in this method. The end of design life is considered in the form of a terminal
PSI, which usually corresponds to a minimum acceptable riding quality.

No.PN-150.
6.4 IRC: 37 – 2012, Tentative Guidelines for the Design of Flexible Pavements
The pavement designs given in this guide are based on the results of pavement
research work done in India and experience gained over the years on the performance
of the designs given therein. Flexible pavement has been modelled as a three-layer
structure with stresses and strains at critical locations computed using the linear
elastic model FPAVE developed under the Ministry of Road Transport & Highways
Research Scheme, R – 56 and further updated it with IITPAVE recently.
The pavement designs are given for sub-grade CBR values ranging from 2% to 15% for
different pavement type options like Cement Treated base and Sub base, use of RAP in
asphalt layer with foamed bitumen or emulsion. The pavement compositions given in
the design catalogue are relevant to Indian conditions, materials and specifications.
Where changes to layer thickness and specification are considered desirable from
practical considerations, the guidelines recommend modifications using an analytical
approach. Hence, the design has been carried out based on the procedure given in IRC:
37-2012.
6.5 Design Methodology
The design shall be based on various design parameters as evaluated from various field
and laboratory investigations, design procedures with the objective to ascertain
optimal pavement structure meeting the structural requirements for the traffic and
complying with the provisions of the relevant codes and guidelines. The structural
requirements are:
(i) The total thickness of the pavement and the thickness of individual layers should
be designed in such a way that they are not subjected to stresses or strains
exceeding those admissible in view of the material characteristics and
performance factors,
(ii) The pavement layers should be able to with stand repeated applications of wheel
loads of different magnitudes under the actual conditions of sub grade, climate,
drainage, and other environmental factors during the design life without causing
a. Excessive permanent deformation in the form of rutting and undulations;
b. Cracking of bituminous layers; and
c. Other structural and functional deficiencies such as potholes
(iii) Ensure structural and functional performance under varied conditions and
factors affecting the performance of the road i.e. soil type, traffic, environment,
etc.
Pavement design guidelines given in IRC:37-2012 adopts are based on the Analytical
method which is believed to have been developed based on performance of existing
designs and using analytical approach (to limit the vertical compressive strain at the
top of sub grade and horizontal tensile strain at bottom of bituminous layer adopting
linear elastic model). Flow chart showing the various steps involved in the design
process is given in Figure 6.1 below.

No.PN-150.
Figure 6.1: Flow Chart Showing the Pavement Design

Methodology
6.6 Evaluation of Pavement Design Parameters
6.6.1 Design Life
Design life is the time from original construction to a terminal condition for a
pavement structure. Structural design is carried to withstand the pavement for a
traffic loading encountered over the design life. IRC: 37-2012 suggests design life of
15 years for the flexible pavements and accordingly, design period of 15 years has been
considered for the design of pavement.
6.6.2 Traffic Volumes
A detailed traffic surveys and analysis for the project roads have been conducted in
the year
2017, hereinafter called, “Base Year”. Detailed traffic projections over the design life
and growth rates obtained for different types of vehicles are discussed in traffic
chapter. For the purpose of pavement design, commercial vehicles of gross vehicle

No.PN-150.
weight more than 3 ton have been considered. Such vehicles consisted of buses, LCVs,
2 axle trucks, 3 axle trucks and multi axle trucks.
From total projected base year AADT and estimated traffic growth rates, vehicle
category-wise traffic volume projections have been made for various design periods.
Table 6.1 gives the total projected base year (2017) traffic volumes in terms of
AADT for each of the identified traffic homogeneous section and has been used for
the estimation of design traffic in terms of MSA for pavement design.
6.6.3 Projected Traffic
The total projected traffic is the sum of generated traffic, induced and diverted
traffic. The total projected traffic on to the project road has been presented in Table
5.37 of Chapter 5.
6.6.4 Vehicle Damage Factors
Project specific comprehensive axle load surveys were conducted for each the project
road to estimate the loading behavior of commercial vehicles plying on the project
road. The detailed analysis and raw data of axle loads collected from site from axle
load surveys is provided in Chapter-3, Surveys & Investigations of this report. The
summary of VDFs is given in Table 6.2 to Table 6.3 below.
Table 6.2 Traffic Composition
Traffic Composition ADT (Nos) % of Total ADT (PCU) % of Total

Two-Wheeler 3848 79.61 1924 56.94
Three-Wheeler/ Auto 24 0.50 24 0.71
Car/Jeep/Van/ Taxi 574 11.88 574 17.00
Mini Bus 4 0.08 6 0.17
Bus 99 2.05 298 8.81
LCV 199 4.12 299 8.83
2-Axle Truck 22 0.46 67 1.99
3-Axle Truck 1 0.03 4 0.13
M-Axle Truck 4 0.09 20 0.59
Tractor with Trailer 27 0.56 122 3.60
Tractor Without Trailer 5 0.10 8 0.22
Total Fast-Moving
4809 99.48 3345 99.00
Vehicles(FMV)
Cycle 18 0.38 9 0.27
Cycle Rickshaw 0 0.00 0 0.00
Hand Cart 5 0.10 15 0.44

No.PN-150.
Traffic Composition ADT (Nos) % of Total ADT (PCU) % of Total

Bullock Cart 1 0.02 9 0.27
Horse Cart 0 0.00 0 0.00
Total Slow-Moving
25 0.51 33 0.99
Vehicles(SMV)
Total 4834 100.00 3379 100.00
Table 6.3: Vehicle Damage Factors –
TYPE OF VDF
VEHICLES UP DOWN MAX
Multi Axle 2.983 7.078 7.078
3-Axle Truck 10.363 5.070 10.363
2-Axle Truck 4.318 4.882 4.882
Mini Bus 0.036 0.096 0.096
Bus 0.233 0.157 0.233
LCV 0.029 0.462 0.462
As the project is undivided two- l a n e carriageway, the maximum VDF‟s has been adopted in
estimating the design traffic in MSA.
6.6.5 Strength of Sub grade
The strength of sub-grade in terms of California Bearing Ratio (CBR) is required for the
design of new flexible pavement as per IRC: 37-2012. Where there is difference
between the CBRs of the select sub grade and embankment soils, the design should be
based on effective CBR. As new pavement will be constructed with select sub grade,
the effective CBR will govern the design. Top
200mm of the embankment layer is also proposed to be constructed with select SG
soil of the same CBR value to get higher effective CBR of the SG. Consultants have
explored the potential sources of borrow areas with minimal leads from the
project road by Inquiring with local inhabitants regarding the availability of land
pieces for soil extraction enabled multitude of soil borrow areas identification. The
details of materials investigation and testing have been briefly covered in the surveys
and Investigations chapter. In general, Soil borrow areas will have to be rented or
purchased, for which negotiations with private owner(s) may be required during
execution phase of the project.
As per MoRT&H clause 305, the borrow earth material shall satisfy the following
engineering properties for use in the sub grade and embankment.
Filled in Free Swell Index LL PI MDD(g/cc)
Sub grade ≤50% 50% 25% ≥1.75

≥1.52 up to 3m height
Embankment ≤50% 50% 25% ≥1.60 more than 3m height

No.PN-150.
From detailed laboratory test results of soil samples collected from few borrow areas
along the project alignments it was found that the available soil type is well graded
with CBR values varying from 12.1 to 15.75 % and they also satisfy the above basic
index properties. The soils in sufficient quantity are available in the close vicinity of
the project area. The CBR of 8% has been considered as design CBR for subgrade
construction as 22 out of 22 borrow soil areas are having ≥ 8% CBR and FSI ≤ 20.
However, during construction, the contractor can identify more borrow areas in the
close vicinity of the project for getting suitable material for subgrade and earthwork
construction. The borrow areas having CBR < 8% can be used in
earthwork/embankment construction.
6.6.6 Use of Fly ash in Embankment Construction
The use of Fly ash in construction of embankment is mandatory as per environmental

regulations where any Thermal Power Plant producing fly ash is situated within 300
km range from the project road. Fly ash source at Thermal plant (Near Solapur) is 320
km range from the project road. Since, the source of fly ash is too far from project
road hence it will we uneconomical to use in this project road.
6.6.7 Evaluation of Design Traffic (MSA) for Pavement Design
Base year traffic (vehicle category-wise & in terms of AADT), traffic growth rates,
design life (in terms of number of years) and vehicle damage factors are required to
estimate the design traffic in terms of equivalent standard axles. The following data
have been considered to arrive at the design traffic (MSA).
• Base year – 2017

• Traffic opening year – 2020 (assumed)
• Design Life – 15 years (i.e., from year 2020 to year 2034, inclusive of both the years)
• Traffic growth rates adopted from project traffic studies conducted but minimum 5%.
• Vehicle damage factor – as listed above.
For flexible pavements, the percentage of vehicles in heaviest loaded lane can be
determined as per IRC: 37-2012 guidelines given below:
Type of facility Lane distribution factor
2- lane single carriageway roads 50 % of total two directional traffic
2-lane Dual Carriageway roads 75% of total one directional traffic
With the base year traffic in terms of CVPD, annual growth rate of each of
commercial vehicle over the design period, design traffic in terms of MSA over the
design life can be estimated using the following formula.
Where, N = Cumulative number of standard axles to be catered

No.PN-150.
A = Initial number commercial vehicles per day in the year when the road is
operational
r = Annual rate of growth of commercial traffic
n = Design period in years
D = Lane distribution factor, given below
F = Vehicle Damage Factor
The summary of MSA is given in Table 6.3 below.
Table 6.3: Calculated MSA for the Project Roads

Chainage (km)
S. No. From To Length Traffic
Project Road
(km) (km) (km) (MSA)
Shivdav kadgaon Gargoti Road (PN-
1 58.000 93.210 35.210 1.31
150)
Details Traffic data (AADT, Traffic-projection & MSA Calculation) attached in

Annexure-V
6.6.8 Design of Pavement Structure as per IRC: 37-2012
Design of new flexible pavement applies to the widened portions of existing

carriageway lanes including paved shoulders. Paved shoulders are proposed to be
c o n s t r u c t e d t o t h e s a m e standard as the main carriageway and thus
forming an integral part of the paved carriageway. The design also applies to
reconstruction stretches where the existing crust is much less than the required design
thicknesses and the existing BT layers are cracked; potholed, patched and are in poor
condition. In such cases, the existing bituminous surfacing (BT layers) are completely
removed and then the pavement is built up with WMM and bituminous overlay.
With the design traffic loading in MSA and the sub grade strength in terms of CBR, the
pavement composition has been worked out by IRC catalogue design procedure to
account for the design period of 15 years. 500mm thick sub grade will be placed on
embankment top layer. This layer will also be constructed with selected borrow area
soils with 8% CBR, and over which the pavement crust will be built. The pavement
structure has been worked out for all the homogeneous sections of the project road
and is given in Table 6.7 below.

No.PN-150.
Table 6.4: Pavement Composition and Thickness for new construction.
Design Design Pavement Total

Calculated Design BC DBM WMM GSB
Period CBR Thickness Thickness
MSA MSA (mm) (mm) (mm) (mm)
(Years) (%) (mm) (mm)
Adopted
Thickness
15 1.31 10 8 40 60 250 200 550
(As Per
Plate-6)
Dainage Layer – Considering the requirements of drainage, as per the provisions of

IRC: SP:42, the GSB layer for full thickness shall be extended over entire formation
width i.e. till the embankment slope on both sides of the pavement carriageway.
6.6.9 Design of Strengthening Overlay for Existing Carriageway
Design of overlay as per IRC: 81-1997
The design of overlay for the existing pavement of project roads has been done taking
into account the strength of the existing pavement-based BBD testing. The BBD testing
has been carried out on all project roads and deflections were measured for the
performance based on the pavement condition.
Design of overlay is based on IRC: 81, “Guidelines for strengthening of flexible

pavement using Benkelman Beam Deflection Technique”, which provides design curves
relating to characteristic deflection (Dc) to the cumulative number of standard axles
to be carried over the design life. These curves (fig 9 of IRC: 81) give the thickness
of BM overlay to be placed over an existing road against the cumulative number of
standard axles and characteristic deflection.
The thickness obtained from design curves is the overlay thickness in terms of
Bituminous Macadam. This thickness is converted into BC and DBM by taking a
conversion equivalency 0.70 AC/DBM for 1 part of BM as per the guidelines of IRC: 81
As per IRC: SP: 73, the minimum design life of 15 years or operation period has to be
adopted. The design life adopted for the new designs is 15 years; accordingly, the
design life of 15 years for overlay has been adopted to match with new pavement
designs.
• BBD Test Details are attached in Annexure VIII
The overlay thickness worked out is given in Table 6.8.

No.PN-150.
Table 6.8: Estimated Overlay Composition and Thickness

Calculated Adopted
Average Equivalent
Chainage (km) Required BC+DBM Overlay
Length Characteristics Design BC+DBM
BM (mm) Thickness
(km) deflection MSA (mm)
(mm) (A) BC DBM BC DBM
From To adopted (mm) (A*0.7)
(mm) (mm) (mm) (mm)
70+700 93+400 22.700 1.765 10 140 98 40 58 40 60
6.6.10 Design of flexible pavement with IITPAVE Software

Proposed Pavement Design for widening locations has been checked with IITPAVE
Software, using following input parameters:
Table 6.9: Proposed Design input parameters

Layer Designation Design MSA = 10 MSA
Thickness(mm)
Proposed Pavement Composition
BC 40
DBM 60
WMM 250
GSB 200
Minimum Sub-Grade Soil CBR (8%)
Design of flexible pavement has been done with the IIT-Pave software and the output of
which is appended in the Annexure-VII. The output sheet of software and the strain
comparison is given below:
Table 6.9: Strain Comparison
Permissible Micro Strain as per Actual Micro-

Location of
Sr. No. Layer fatigue equations given in IRC-37, strain Values Remarks
Strain
2012 Obtained
Bituminous Bottom of Layer

1 348E-06 285E-06 Safe
Layer
Top of
2 Subgrade 530E-06 391E-06 Safe
Subgrade
From the above results the proposed strengthening design is safe for CBR 8%.
Flexible pavement Design Reference IRC: SP:37-2012 is attached in Annexure VII.

No.PN-150.
6.6.11 Binder Selection for BC and DBM

The long term satisfactory performance of pavements is influenced by the pavement
ingredient materials and their properties. In bituminous pavements besides stone
aggregates, the bituminous binder is the key ingredient which makes its selection an
important task. It is the costliest component of the bituminous mix. In India, the
bitumen grading was practiced until 1992 on the basis of penetration test, which is
conducted at a temperature of 25°C, and 60/70 penetration grade bitumen, was
widely used. The most common problem in the performance of bituminous mix with
this binder was rutting during hot summer. The bitumen becomes soft in the 60 to 70°C
temperature range (typical road surface temperature on a hot summer day) and starts
to push and shove under loaded truck tires leading to rutting and corrugations in
the wheel tracks of the roadway. To minimize this problem, the BIS switched over
from Penetration based grading system (IS: 73-1992) to Viscosity based grading system
(IS: 73-2006). This standard has been further revised and the current standard is IS: 73-
2013 (Paving Bitumen-Specifications).
The MORTH Specifications for Road and Bridge Works 5th revision allows use of both
viscosity grade bitumen and modified bitumen.
The modified bitumen is not recommended due to following reasons:
• The modified bitumen requires the use of appropriate industrial process and
plant with high shear mill, and testing facilities to achieve stable and
homogeneous mix. Transportation tanks and storage tanks need to be insulated
and equipped with effective heating system and circulation/ agitating device
to maintain the specified temperature, homogeneity and viscosity of bitumen
during transit and storage. Moreover, CRMB must be used as soon as possible
since its quality can start to deteriorate as early as 6 hours after production.
Crumb rubber is prone to degradation (devulcanization and depolymerization)
if its use is delayed thereby losing its vital properties such as elasticity and
viscosity.
• Crumb rubber tends to separate and settle down in the bitumen. If some crumb
rubber particles have settled to the bottom of the transport tanker or
contractor’s storage tank, the CRMB at the top may have quality, which is
inferior to pure bitumen. This happens because the crumb rubber at the
bottom has absorbed oils from the bitumen. In such cases, the CRMB actually
used can be detrimental to the bituminous pavement. Therefore, after
production CRMB should be agitated continuously through mechanical means
during its transportation and its storage in contractor’s bitumen tank. In
India at present, there is not adequate infrastructure and quality control
programme in place for the effective use of CRMB.
• Selection criteria for viscosity grade bitumen are based on highest and lowest
daily mean temperatures at a particular site. In Kolhapur, May and the
beginning of June are generally the hottest period of the year and maximum
temperature is about 33°C and minimum about 28°C. The maximum
temperature on individual days sometimes reaches 38°C or more. During the
cold season minimum temperature sometimes drops down to about 16 or 14°C.

No.PN-150.
• The project area lies in the region where the 7 days average maximum air
temperature is in the range from 32°C to 33°C and the lowest daily mean air
temperature is more than 15oC. Hence VG-30 grade of binder is recommended
for DBM and BC as per IS 73: 2013. This also fulfils the criteria specified in
table 500-1 of the MORTH Specifications for Road and Bridge Works 5th
revision.
6.6.12 Maintenance/Repair Strategy to be Adopted before Placing Overlay
Before implementing the overlay, the existing surface irregularities shall be corrected
and brought to proper profile by filling the cracks, pot holes, ruts and undulations.
Based on the pavement condition survey, it has been found that major distresses are
patching, raveling at few locations, potholes, cracking’s. These defects would require
rectification before placing an asphalt overlay. The suggested remedial measures are
given below in Table 6.9.
Table 6.9: Corrective/Remedial Measures for Distresses before Overlay
Suggested Treatment
Description Description of
Materials to be Use Execution Steps
Treatment
a) Sweep area (surface must b e clean &

dry),
b) Mark out the area to be sealed, with chalk

Cutback bitumen, coarse c) Distribute binder (use water can)
Very fine cracking; sand up to 5 mm, chippings
no structural 1kg/m2; do not overheat bitumen.
Local Sealing 6 to 10 mm size for local
damage. repairs d) Distribute aggregate by scattering
with shovel. Whole area must be covered.

No.PN-150.
Suggested Treatment
Treatment
a) Air blow and clean.
b) Sweep the area (surface must be dry and

clean)
c) Mark out the area to be repaired,

with a chalk
d) Prepare bitumen slurry by mixing

6liters of bitumen emulsion
Narrow inter- Sealing with Bituminous emulsion & with20 litres of coarse sand (<
connecting cracks bituminous slurry coarse sand 5mm)
e) Spread the slurry and squeegee in thin
layer (5 mm thick) over marked area. Allow it
to dry before allowing traffic.

No.PN-150.
Suggested Treatment
Treatment
a) Mark out the area with chalk

(draw a rectangle around defect)
b) Excavation of area: Remove all material

of road surface from the marked-out area and
apply tack coat.
c) Increase depth of hole until firm dry

material is found. Trim the walls of the hole to
be vertical. Remove all moisture
d) Trim bottom of hole so that it is flat

horizontal and free of loose material and
compacted) Fill hole with selected well graded
material.
f) Place material in the hole and compact in

one or more layers. The last layer to have
Related to Bituminous greater thickness (1/5th extra) to allow for
Pothole patching Pothole patching Concrete settlement after compaction
g) For compaction, use vibratory roller, plate

compactor or rammer depending on size of
excavation
h) Reseal w i t h t h i n s u r f a c i n g t o revent
penetration of water

No.PN-150.
Suggested Treatment
Treatment

clean)
c) Prepare bitumen slurry by mixing 6 l i t e r s

o f b i t u m e n e m u l s i o n with20 liters of
Sealing with Related to Bituminous coarse sand (<5mm)
Raveling Concrete
bituminous slurry
d) Spread the slurry and squeegee in thin
layer (5 mm thick) over marked Area

Bituminous emulsion &
coarse sand
clean)
c) Prepare bitumen slurry by mixing6 l i t e r s

o f b i t u m e n e m u l s i o n with 20 liters of
Rectified Shoved coarse sand (<5mm)
portion Local Sealing
d) Spread the slurry and squeegee in thin
layer (5 mm thick) over marked area.

No.PN-150.
Suggested Treatment
Treatment
Plastic movement
of pavement a) Remove the shoved area (minimum
materials resulting Replacement of Related to Bituminous 30mm below adjoining level).
in localized shoved materials Concrete b) Fill with thin surfacing BC mix
bulging
Profile Correction Course (PCC)
A profile corrective course for correction of any deficiency in profile/ camber or super
elevation of the existing carriageway shall be provided as per Section 501.8.2.3 of the
MORT&H specifications. After the PCC, bituminous overlay as estimated
above shall be provided. The quantity of PCC course required has been
calculated as per the Mx Road Software which comes out to be 1312.65 cubic metre.
6.6.13 Design of Cement Concrete (CC) Pavement

Pavement Curst Thickness of Rigid Pavement for New Construction
Rigid Pavement is proposed at built-up locations, the design life is the time from
original construction to a terminal condition for a pavement structure. Structural
design is carried to withstand the pavement for a traffic loading encountered over the
design life. IRC: 58-2015 suggests design life of 30 years for the rigid pavements and
accordingly, design period of 30 years has been considered for the design of pavement.
Following pavement composition is suggested at rigid pavement locations,

No.PN-150.
7 GEOTECHNICAL INVESTIGATIONS
7.1 Geotechnical Proposals
For bridge structures (new/reconstruction/widening), the number and termination

depth of trial pits/boreholes shall be adopted as per the following criteria based on
RFP provisions, MORTH SEC 1100, SEC 2400 & IRC 78
Termination Depth of
Borehole in Soil*
S. Description No of boreholes If Existing If Existing Remarks
No. Foundation Foundation is
is Open Pile / Well
Bridges / Underpasses / At Each abutment
1 Structures – span length and at alternate 15.0m -
less than 15 m pier location
* to be discussed with the client before start of actual work
** in case rock is met earlier, the borehole shall be terminated after going 3.0m
into rock.
7.2 Approach
Geotechnical Investigation and sub-surface explorations are being carried out for the
proposed bridges or any other location as necessary for proper design of the works
(please refer our quality assurance plan for more details).
All relevant laboratory and field tests on soil and rock sample detailed laboratory
report is given in Annexure 6.5 of Annexures to Volume I (Main Report).
The number and depth of trial-pit s are proposed as under:

No.PN-150.
Table 7.1: Depth of Trial pits
Geotech investigations
Proposal No of Depth
No of Total Total
Design Type of Reconstruction Type of Span/Pipe No of of
Span x Width of Widening Proposal Width of
Chainage Structure /Retained/ Structure x Bore Location Each
Vent/Dia Structure Structure
Widening/New Vent/Dia holes BH*
(m)
Minor Concentric
60+223 2 6 8.3 Reconstruction Minor Bridge 1 x 12.00 12 1 Abutment 4.23
Bridge Widening
Concentric
63+925 HPC 5 1.2 7.5 Reconstruction Minor Bridge 1 x 12.00 12 2 Abutment 4.73
Widening
Concentric
66+331 HPC 5 1.2 10 Reconstruction Minor Bridge 1 x 8.00 12 3 Abutment 5.425
Widening
0.90
4 Concentric
68+934 HPC & 7.4 Reconstruction Minor Bridge 2 x 8.00 12 4 Abutment 5.08
3 Widening
1.20
Minor
Concentric
75+502 Bridge 4 5.4 7.2 Reconstruction Minor Bridge 1 x 12.00 12 5 Abutment 5.225
Widening
(Arch)
Minor
Concentric
79+189 Bridge 2 5.7 7.1 Reconstruction Minor Bridge 2 x 8.00 12 6 Abutment 6.305
Widening
(Arch)
Minor Concentric
88+112 1 8.1 10 Reconstruction Minor Bridge 1 x 10.00 12 7 Abutment 4.963
Bridge Widening
*if rock is encountered, the borehole shall be terminated after drilling 3m into rock

No.PN-150.
8 CROSS-DRAINAGE STRUCTURES -MAJOR & MINOR BRIDGES
8.1 Design Standards for Bridges/Structures
The design standards and loading considered for culverts and bridges are those
laid down from the latest IRC codes. Where the said codes are silent other
codes at national or international level shall be followed in consultation with
the client. The following guide lines has been considered for design:
The Indian Road Congress (IRC) codes will be the basis of bridge designs,
underpasses and flyover/ROB‟s. For items not covered by latter, provisions of
Special Publications and Specification for Roads and Bridges published by IRC
shall be followed.
Since number of new bridges in the project roads is less and majority of
existing structures will be widened, it is proposed to design structures with
working stress method based on IRC: 112:2014.
Grades of Concrete for superstructures will be as per MOST Specifications
and IRC Standards. The Minimum grade shall be M40 for PSC and M25 for RCC
respectively.
For substructures and foundations, the concrete grade will not be lower than
M25. For PCC substructures minimum grade of M20 will be adopted.
The deck will have 2.5% unidirectional camber/cross fall and the wearing
course will be of uniform thickness of 40mm BC laid over 6mm thick Mastic
asphalt on all bridge decks.
In general, it has been observed during the preliminary study that the open
type foundations for the existing bridges have not suffered any distress.
Pile / well foundations will be adopted for some of the Major bridges
wherever open foundation is not feasible, depending on the properties of the
foundation strata based on sub-soil investigation reports.
Design of major Bridges is not in the scope of this DPR

No.PN-150.
8.2 Design of Structures
(a) Type of Structures
The structures are classified based on their functional use. The structures for
the project road are classified as given below:
i) Drainage Structures
• Major Bridges
• Minor Bridges
• Culverts
The Bridges having an overall length varying from 6 m to 60 m are termed as

minor bridges and those having an overall length more than 60 m are termed as
major bridges.
(b) Design Loading

The bridges have been designed to sustain safely the most critical
combination of various loads, forces and stresses that can co-exist as per the
provisions of IRC: 6-2014. The allowable stresses and the permissible increase
in stresses for various load combinations have been adopted as per the
relevant IRC codes.
(c) Carriageway Live Load

Structures carrying the proposed project road with carriageway width of 11.0
m are proposed to be designed for 3 lanes of Class-A loading or one lane of
70-R wheeled/tracked loading plus 1 lane of Class – A loading, whichever
produces the most severe effect.
Structures carrying the proposed project road with carriageway width of 7.5 m
shall be designed for 2 lanes of Class-A loading or one lane of 70-R
wheeled/tracked loading whichever produces the most severe effect.
(d) Tractive and Braking Force
The tractive and braking forces shall be considered as per the provisions of
clause no. 211 of IRC:6-2014.
(e) Footpath Live Load

The footpath live load shall be considered as per the provisions of clause no.
209 of the IRC: 6-2014. The intensity of the footpath loading has been
considered as 500 Kg/sqm as per clause no.206 of IRC: 6-2014.

No.PN-150.
(f) Wind Forces.

The effect of wind as per clause no. 212 of IRC: 6-2014 shall be considered for
the design of the various components of the bridge.
(g) Seismic Forces

Project roads pass through seismic zone II, III and IV. Seismic forces shall be
calculated in accordance with clause number 222.5 of IRC: 6-2014.
(h) Buoyancy Effects
The following buoyancy effects shall be considered wherever applicable for

the design of various components of the bridge:
For Foundations 100 %
For Substructure below water 15 %
Deck Levels of Structures

The deck levels of the structures carrying the project road have been adopted
based on the following parameters:
• Vertical clearance required above the cross roads;

• Vertical profile of the proposed project road;
• Vertical clearance required above the high flood level
8.3 Hydraulic and Hydrological Investigations and Methodology
The project roads pass through areas of heavy intensity rainfall. Detail
hydrological investigations have been carried out to confirm the adequacy of
existing structures and requirement of additional culverts.
i) Collection of Data and Design Assumptions
The hydraulic condition of each structure was assessed thoroughly by visual

observations. These observations were supplemented with local inquiries.
ii) Return Period and Rainfall
As per IRC: 5 – 1998 (Standard Specifications and Code of Practice for Road
Bridges, Section – 1, General Features of Design) the bridges are designed for a
period of not less than 50 years. A flood of this specified return period should
pass easily through the structure, while an extraordinary and rare flood may
pass without doing excessive damage to the structure or the road.
The 50-year, 24-hour rainfall for the zone under consideration

varies to 120cm.

No.PN-150.
Topographic maps, obtained from Survey of India, on 1: 50,000 scales, have

been be utilized for the hydrological study of the corridor.
iii) Cross-Sections and Longitudinal Section at Bridges
For the calculation of discharge of the stream by Area-Velocity method,

topographical survey including levelling surveys have been carried out across
and along the watercourses to determine the cross-section and the
longitudinal section of stream. A number of cross-sections have been taken at
regular intervals on both upstream and downstream side of the structure,
including one at the proposed location of the structure in accordance with IRC
specifications.
The following assumptions shall be made during peak

discharge calculation:
For bridges where the cross section is not defined, the cross-sections shall be
extended up to the
HFL, in order to calculate the effective cross-section of flow.
The longitudinal section to determine the bed slope shall be taken at an

approximate regular interval following the channel course extending on both
the upstream and the downstream sides of the structure. Caution shall be
exercised by following the curved flow line for longitudinal gradient, rather
than a straight line.
Hydrology and Hydraulics of the Cross-Drainage Structures
Assessment of Peak Discharge
The peak discharge and the HFL shall be calculated by following methods
• Empirical Method
• Area Velocity Method
• SUH Method
Empirical Method
Ingli’s Formula which is as under as per IRC SP-13.
Q= 125 M
(M + 10)1/2
Where
Q = Peak run-off
(cumec)
M = Catchment area (sq km)

No.PN-150.
Dickens Formula which is as under as per IRC SP-13.
Q = C M3/4
Where
Q = Peak run-off (cumec)

C = Coefficient of run-off, depends upon annual rainfall
The catchment area M is determined from toposheets, Coefficient of run-off C

is determined from IRC SP-13 depending upon the intensity of rainfall. This
formula gives a simplified approach and results are approximate. Comparison is
made with alternative methods for important structures.
Ryve's formula which is as under as per IRC SP-13.
Q = CM2/3
Where
Q = Peak run-off (cumec)

C = Coefficient of run-off, depends upon annual rainfall
The catchment area M is determined from the toposheets, Coefficient of run-

off C is determined from IRC SP-13 depending upon the intensity of rainfall.
This formula gives a simplified approach and results are approximate.
Comparison is made with alternative methods for important structures.
Area – Velocity Method (Manning’s Formula)
In this method, discharge is calculated using the

formula given below
Q = AxV
= A x [(1/n) x (R) 2/3 x (S)1/2]
Where

No.PN-150.
Q = Discharge (cumecs)
A = Area of the cross section (sq. m.)
V = Velocity in (m/sec)
R = Hydraulic mean depth (m); R = A / P Wetted
P = perimeter of the stream (m) Bed slope of the
S = stream
n = Rugosity Co-efficient.
Synthetic Unit Hydrograph Method
This method is based on unit hydrograph principle, used when catchment area
is greater than 10 sq miles. CWC has published Flood Estimation Reports for
different zones for India. Comprehensive hydraulic analysis of various CD
structures shall be carried out based on detailed topographical survey.
A detailed approach and equations of unit hydrograph has been given in the
report “Estimation of Design Flood Peak,Betwa sub-zone – 1 (c)”, published by
CWC. In this method the design flood discharge has been calculated as per
guidelines given in the report.
Design discharge has been taken as the maximum of the peak flood discharge
by different methods provided it does not exceed the next highest discharge
more than 50%. If it exceeds, it is restricted to that limit (As per Article 6.2.1
of IRC: SP: 13-2004).
Hydraulic Analysis for Design HFL
In hydraulic analysis, the Design HFL shall be calculated corresponding to the

Design Discharge by Manning’s Equation at the bridge site, as described above.
Afflux Calculation
When the waterway area of the opening of a bridge is less than the
unobstructed natural waterway area of the stream, i.e. when bridge contracts
the stream, afflux occurs. The afflux will
2VV
h= + 0.01524 ( A / a)2 − 1
 17.88

be calculated using Moles worth formula as given below:
Where

No.PN-150.
h = afflux (meters)
V = average velocity of water in the river prior to construction
(m/sec)
A = Unobstructed sectional area of the river at proposed site
(sq.m)
a = Constricted area of the river at the bridge (sq.m)
Scour Depth
Lacey‟s equation is adopted for estimating normal scour depth as per IRC: 5
dsm = 1.34 (Db2/Ksf) 1/3
Where R is the Lacey‟s regime scour depth, measured below HFL, q is the
design discharge
intensity under bridge in cumecs per meter and f is silt factor
given by the equation Ksf= 1.76 (dm)1/2
Where d50 is the mean sediment size in mm. Normal scour depth based on
Lacey‟s equation and the actual observed depth (equal to the difference
between HFL and LBL)/1.27 are compared as per code. Higher of the two
values is adopted for design. Silt factor „f‟ is found from Lacey‟s equation
corresponding to d50 size of bed materials. Maximum scour level for pier and
abutment are calculated using a factor of safety of 2 and 1.27 respectively as
per IRC: Code-5. For computing scour depth, design discharge is enhanced by
30% to provide for adequate margin of safety as per provision of IRC: 78 -
2014.
Determination of Waterway for a New bridge
When a new bridge is to be constructed, a designer has all the freedom to

provide waterway as required. As per IRC-5:2015 clause 106.5.1, waterway
(W) should be equal to Lacey‟s regime waterway (P) given by the equation:
P =W= C (Q1/2)
Where
Q = design flood discharge in m3/s

P = Wetted perimeter in metres
W = Linear waterway in metres (for wide river W is almost equal to P)
C = a constant usually taken as 4.8 for regime channels but it may vary
from 4.5 to 6.3 according to local conditions.

No.PN-150.
The code also stipulates that the waterway so found should also be compared
with linear waterway at HFL corresponding to design flood discharge and the
minimum of the two should be adopted as the clear waterway under the
bridge.
• Hydraulics Calculation is attached in Annexure VI.

• Detailed Calculation Design is attached in Annexure VII
8.4 Design Methodology Minor Bridges (New)
General - the following aspects shall be considered while planning for the new
bridges and structures:
• Proper sitting of bridge and geometrics of approaches;

• Linear waterways and minimum vertical clearances;
• Satisfactory geological conditions;
• Minimum distance from the existing structure consistent with
construction requirements and hydraulic consideration;
• Modular approach in design for both superstructure and substructures;
• Minimum vertical clearance above design HFL
Deck Width - Overall deck width of structures is 12m.
Proposals - The proposals for minor bridges are based on the following
considerations:
• Total deck width of the new minor bridges shall be 12m. with crash
barrier on both sides.
• The new bridges are proposed to be designed for 3 - lanes of traffic.
• In order to reduce the number of expansion joints for improving the
riding quality and for providing unobstructed flow under the bridges, the
small multiple spans are proposed to be replaced with equivalent single
spans wherever possible, matching with the existing opening.
• The new bridges will be on the same location to as existing ones.
• For bridges with RCC solid slab superstructures, tar paper bearings will
be proposed and for bridges with PSC / RCC T-Beam and slab
superstructures Pot cum PTFE / elastomeric bearings will be proposed
based on design requirements.
• Strip seal expansion joints will be proposed for bridges with RCC T-beam
and slab superstructure. For bridges with RCC solid slab superstructure
filler type expansion joints are proposed.
• Foundations for the proposed structures will be same as those of existing
bridges.
• Bed protection works will be provided for bridges with box cell
structures.
• Splayed wing walls shall be provided for new / widened side of minor
bridges.
Existing Bridges (Rehabilitation)

No.PN-150.
Deck Width - The existing two lanes minor and major bridges in good
condition having deck width > 10 m are proposed to be retained with
repairs and will not be widened under this project. For structures having
deck width less than 10 m, the proposals will be as under:
a. Slab Bridges with open foundations:
Existing slab bridges in good condition are proposed to be widened to

12.0 m deck width by integrating existing and widened part. Symmetrical
widening shall be proposed in general.
b. Arch Bridges with open foundations:
Existing arch bridges in good condition are proposed to be widened to

12.0 m deck width by adding a new structure along existing arch bridge
[Asymmetrical widening] to get 12 m deck width.
Foundation details of arch bridges are not known except of few
cases where well foundations are visible.
In case, arch bridge is found to be supported on well foundations during

construction stage, widening proposal will require to be changed to new 2
Lane Bridge.
c. RCC/PSC/ Steel composite Bridges with open foundations:
i. Existing structures in good condition having carriageway width ≥ 7.5

m are proposed to be retained with repairs.
ii. Existing structures having carriageway width significantly less than
7.5 m are proposed to be replaced with new 2 Lane Bridge.
iii. Decision for existing structures in good condition having carriageway
width marginally less than 7.5 m regarding retaining them with repairs
/ replaced with new 2 Lane Bridge will be taken on case to case basis
in consultation with Client.
d. RCC/PSC/ Steel composite/Arch Bridges with well foundations:
i. Existing structures in good condition having carriageway width ≥

7.5 m are
proposed to be retained with repairs.
ii. Existing structures having carriageway width significantly less than 7.5
m are proposed to be replaced with new 2 Lane Bridge.
iii. Decision for existing structures in good condition having carriageway

width marginally less than 7.5 m regarding retaining them with repairs
/ replaced with new 2 Lane Bridge will be taken on case to case basis
in consultation with Client.
e. Existing bridges having poor structural condition, hydraulic deficiency
[Overtopping, excessive scouring] or falling under realignment of road
geometry are proposed to be replaced by new 2-lane bridge having 12
m deck width.

No.PN-150.
8.5 Design Methodology Minor Bridges (Reconstruction)
EXCAVATION FOR OPEN FOUNDATIONS
SCOPE
The method statement outlines the procedure to be complied with for the
excavation of open foundations.
CONSTRUCTION PROCEDURE
4.1 Setting Out

* The limit of excavation shall be set out true to fines, curves and slopes
4.2 Excavation
• Excavation shall be done as per the dimensions specified in the drawings.
• The sides of excavation shall be left plumb.
4.3 Dewatering and protection

• Water met with in excavation shall be removed by pumping.
• Foundation trench shall always be kept dry
• Coffer dams of adequate depth and height shall be constructed to prevent
the running water of river from entering foundation trench.
SAFETY
General Safety
The Site Managers will have overall responsibility for safety.
As the construction area will be generally isolated and with appropriate signs
in place, the danger to injury of members of the general public is minimal. All
site visitors within the areas will be accompanied by a member of the site
team.
The following general safety issues will be addressed on site Near towns,
villages and all frequented places, trenches and foundation pits shall be
securely fenced, provided with proper caution signs and marked with red
lights at night to avoid accidents. All adequate protective measures shall be
taken to see that the excavation operations do not affect or damage adjoining
structures.
Personnel and Safety

All new workers and staff will attend a Safety Induction Course before
commencing of site work.
All personnel will wear safety helmets, safety boots and high visibility jackets.
All unsafe acts or conditions are to be identified and corrected promptly or
referred to the respective supervisor. Any accident or incident is to be
reported immediately so that preventive action can be taken to prevent
reoccurrence.

No.PN-150.
Training
All staff members will be briefed on the importance of monitoring on site

safety by the Safety manager.
ENVIRONMENT
The Site Managers will have overall responsibility for the environment.
All new workers and staff will attend the Environmental Induction Course before
commencing of site.
Typical environmental management measures will be monitored in accordance with
the following documents.
The Project Environmental Plan, The Project Management plan.
8.6 Design Methodology Minor Bridges (rehabilitation)
Proposals - The following measures are proposed for rehabilitation of existing

bridges:
General
Most of the bridges have many common deficiencies/defects, which are

proposed for repaired as follows:
1) Railings / handrails are proposed be replaced with crash barriers to bring

common bridge furniture across the project road. Keying of concrete
crash barrier with brick work walls shall be done in addition to
anchoring crash barrier reinforcement into brickwork by drilling holes
and grouting with cement mortar.
2) Drainage spouts provided in the railing kerb, ending at face of soffit of
slab are proposed be replaced with new drainage spouts having adequate
length to prevent the water from falling / splashing on the
superstructure.
3) Damaged faces of RCC pier caps/abutment caps over brick masonry
(BM) / coursed rubble masonry (CRM) substructure shall be repaired by
guniting after removing the affected portions.
4) Damaged pointing in the BM / CRM to be removed and cleaned before
applying fresh pointing.
5) Cracks in BM /CRM abutments/wing walls/piers shall be pressure grouted
with cement grout through holes drilled in the masonry around the cracks.
6) Most of the existing bridges do not have approach slabs. Provision of
approach slab is proposed to be made by reconstructing dirt wall with
bracket to support approach slab for structures with RCC dirt walls. For
structures PCC dirt walls, approach slab will not be provided in existing
and widened part.
7) Stone pitching on earth fill around abutment has not been provided,
except in 2-3 cases, resulting in settlement of earth fill exposing

No.PN-150.
cantilever return walls, erosion of soil around return walls and in front of
the spill through abutments. This can cause settlement of approach road
behind abutments any time and block movement of traffic. This can cause
traffic accidents also as parts of embankment can settle during rains.
8) Concrete wearing coat provided in number of bridges has suffered cracks
and distress at number of locations. Reinforcement has come out is many
distressed locations. Concrete wearing coat shall be replaced with
bituminous wearing coat.
Solid Slab Superstructure

1) Edges of solid slab which show spalling of concrete over a smaller width or
only small patches of the underside of slab which are distressed, are
proposed be repaired by guniting. The reinforcement, which has
corroded, shall be sand ballasted and additional reinforcement, if
required, shall be welded to the existing reinforcement before guniting.
2) RCC solid slabs, which show honeycombing, shall be strengthened by
pressure grouting with cement grout from the underside of the slab.
T-Beam and Slab Superstructure
1) No such structure is found on the project stretch
8.7 Bridges on the project road
The list of minor bridges is given in previous sections for the project roads. The
existing bridge is multi span bridges of span less than 10m. The span of the bridges
ranges from 5m to 10m. Overall width of the structure is also varying from 7m to
11m.
The existing bridges are generally of solid slab type super structure, resting on
PCC/RCC/Stone Masonry type of sub structure. The foundation type is also visible at
few locations and generally the foundation is open foundation or raft foundation.
Condition of bridge constructed on RCC/PCC sub structure is generally fair. These

bridges are relatively new bridges. The distress of super structure is clearly visible.
Sub structure is also damaged and foundations are scoured.
Approach slabs are mostly not provided. Railing/Parapets are also broken. Condition
of wing wall is also not good for most of the bridges.
Generally, the retained bridges which are in good condition need following
repairs:
• Remove vegetation growth on structure.

• Repair damaged return walls.
• Clear the waterway.
• Replace existing parapet with RCC crash barrier.
• Replace damaged wearing coat.

No.PN-150.
• Provide approach slab.

• Repair for small damages in the structural components.
Table 8.1: Details of Proposals of Bridges
Total No of Total
No of Span Width Span/Pip Width
Design Type of Direction Proposal for Type of
Sr.no. X of eX of
Chainage Structure of Flow Structure Structure
Vent/Width Struct Vent/Widt Structu
ure h re
Minor
1 58+900 2 6.00 8.20 R to L Retained - - -
Bridge
Minor Minor
2 60+223 2 6.00 8.30 R to L Reconstruction 1 X 12.00 12.00
Bridge Bridge
Minor
3 64+391 3 6.00 8.30 R to L Retained - - -
Bridge
Minor
4 65+428 3 6.40 8.20 R to L Retained - - -
Bridge
Minor
5 67+181 2 5.00 8.40 R to L Retained - - -
Bridge
Minor
Minor
6 75+502 Bridge 4 5.40 7.20 R to L Reconstruction 1 X 12.00 12.00
Bridge
(Arch)
Minor
Bridge
7 77+852 4 6.00 10.60 R to L Retained - - -
(Arch)
Widening
Minor
Minor
8 79+189 Bridge 2 5.70 7.10 R to L Reconstruction 2 X 8.00 12.00
Bridge
(Arch)
Minor
Minor
9 80+057 Bridge 3 6.20 7.00 R to L Widening 3 X 6.20 12.00
Bridge
(Arch)
Minor 3x3.80
10 83+569 Bridge 5 1x5.30 10.00 R to L Retained - - -
(Arch) 1x4.80
Minor
11 84+530 Bridge 2 4.10 8.10 R to L Retained - - -
(Arch)
Minor Minor
12 88+112 1 8.10 10.00 R to L Reconstruction 1 X 10.00 12.00
Bridge Bridge
Major
13 91+320 5 18.50 7.60 R to L Retained - - -
Bridge

No.PN-150.
8.9 Structure Summary
The bridges of length more than 30m are out of scope of this work. As per
inventory and topographical survey, number of bridges and its proposal for
project road is tabulated below:
No of Total Condition Proposal

Design Type of Direction
Span x Width of of for
Chainage Structure of Flow
Vent/Width Structure Structure Structure
Major
91+320 5 18.50 7.60 LTR GOOD Retained
Bridge
Table 8.2: Summary of Bridges
Name of Road : Shivdav - Kadgaon to Gargoti Road PN-150

SUMMARY OF STRUCTURES
Existing Structures
Proposals
Type of Structure Existing Nos.
Nos. Type of Proposal
MJB 1 1 Retained
4 Reconstruction
MNB 12 1 Widening
7 Retained
Arch + Slab Culvert 1 1 Retained
1 Reconstruction
1 Converted to Box Culvert
Slab Culvert 4
1 Widening
1 Retained
Box Culvert 1 1 Upgraded to Slab Culvert
29 Reconstruction
17 Upgraded to Box Culvert
HPC 54 2 Upgraded to Slab Culvert
3 Upgraded to MNB
3 Retained
Total Numbers 73 73
• Details of Bridge & Culvert Inventory attached in Annexure-III
• Details of Improvement Proposal of Structures attached in Annexure-IV

No.PN-150.
9 CROSS-DRAINAGE STRUCTURES – CULVERTS
9.1 Hydrology
According to IRC: SP:73-2015 Clause 7.7 Culvert and Bridge using Pipes
Project Road should have adequate cross drainage facility as large number
natural drains/outfalls are present in project road. Additional culverts are
required to balance the flood water on both sides of embankment to reduce
flood level on one side of road; To balance the discharge from road catchment
area and discharge passing through new/existing cross drainage structures as
localized natural drains are very less in the project area, Cross drainage
structure density is low – in some locations there is no culvert in 1 km stretch
Intermediate culverts, also called balancing culverts, have been proposed

to reduce the length and size of the roadside drain. Guidelines in IRC:
SP: 42, IRC: SP: 13-2004 and relevant IRC have been followed for
proposing the number of cross drainage structures.
9.2 Proposal for New Culverts

For culverts, following guidelines will be followed:
• For culverts in new carriageway, minimum span and vent height will be
kept equal to that of those in the existing carriageway; raising of deck
level according to highway alignment will be made wherever required
• Weak and non-functional culverts to be dismantled and new culverts to be
• constructed with deck level matching with highway plan and profile.
• For widening of culverts to required width, existing Brickwork / RR
masonry / PCC abutments will be widened on both sides of the existing
culverts. Existing slab shall be widened with specified camber to be cast
for the full length
• In case of culverts whose bed and floor have scoured off severely and
considerable afflux is observed, the same will be replaced with new
culverts having adequate vents or with a minor bridge, based on
hydrological studies
• Culverts will be designed for IRC Class-A/Class-70R Tracked/Class-70R
Wheeled Loading as per relevant IRC provisions
• Culverts shall be constructed for full formation width of the roadway
• All new pipe culverts shall be of minimum 1.2 m diameter.
9.3 Improvement Proposals
9.3.1 Culverts
Hume pipe culverts are proposed for reconstruction in NP4 RCC Pipes
in full formation width including parapets, as per type design requirements
laid down in IRC: SP:13. These culverts have been proposed in such
stretches where required minimum cushion over the pipe is available. The

No.PN-150.
bedding for pipe shall be first class bedding, comprising of granular material
for culverts with cushion above the pipe not less than 0.6 m and not
exceeding 4 m. details of improvements proposal are culvert.

No.PN-150.
Table 9.1: Rehabilitation/Widening/Reconstruction of Culverts Shivdav kadgaon Gargoti Road (PN-150)

Design Type of No of Span x Total Width Direction Proposal for Type of No of Span/Pipe Total Width
Sr. No.
Chainage Structure Vent/Width of Structure of Flow Structure Structure x Vent/Width of Structure
1. 58+388 HPC 1 0.90 10.00 LTR RECONSTRUCTION HPC 1 x 1.20 12.00
2. 58+692 HPC 1 0.90 8.60 RTR RECONSTRUCTION HPC 1 x 1.20 12.00
4. 59+367 HPC 2 0.90 10.00 LTR RECONSTRUCTION Box-Culvert 1/2 x 4/0 12.00
9. SLAB
61+845 1 5.00 8.30 LTR RETAINED - - -
CULVERT
14. 63+925 HPC 5 1.20 7.50 LTR RECONSTRUCTION Minor Bridge 1 x 12.00 12.00
17. 66+331 HPC 5 1.20 10.00 LTR RECONSTRUCTION Minor Bridge 1 x 8.00 12.00
22. 68+087 HPC 2 0.90 10.00 LTR RECONSTRUCTION Box Culvert 1 / 2x4 / 0 12.00
24. 68+489 RRM/SLAB 1 4.80 9.20 LTR RECONSTRUCTION Slab Culvert 1 x 6.00 12.00
25. 4 0.90 &
68+934 HPC 7.40 LTR RECONSTRUCTION Minor Bridge 2 x 8.00 12.00
3 1.20
26. SLAB
69+650 1 4.90 9.90 LTR RECONSTRUCTION Box Culvert 1 / 5x6 / 0 12.00
CULVERT
27. 70+165 SLAB 1 5.00 7.40 LTR WIDENING Slab Culvert 1 x 5.00 12.00

No.PN-150.
Sr. No.
CULVERT
34. 1 & 1.20 &
73+167 HPC+ ARCH 12.40 LTR RECONSTRUCTION Box Culvert 1 / 3x3 / 0 12.00
1 2.0
35. ARCH+HPC 1 & 1.20 &
73+400 18.00 LTR RECONSTRUCTION Box Culvert 1 / 3x2 / 0 18.00
WIDNING 1 2.0
36. 73+718 HPC 1 1.20 10.00 LTR RETAINED - - -
38. 75+786 HPC 3 1.20 10.00 LTR RETAINED - - -
42. Arch +Slab
80+870 1 4.90 14.00 LTR RETAINED - - -
widening
45. 2 1.20 &
82+126 HPC 15.50 LTR RECONSTRUCTION Box Culvert 1 / 5x3 / 0 16.00
4 0.80
48. 3 & 0.80 &
85+130 HPC 9.60 LTR RECONSTRUCTION Slab Culvert 1 x 6.00 12.00
2 0.90

No.PN-150.
Sr. No.
53. 86+080 BOX 1 3.00 6.70 LTR RECONSTRUCTION Slab Culvert 1 x 6.00 12.00
54. 86+922 HPC 1 1.20 11.20 LTR RETAINED - - -
57. 88+969 HPC 5 0.90 7.50 LTR RECONSTRUCTION Slab Culvert 1 x 6.00 12.00
59. 92+645 LAID 1 0.60 8.10 LTR RECONSTRUCTION HPC 1 x 1.20 12.00
60. 92+890 LAID 1 0.60 8.10 LTR RECONSTRUCTION HPC 1 x 1.20 12.00

No.PN-150.
**Span length for box culverts shows clear span
a. Over all width of all culverts shall be equal to roadway width

of the approaches
b. Necessary repairs shall be carried out to all the culverts retained /
widened.
c. All reconstruction of Box Culverts clear height shall not be less
than 2.0 m.

No.PN-150.
10 TRAFFIC CONTROL AND SAFETY MEASURES
To enhance the safety of road user’s adequate provisions for roadway

width, geometric elements and junction improvements, have been
proposed. In addition, due consideration has been given to the provisions
contained in IRC: SP 44-1994, “Highway Safety Code”. Various measures
have also been proposed to enhance traffic control.
10.1 Road Signs
Adequate road signs have been proposed for the project road in order to
provide advance information to guide, regulate / control traffic flow and
ensure safe operations. Road signs will either be ground mounted or
displayed as overhead gantry signs. The signs will be of retro-reflective
sheeting of encapsulated type as per the MoRT&H specifications for Road
and Bridge Works, 2001. Detailed drawings will be prepared for major
intersections showing position and type of road sign. Road signs are to be
installed at 2.0 m from the extreme edge of carriageway to ensure a safe
clear zone and bottom edge of the lowest sign is not less than 1.5 m above
the crown of the pavement. Ideally, in kerbed sections it is to be installed
60 cm away from the edge of the kerb and bottom edge of the lowest sign is
not being less than 2.0 m above the kerb.
Generally, all signs are to be placed on the left side of the project road
except at few locations where duplicate signs are to be placed on right side
as well as signs related to traffic calming measures.
There are three categories of signs; Cautionary, mandatory and informatory

signs. These would be provided depending on the situation and function
they perform in accordance with the IRC: 67-2001 guidelines for Road Signs.
The sign boards would be in accordance with specification of clause 801-3
of MORTH for high insensible sheeting. Overhead signs are proposed in
accordance with IRC: 67 -2001.
10.2 Road Markings
Road markings are provided to guide and assist the road users to negotiate
conflict points and to be positioned at precisely the right location to make
his maneuvers in the safest and quickest way so that the time vehicle‟s/
user‟s exposure to risk is minimized.
The markings serve as psychological barriers and signify the delineation of

traffic paths and their lateral clearance from traffic hazards for safe

No.PN-150.
movement of traffic. Road markings are therefore essential to ensure

smooth and orderly flow of traffic and to promote road safety.
Pavement markings on the project road, location and type of marking lines,
material and colour have been proposed as per IRC: 35, “Code of Practice
for Road Marking” with centre-line, shyness and edge strip. The road
markings would be carefully planned on carriageways, intersections, bridge
locations and built-up sections.
The pavement marking will be in thermo-plastic paint with glass beads as

per the MORT&H specification for Road and Bridge Works, 2001. Detailed
instruction has been provided in the drawings for major and minor
intersections showing lane markings, pedestrian crossings, directional arrows
etc.
10.3 Kilometer Stones
The details of kilometer and 5th K m stones would be in accordance

with IRC: 8 guidelines. These are to be made of precast M-20 grade
reinforced cement concrete, and lettering / numbering as per the respective
IRC codes. Kilometer stones would be located on the left-hand side of the
road as one proceeds from the station from which the Kilometer count
starts. Kilometer stones would be fixed at right angles to the center line of
the carriageway.
10.3.1 200m Stones and Boundary Stones
The details of 200m stones and boundary stones would conform to IRC: 26
and IRC:
25. 200m stones would be located on the same side of the road as the
kilometer stones. The inscription on the stones would be the numerals 2, 4,
6 and 8 marked in an ascending order in the direction of increasing
kilometer age away from the starting station. The numerals would be
80mm high. The color of the numerals would be black on a white
background.
Boundary stones at 100 m interval staggered on each side and kilometer

stone have been proposed as per the provision of IRC: 25-1967. In addition,
these would be fixed at all angular points of the boundary. Where the
boundary is on a curve or the land is of significant value and likely to be
encroached upon, the boundary stones, as required, would be installed at
closer intervals.
10.4 Delineators and Object Markers
Roadway delineators are intended to mark the edges of the roadway so as

to guide drivers on the alignment ahead. Object markers are used to
indicate hazards and obstructions within the vehicle flow path, for
example, traffic islands close to the intersections.

No.PN-150.
Delineators and object markers would be provided in accordance with the

provisions of IRC: 79. They are basically driving aids and would not be
regarded as substitutes for warning signs, road markings or barriers. They
are not provided at locations where Chevron sign boards are provided
Delineators provide visual assistance to drivers about the alignment of road

ahead, particularly at right side. Three types of delineators have been
proposed for the project roads as per the provision contained in IRC: 79
‟Recommended Practice for Road Delineators‟, namely:
• Roadway indicators with rectangular retro-reflectorized chevron markers
(80mm x 100mm) for all curves of radius 1000m or less, horizontal curves
with deflection angle > 30˚ on plain / rolling terrain. Delineator plastic post
of 1m long and 10 cm square section painted alternatively black and white in
15cm wide strips. Delineator posts are to be erected at the edge of the
roadway. The overall line of posts should be parallel to center line of the
road. These are to be placed at outer and inner side of curves with the
spacing defined in IRC: 79 ‟Recommended Practice for Road Delineators‟.
• Striped retro-reflectorized hazard markers (30 cm x 90 cm) consisting of
alternative black and yellow stripes sloping downwards at an angle of 45
degree towards the side of obstruction. These are to be erected immediately
ahead of bridge railing/ crash barrier. The inside edge of markers is to be in
line with the inner edge of the obstruction.
• Cluster of red reflectors arranged on triangular panel as object markers
provided at the heads of medians and directional islands. The object
markers are to be setback by 50 cm from the face of the kerb. Height of the
post will be 50 cm. Size of equilateral triangular panel will be 30 cm and
there will be four red reflectors of 75 mm diameter. Triangular panel and
post will be painted white.

No.PN-150.
10.5 Guard Post
Guard posts are proposed on the location where embankment height is in

between 2.0 and 3.0m. The spacing of guard post would be 5.0m c/c in
these areas. Typical Guard post consists of precast (M20) post of size
200mm x 200mm and a height of 600mm above ground level. They are
encased in M15 cement concrete for a depth of 450mm below ground level.
Guard posts are painted with alternate black and white reflective paint of
150mm wide bands.
10.6 Solar Road Stud (SRS)
Solar Road Stud (SRS) is an active Road Safety Device, which is anchored to
the road surface alongside of centerline and edge line markings and
delineation for nighttime visibility. It is a self-contained device with some
Solar Module, Battery, LED and electronics, designed to switch – ON
automatically at Dusk and flash throughout the night to provide adequate
visibility and advance warning to the motorist while driving on the road. SRS
works on Solar energy to operate LEDs that flash throughout the night,
providing long range visibility, guidance and advance warning to road users,
thus improving safety on roads. SRS are suggested at major intersections,
built-up areas, curves with radii less than
100m.

No.PN-150.
11 PROJECT FACILITIES AND TRAFFIC CALMING MEASURES
11.1 Project Facilities
For efficient functioning and operation of road, user facilities such as bus
bays, bus shelters and truck lay byes and traffic calming measures through
built-up and activity areas are required to be paid adequate attention.
11.2 Bus Shelters
The project road is passing through a number of villages/towns. The bus

shelters are proposed at these locations to provide user facilities and
improve safety of other users negotiating bus stop areas. Pedestrian crossing
facility is also an integral part of bus stops to warn vehicle users and
provide guided path for pedestrian to cross the highway. Total 33 bus
shelters (Both Road) have been proposed in this section of project road.
Table 11.1: Locations for Bus shelter

Design Name of
S.No Side
Chainage village
1 58.500 LHS
Shivdav
2 59.150 RHS
3 67.400 LHS
Anaf Khurd
4 67.600 RHS
5 77.800 LHS
Kadgaon
6 77.900 RHS
9 79.500 RHS
Kadgaon
10 79.730 LHS
11 80.600 LHS
Danewadi
12 80.650 RHS
13 81.800 LHS
Kumbarwadi
14 82.000 RHS
15 83.780 LHS
Karadwadi
16 88.800 RHS
17 87.200 LHS
Shengaon
18 87.700 RHS
19 88.650 LHS
Shengaon
20 88.800 RHS
21 89.700 LHS
Akrude
22 90.100 RHS
23 92.250 LHS
Gargoti
24 93.150 RHS

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Consultancy Services for Feasibility Study cum DPR, Survey

and Preparation of Plan by Adopting LIDAR or Similar

Chapter Description Page

1.4 Codes and Specifications of Bridge Design ..........................................................................................................3

Global-JV-ICSPL March -18 Revision: R0 Index/Page i

Global-JV-ICSPL March -18 Revision: R0 Index/Page ii

Table 1.1: Design Codes / Specifications ............................................................................................................................2

Figure 2. 1:TCS-1 .................................................................................................................. 9

Global-JV-ICSPL March -18 Revision: R0 Index/Page iii

• Annexure-I Hydraulics Calculations (Culverts)

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AADT Annual Average Daily Traffic

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ROB Road Over Bridge .

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• Analysis of present traffic and future projections;

1.2 Design Considerations

• Design of horizontal alignment, vertical alignment, intersections and other

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• The desirable standards which could be adopted as a rule; and

• Accordingly, design standards for geometric elements would be considered under

1.3 Codes and Specifications for Road Design and Safety

Table 1.1: Design Codes / Specifications

IRC:38 Guidelines for design of horizontal curves

1. IRC:73 – Geometric Design standards for Rural (non-urban)

Global-JV-ICSPL Jan-18 Revision: R0 Page 2

IRC:81 – Guidelines for strengthening of flexible pavements

IRC:81 – Type Design for Highway kilometer stones

1.4 Codes and Specifications of Bridge Design

Table 1.2: Codes and Publications used for the Design

IRC Code Description and name of Code

Global-JV-ICSPL Jan-18 Revision: R0 Page 3

IRC Code Description and name of Code

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

Standard Specification and code of Practice for Road bridges, Section IX –

Manual of Standards & specifications for 2 laning of State Highways on B.O.T

The following terrain classification recommended by IRC:38-1988 /IRC: SP:73-2015 is

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Terrain Cross Slope (%)

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2 ROAD CARRIAGEWAY AND CROSS-SECTIONS

Table 2.1: Codes Pertaining to Road Cross Sections

(ii) IRC:86 Geometric Design Standards for Urban Roads in Plains

2.2 Road Carriageway and Cross-sectional Elements

The cross-sectional elements of road comprise of:

Global-JV-ICSPL Jan-18 Revision: R0 Page 6

2.3 Roadway Width (Formation Width)

Built-up section Shall be paved or footpath shall be

As per IRC: SP:73-2015 a camber of 2.5% in straight sections of bituminous pavement

The project road is proposed to be widened from existing single/intermediate/ 2-lane

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2.4 Right of Way (ROW)

2.5 Typical Cross-Sections

Based on above features, operational requirements and to meet design standards

Table 2.2: Typical Cross-Section Details

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Global-JV-ICSPL Jan-18 Revision: R0 Page 9

Global-JV-ICSPL Jan-18 Revision: R0 Page 10