0 0 24 Aug 2015 1717472101prefeasibilityreport PDF

Preparation of Detailed Project Report for up
gradation of Haveri to Baindur Section of

NH- 766 C in the state of Karnataka to two /
four lane with paved shoulder configuration
(Package no- NH/IAHE/24)
DRAFT
INCEPTION REPORT
June, 2015
Infra Support Engineering Consultants Pvt. Ltd

in JV with IIIE Ltd
Detailed Project Report for up gradation of Haveri to Baindur Section
of NH- 766 C in the state of Karnataka to two / four lane with paved
shoulder configuration (Package no- NH/IAHE/24)
Draft Inception Report
TABLE OF CONTENTS
CHAPTER 1. INTRODUCTION .................................................................................... 8
1.1 PROJECT BACKGROUND ..................................................................................... 8
1.2 OBJECTIVE OF THE PROJECT ............................................................................ 9
1.3 SCOPE OF THE PROJECT................................................................................... 10
1.4 SCOPE OF INCEPTION REPORT ....................................................................... 11
1.5 TIME FRAME ........................................................................................................ 12
1.6 AGREEMENT ........................................................................................................ 12
1.7 EFFECTIVE DATE OF COMMENCEMENT OF SERVICES ............................. 12
1.8 QUALITY ASSURANCE PLAN ............................................................................ 13
1.9 WORK PLAN AND DELIVERABLES .................................................................. 13
1.10 POSSIBLE CONSTRAINTS .................................................................................. 13
1.11 STRUCTURE OF THE REPORT .......................................................................... 14
CHAPTER 2. PROJECT APPRECIATION ................................................................. 15
2.1 SITE VISITS .......................................................................................................... 15
2.2 LOCATION MAP ................................................................................................... 15
2.3 PROJECT DESCRIPTION .................................................................................... 16
2.4 ABOUT THE PROJECT CORRIDOR ................................................................... 21
2.5 TERRAIN ............................................................................................................... 25
2.6 LAND USE ............................................................................................................. 26
2.7 BUILT – UP AREAS .............................................................................................. 27
2.8 CARRIAGEWAY WIDTH ...................................................................................... 29
2.9 EMBANKMENT HEIGHT .................................................................................... 31
2.10 HORIZONTAL ALIGNMENT ............................................................................... 31
Infra Support Engineering Consultants Pvt. Ltd in JV with IIIE 1

2.11 VERTICAL ALIGNMENT ..................................................................................... 41
2.12 JUNCTIONS .......................................................................................................... 41
2.13 PAVEMENT CONDITION .................................................................................... 42
2.14 STATUS OF RIGHT OF WAY (ROW) ................................................................... 48
2.15 SOIL AND SUBSOIL............................................................................................. 50
2.16 UTILITIES ALONG THE PROJECT HIGHWAY ................................................ 50
2.17 SOCIO RELIGIOUS STRUCTURE AND BUILDINGS ....................................... 50
2.18 BRIDGES AND CROSS DRAINAGE STRUCTURES .......................................... 50
2.18.1 Major Bridges ......................................................................................................... 51
2.18.2 Minor Bridges ........................................................................................................ 51
2.19 LEVEL CROSSING and ROB ............................................................................... 55
2.20 RESURFACING PROGRAM ................................................................................. 56
CHAPTER 3. APPROACH & METHODOLOGY ........................................................ 57
3.1 GENERAL .............................................................................................................. 57
3.2 OBJECTIVE OF THE STUDY .............................................................................. 57
3.3 APPROACH AND METHODOLOGY ................................................................... 57
3.4 QUALITY ASSURANCE SYSTEM FOR CONSULTANCY ASSIGNMENT ....... 59
3.5 REVIEW OF DATA AND DOCUMENTS ............................................................. 60
3.6 SOCIAL ANALYSIS .............................................................................................. 61
3.7 TRAFFIC SURVEYS ............................................................................................. 61
3.8 ENGINEERING SURVEYS & INVESTIGATIONS ............................................. 69
3.9 DETAILED DESIGN OF ROAD AND PAVEMENTS, STRUCTURES ............... 81
3.10 ENVIRONMENT AND SOCIAL IMPACT ASSESSMENT .................................. 87
3.11 ESTIMATION OF QUANTITIES AND PROJECT COSTS ................................. 92

3.12 VIABILITY AND FINANCING OPTIONS ........................................................... 93
CHAPTER 4. TASK ASSIGNMENT AND MANNING SCHEDULE......................... 96
4.1 INTRODUCTION .................................................................................................. 96
4.2 TEAM COMPOSITION ......................................................................................... 96
4.3 TASK ASSIGNMENTS .......................................................................................... 96
4.4 TIME SCHEDULE FOR KEY PERSONNEL ..................................................... 105
4.5 PROJECT DURATION & DELIVERABLES ...................................................... 105
4.6 MOBILIZATION .................................................................................................. 107
CHAPTER 5. WORK PROGRAMME ........................................................................ 108
5.1 GENERAL ............................................................................................................ 108
CHAPTER 6. PROFORMA FOR DATA COLLECTION ........................................... 110
CHAPTER 7. DESIGN STANDARDS AND PROPOSED CROSS-SECTIONS ....... 111
7.1 INDICATIVE DESIGN STANDARDS FOR DIVIDED CARRIAGEWAY: ........ 111
7.2 DESIGN STANDARDS........................................................................................ 111
7.3 TYPICAL CROSS-SECTIONS ............................................................................ 117
CHAPTER 8. KEY PLAN AND LINEAR PLAN ....................................................... 119
CHAPTER 9. DEVELOPMENT PLANS ................................................................... 120
9.1 GENERAL ............................................................................................................ 120
9.2 EXISTING DEVELOPMENT PLANS AND WORK IN PROGRESS: ................ 120
CHAPTER 10. QUALITY ASSURANCE PLAN (QAP) .............................................. 126
10.1 OBJECTIVES OF QAP ........................................................................................ 126
10.2 QUALITY ASSURANCE (QA)............................................................................. 126
CHAPTER 11. DRAFT DESIGN STANDARDS ......................................................... 128
CHAPTER 12. LAND ACQUISITION PLAN ............................................................. 134

12.1 LAND ACQUISITION PLAN .............................................................................. 134
CHAPTER 13. SUMMARY AND CONCLUSION....................................................... 135
13.1 SUMMARY........................................................................................................... 135
13.2 CONCLUSION / NEXT STEP ............................................................................. 135
Tables
Table 2.1 Summary of SH and NH through the Project Corridor............................... 21
Table 2.2 Segments of Project alignment .................................................................... 26
Table 2.3 Land use pattern .......................................................................................... 26
Table 2.4 Location of built up areas and villages. ....................................................... 27
Table 2.5 List of Existing Carriageway Width. ........................................................... 29
Table 2.6 Horizontal Curve details for the alignment................................................. 32
Table 2.7 Existing alignment achieving of design speed of 100 kms .......................... 41
Table 2.8 Major Intersections ...................................................................................... 42
Table 2.9 Pavement Condition along the alignment ................................................... 43
Table 2.10 Existing Right of Way along the Alignment ................................................ 49
Table 2.11 Summary of Existing Bridges and Culverts ................................................ 51
Table 2.12 Major Bridges ............................................................................................... 51
Table 2.13 Minor Bridges ............................................................................................... 52
Table 2.14 Details of Resurfacing Section and length of BBD Survey ......................... 56
Table 3.1 Traffic surveys and Durations ..................................................................... 62
Table 3.2 Traffic Survey Locations for TVC and OD Surveys..................................... 62
Table 3.3 Turning Movement Count Survey Locations............................................... 63
Table 4.1 Team Composition........................................................................................ 96
Table 4.2 Manning Schedule ...................................................................................... 105
Table 4.3 Project Deliverables ................................................................................... 106

Table 5.1 Work Programme ....................................................................................... 108
Figures
Figure 2.1 Location Map ................................................................................................ 15
Figure 2.2 Key Plan showing the alignment ................................................................. 16
Figure 2.3 Key plan showing important locations around the Project Corridor .......... 17
Figure 2.4 Key plan showing important NH connects to the Project Corridor ............ 18
Figure 2.5 Key plan showing important SH connects to the Project Corridor ............. 19
Figure 2.6 Key plan showing SH and NH through the Project Corridor...................... 20
Figure 2.7 Existing Site Photos of the Project alignment ............................................. 22
Figure 2.8 Profile of the terrain along the project alignment ....................................... 25
Figure 2.9 Cross Section for existing Two Lane ............................................................ 30
Figure 2.10 Cross Section for existing Intermediate Lane ............................................. 30
Figure 2.11 Cross Section for existing Intermediate Lane ............................................. 30
Figure 2.12 Cross Section for existing Single Lane. ....................................................... 30
Figure 2.13 Existing Pavement Condition photos of the Project alignment .................. 44
Figure 2.14 Existing Structure Photos of the Project alignment.................................... 54
Figure 7.1 The typical cross-section of new 4-lane with paved shoulder ................... 118
Figure 7.2 The typical cross-section of new 2-lane with paved shoulder ................... 118
Figure 8.1 Location Map .............................................................................................. 119

Abbreviations
AADT Annual Average Daily Traffic
AASHTO American Association of State Highway and Transportation Officials
ADB Asian Development Bank
ADT Average Daily Traffic
BBD Benkelman Beam Deflection
BIS Bureau of Indian Standard
BOQ Bill of Quantities
BOT Built, Operate and Transport
CA Concession Agreement
CBR California Bearing Ratio
DBFOT Design, Build, Finance, Operate and Transfer
DPR Detailed Project Report
DTM Digital Terrain Model
EIA Environment Impact Assessment
EL Electrical Lines
FSR Feasibility Study Report
GAD General Arrangement Drawing
GFC Good for Construction
Govt. Government
GSB Granular Sub Base
IRC Indian Road Congress
IRC-SP Indian Road Congress – Special Publication
IE/IC Independent Engineer / Independent Consultant
LA Land Acquisition
MORT&H Ministry of Road Transport & Highway
IAHE Indian Academy of Highway Engineers
NH National Highway

PWD Public Work Department
MSH Major State Highway
OD Origin – Destination
OFC Optical Fiber Cable
PUP Passenger Underpass
QAP Quality Assurance Plan
RFP Request for Proposal
ROB Road over Bridge
ROW Right of Way
RUB Road under Bridge
SMA Stone Mastic Asphalt
SPT Standard Penetration Test
TOR Terms of Reference
VDF Vehicle Damage Factor
VUP Vehicular Underpass

CHAPTER 1. INTRODUCTION
1.1 PROJECT BACKGROUND
Indian Academy of Highway Engineers (IAHE), premium organisation under the aeigis
of Ministry of Road Transport & Highways (MORTH) has undertaken formulation of
Detailed Project Reports (DPR)in Phase I, in the states of Maharashtra, Karnataka,
Gujrat, Chattisgarh and Rajasthan. In the state of Karnataka, NH-66 near Baindur –
Kollur – Hosanagara – Anandpur – Shikaripur - Masur – NH48 near Ranebennur forms
an important artery for movement of goods from Hospet and Bellary towards Mangalore.
In the absence of a well developed highway, presently, all goods carrying vehicles going
to the port of Mangalore proceed via Shimoga, taking a more circuitous route involving
extra travel through forest area , wild life sanctuaries and hilly terrain. Thus there is a
long-felt need to provide a more direct link to Hubli- Dharwad and other parts of
northern Karnataka to Mangalore port with a National Highway. This project
alignment, recently upgraded as NH 766 C, linking NH 66 near Baindur to NH48 near
Ranebennur is an amalgamation of erstwhile five State Highways (SH) and one
National Highway (NH), namely SH 26, SH 27, SH 52, SH 1, NH 206 and SH 57. The
project alignment is spanning through three districts with a total length of
approximately 198.5 Kms, out of which approximately 37.7 kms runs in Udupi district,
123.2 kms runs in Shimoga district and 37.6 kms runs in Hubli district. Currently the
existing highway is built to SH S/l specification and the proposal is to upgrade this to
NH Double Lane (D/l) specification. The existing alignment passes through a number of
reserve forests and as also through a wildlife sanctuary. In addition a number of major
and minor bridges exist which require upgradation. Also, the towns of Kollur,
Hosanagara, Shikaripur, Masur and Halageri are mid sized towns falling along the
alignment, are developing population centres and would need to be bypassed for smooth
flow of traffic.
It is appreciated that over a horizon of next 20-30 years, this road will serve a critical
purpose of linking Mangalore and mining areas of Bellary and Hospet thus contributing
substantially towards development of the local economy. Further a number of remote
villages are also being provided connectivity under the PMGSY and the take-off points
emanate from this highway.

With a view to upgrade and rehabilitate the existing highway where necessary, Indian
Academy of Highway Engineers (IAHE) has envisioned preparation of the DPR. M/S
Infra Support Engineering Consultants Pvt Ltd (ISECPL) have been assigned the task
of preparation of the DPR with main objectives as follows.
 Upgradation of existing highway to two lane /four lane with paved shoulders.
 Financial analysis and cost estimate for the project.
 Preparation of contract documents for EPC and PPP mode.
 Traffic study and location of toll plazas.
 Obtain MOEF clearance as also submit draft notifications for land acquisition as
per NHAI or State Act.
1.2 OBJECTIVE OF THE PROJECT
 The main objective of the consultancy service is to establish the technical,

economical, and financial viability of the project and prepare detailed project
reports for rehabilitation and upgrading of the existing road to 2/4 lane
configuration.
 The viability of the project shall be established taking into account the
requirements with regard to rehabilitation, upgrading and improvement based
on highway design, pavement design, provision of service roads wherever
necessary, type of intersections, rehabilitation and widening of existing and/or
construction of new bridges and structures, road safety features, quantities of
various items of works and cost estimates and economic analysis.
 The Detailed Project Report would inter-alia include detailed highway design,
design of pavement and overlay with options for flexible or rigid pavements,
design of bridges and cross drainage structures and grade separated structures,
design of service roads, quantities of various items, detailed working drawings,
detailed cost estimates, economic and financial viability analyses, environmental
and social feasibility, social and environmental action plans as appropriate and
documents required for tendering the project on commercial basis for
international / local competitive bidding.
 To incorporate aspects of value engineering, quality audit and safety audit in
design and implementation.

 Along with Feasibility Report, clearly bring out through financial analysis the
preferred mode of implementation on which the Civil Works for the stretches are
to be taken up. Also provide cost estimates and tender documents along with
feasibility report/ Detailed Project Report.
1.3 SCOPE OF THE PROJECT
General Scope of Services shall cover but be not limited to the following major tasks:
i. Review of all available reports and published information about the project road
and the project influence area.
ii. Environmental and social impact assessment, including such as related to
cultural properties, natural habitants, involuntary resettlement etc.
iii. Public consultation, including consultation with Communities located along the
road, NGOs working in the area, other stake-holders and relevant Govt.
departments at all the different stages of assignment (such as inception stage,
feasibility stage, preliminary design stage and once final designs are concretized).
iv. Detailed reconnaissance;
v. Identification of possible improvements in the existing alignment and bypassing
congested locations with alternatives, evaluation of different alternatives
comparison on techno-economic and other considerations and recommendations
regarding most appropriate option;
vi. Traffic studies including traffic surveys and Axle load survey and demand
forecasting for next thirty years;
vii. Inventory and condition surveys for road;
viii. Inventory and condition surveys for bridges, cross-drainage structures, other
Structures, river Bank training/Protection works and drainage provisions;
ix. Detailed topographic surveys using Total Stations and GPS;
x. Pavement investigations;
xi. Sub-grade characteristics and strength: investigation of required sub-grade and
sub-soil characteristics and strength for road and embankment design and sub
soil investigation;
xii. Identification of sources of construction materials;

xiii. Detailed design of road, its x-sections, horizontal and vertical alignment and
design of embankment of height more than 6m and also in poor soil conditions
and where density consideration require, even lesser height embankment.
xiv. Detailed design of structures preparation of GAD and construction drawings
,cross-drainage and underpasses etc.
xv. Identification of the type and the design of intersections;
xvi. Design of complete drainage system and disposal point for storm water;
xvii. Value analysis / value engineering and project costing;
xviii. Economic and financial analyses;
xix. Contract packaging and implementation schedule.
xx. Strip plan indicating the scheme for carriageway widening, location of all
existing utility services (both over- and underground) and the scheme for their
relocation, trees to be felled, transplanted and planted and land acquisition
requirements including schedule for LA: reports documents and drawings
arrangement of estimates for cutting/ transplanting of trees and shifting of
utilities from the concerned department.
xxi. To find out financial viability of project for implementation and suggest the
preferred mode on which the project is to be taken up;
xxii. Preparation of detailed project report, cost estimate, approved for construction
drawings, rate analysis, detailed bill of quantities, bid documents for execution of
civil works through budgeting resources;
xxiii. Design of toll plaza and identification of their numbers and location and office
cum residential complex including working drawings;
xxiv. Design of weighing stations, parking areas and rest areas.
xxv. Any other user oriented facility enroute including toll facility;
xxvi. Tie-in of on-going/sanctioned works of MORT&H/ NHAI/ other agencies.
xxvii. Preparation of social plans for the project affected people as per policy of the
lending agencies/ Govt. of India R & R Policy.
1.4 SCOPE OF INCEPTION REPORT
The inception report shall cover the following major aspects:

i. Project appreciation;

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

consultation with the IAHE officers; including scheduling of various sub
activities to be carried out for completion of various stages of the work; stating
clearly their approach & methodology for project preparation after due inspection
of the entire project stretch and collection/ collation of necessary information;
iii. Task Assignment and Manning Schedule;
iv. Work programme;
v. Performa for data collection;
vi. Design standards and proposed cross-sections;
vii. Key plan and Linear Plan;
viii. Development plans being implemented and / or proposed for implementation in
the near future by the local bodies and the possible impact of such development
plans on the overall scheme for field work and design for the study;
ix. Quality Assurance Plan (QAP) finalised in consultation with IAHE;
x. Draft design standards.
The requirements, if any, for the construction of bypasses should be identified on the
basis of data derived from reconnaissance and traffic studies. The available alignment
options should be worked out on the basis of available maps. The most appropriate
alignment option for bypasses should be identified on the basis of site conditions and
techno-economic considerations. Inception Report should include the details regarding
these aspects concerning the construction of bypasses for approval by IAHE.
1.5 TIME FRAME
The schedule for completion of the assignment is 11 months.
1.6 AGREEMENT
The letter of Acceptance (LOA) dated 14.05.2015 and the agreement for the services
was signed on 28-05-2015, which is deemed as the effective date for the contract
agreement.
1.7 EFFECTIVE DATE OF COMMENCEMENT OF SERVICES
At Karnataka Project Site Office:

 Contact Persons : Col(Retd). Ravinder Pal Singh, Team Leader
 Address : Infra Support Engineering Consultants Pvt. Ltd.,

No. MIG 43, KHB Colony,

Lakamanahalli, Dharwad-582010
 Telephone & Fax : +91 836 2971227
 E-mail : info@infrasupport.in
At Bangalore Head Office:
 Contact Persons : Mr. Lokesh T. R
 Address : Infra Support Engineering Consultants Pvt. Ltd.,
# 934, 3rd Cross, HRBR Layout 1st Block
 Kalyananagar, Bangalore 560043, India
 Telephone & Fax : +91 80 25421364
 E-mail : lokeshtr@infrasupport.in
All field work, analysis of primary and secondary data will be carried out from the Site
office, whereas the designs will be carried out at the Bangalore office. Close liaison will
be maintained with the IAHE office in Delhi
1.8 QUALITY ASSURANCE PLAN
The Quality Assurance Plan has been submitted to IAHE in separate volume on Jun 18,
2015, for their comments.
1.9 WORK PLAN AND DELIVERABLES
The Consultant has mobilized experienced personnel for project appreciation and to
carry out necessary surveys and investigations at site from 20.04.2015 onwards. The
team composition deployed for this project with their name and role is included in
Chapter 5 of this report.
The Consultant has prepared the Work Program in line with the scope and service
mentioned in the scope of work and this is provided in Chapter 5 of this report. The
work program shows the activities, deliverables and their duration.
1.10 POSSIBLE CONSTRAINTS
As far as possible, the widening work shall be planned within the existing Right of Way
(ROW). The existing profile of the roadway shall be maintained to avoid any new land
acquisitions and to retain existing bridges. This would also have minimal environmental
disturbances.

We foresee that there are number of constraints that would influence the design of the
project road. Those constraints are:
• Preferring to be within the ROW in case of sharp curves and other improvements.
• To retain any existing Bridge/structures.
• To obviate passing through Forest, etc.
• To initiate a separate study for river training work, river course change &
management and geological, geophysical characteristics of the region.
• Any foreseen hindrance expected for carrying out the design or deviation from
Standard designs for easy implementation.
Therefore, a design philosophy is to be prepared listing out the constraints where IRC
guidelines can be compromised. Design philosophy would be the guiding line to achieve
the objective of this project which is complying with IRC norms within the threshold of
developed criteria wherever possible.
However, even after ascertaining the various pros and cons of each individual
problems/deviation from standards, the final decision from the client would help the
consultants to finalise the design philosophy. We would look forward for such a
discussion with the client (IAHE) at an early date.
1.11 STRUCTURE OF THE REPORT
The Inception Report has been structured into thirteen chapters as follows:
Chapter 1. Introduction
Chapter 2. Project Appreciation
Chapter 3. Approach & Methodology
Chapter 4. Review of Available Data and Design
Chapter 5. Task Assignment and Manning Schedule
Chapter 6. Work Programme
Chapter 7. Proforma for Data Collection
Chapter 8. Design Standards and Proposed Cross-Sections
Chapter 9. Key Plan and Linear Plan
Chapter 10. Development Plans Statutory and Municipal Bodies
Chapter 11. Quality Assurance Plan (QAP)
Chapter 12. Draft Design Standards
Chapter 13. Summary and Conclusion

CHAPTER 2. PROJECT APPRECIATION
2.1 SITE VISITS
The site was visited by the team leader and some supporting staff from 20th April 2015
to 22th April 2015 and again on 03 Jun 2015 to 09 Jun 2015 to collect relevant
information and data from the site. Discussions were carried out with local PWD
officials to get know about the project corridor, recent developments other information
about the project corridor.
2.2 LOCATION MAP
As mentioned above the project passes through three districts of Karnataka, namely
Udupi, Shimoga and Hubli. A location map of the project road is given in Figure 2.1.
Figure 2.1 Location Map

2.3 PROJECT DESCRIPTION
The project road starts from NH-66 near Baindur and ends at NH-48 near Ranebennur
over a length of 198.5 Kms. NH-66 near Baindur is the starting chainage as 0+000 and
ends at NH-48 near Ranebennur, chainage as 198+500. The project alignment connects
the towns of Kollur at chainage 25+500, Hosanagara at chainage 87+400, Anandapur at
chainage 114+100, Shikaripur at chainage 148+900 and Masur at chainage 166+500.
Figure 2.2 shows the complete alignment as well as the key plan. Figure 2.3 shows the
major traffic originating places around the corridor, as also alignment of important
National Highways and State Highways. Figure 2.4 and Figure 2.5 shows the Project
alignment connecting to some important major National Highways and State Highways
separately.
Figure 2.2 Key Plan showing the alignment

Figure 2.3 Key plan showing important locations around the Project Corridor
Project Road (Baindur to Ranebennur)
National Highways (NH)
State Highways (SH)

Figure 2.4 Key plan showing important NH connects to the Project Corridor
 Project Road From Baindur to Ranebennur
 NH-4/AH-47 From Mulbagal to Kolhapur
 NH-7 From Bangalore to Mahbubnagar
 NH-48 From NH-4 (Nelamangala) to Mangalore
 NH-234 From Mangalore to Mulbagal
 NH-13 From Vijayapura to Mangalore
 NH-218 From Hubli to Vijayapura
 NH-63 From Ankola to Gooty
 NH-167 From Ballary to Mahbubnagar
 NH-17 From Ankola to Mangalore
 NH-206 From Honnavar to Tumkur

Figure 2.5 Key plan showing important SH connects to the Project Corridor
 Project Road From Baindur to Ranebennur
 SH-52 From Honnali to Kundhapur
 SH-27 From Baindur to Chikkamagalur
 SH-1 From Karkala to Dharwad
 SH-57 From Chikkamagalur to Gadag
 SH-48 From Pavagada to Kumta
 SH-50 From Bhatkal to Siddapur
 SH-93 From Siddapur to Haliyal
 SH-65 From Udupi to Ballary Road
 SH-19 From Ballary to Turuvekare
 SH-47 From Tiptur to Hoovina Hadagali

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

amalgamation of erstwhile State Highway - 27 (20.9 Km), State Highway - 26 (49.7 Km),
State Highway - 52 (18.2 Km), State Highway – 1 (56.8 Km), National Highway - 206
(1.5 Km) and State Highway – 57 (51.4 Km). Figure 2.6 shows the key plan of SH and
NH through the Project Corridor and the Summary of SH and NH through the Project
Corridor as given in Table 2.1.
Figure 2.6 Key plan showing SH and NH through the Project Corridor

Table 2.1 Summary of SH and NH through the Project Corridor
Proposed Chainage (NH-766C)

Length (Kms) State Highway/ National Highway
Start End
0+000 20+900 20.9 SH 27
20+900 70+600 49.7 SH 26
70+600 88+800 18.2 SH 52
88+800 113+400 24.6 SH 1
113+400 114+900 1.5 NH 206

114+900 147+100 32.2 SH 1
147+100 198+500 51.4 SH 57
2.4 ABOUT THE PROJECT CORRIDOR

Start and End of the Project Corridor
over a length of 198.5 Kms. NH-66 near Baindur is the starting chainage as 0+000 and
ends at NH-48 near Ranebennur, chainage as 198+500. The project alignment connects
to the towns of Kollur at chainage 25+500, Hosanagara at chainage 87+400, Anandapur
at chainage 114+100, Shikaripur at chainage 148+900 and Masur at chainage 166+500.
Figure 2.7 shows the existing site photos of the project alignment.

Figure 2.7 Existing Site Photos of the Project alignment
Chainage @ 0+000 (NH 66 near Baindur Junction)
Chainage @ 23 +900 Chainage @ 25+500 (Kollur)
Chainage @ 39 +500 (Nagodi) Chainage @ 70+600 (Nagara, Kollur

Junction)

Chainage @ 88 +800 Chainage @ 113 +200

(Hosanagara) (Level Crossing)

(Anandapur Junction) (Gowthampura)
Chainage @ 147 +100 (Shikaripur)


(Masur) (Rathihally)

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

2.5 TERRAIN
The project alignment passes through a varied terrain varying from plains to hilly to
rolling plains including a wild life sanctuary. From the starting point of the project road
NH – 66 near Baindur, the project road passes through the plain terrain upto
Arashiruru, chainage 14+000 and the hilly terrain starts from Arashiruru upto Nagara,
chainage 70+600 subsequently, the plain terrain continues from Nagara to NH – 48 near
Ranebennur, chainage 198+500. The sharp bend curves start from near Kollur,
Chainage 27+000 and ends at near Nagodi, Chainage 39+500. Almost 60% of the
alignment passes through forests ,which are either reserve or protected or even wild life
preserves .Figure 2.8 shows the key plan of the terrain along the project alignment.
Figure 2.8 Profile of the terrain along the project alignment

2.6 LAND USE
The largest proportion of land abutting the alignment is forest land followed by
agricultural and then built-up areas. The forest area starts largely from Thaggarse,
Chainage 3+000, and continues upto Dam-Hosur, Chainage 132+500. For ease of
comprehension the project alignment is divided into four Segments. Table 2.2 and Table
2.3 shows the length in kms of Forest land, Agriculture or open land and Residential or
Commercial land.
Table 2.2 Segments of Project alignment
Chainage Village Name

Sl Length in
Segments
No Kms
From To From To
NH-66
1 Segment 1 0+000 39+500 Nagodi 39.5
(Baindur)
2 Segment 2 39+500 87+400 Nagodi Hosanagara 47.9
3 Segment 3 87+400 148+900 Hosanagara Shikaripura 61.5

NH - 48
4 Segment 4 148+900 198+500 Shikaripura 49.6
(Ranebennur)
Total length in Kms 198.5
Table 2.3 Land use pattern
Sl Length in Forest Agriculture/ Residential/

Segments
No Kms Land Open land Commercial
1 Segment 1 39.5 32.4 - 7.1

2 Segment 2 47.9 39.7 - 8.2
3 Segment 3 61.5 36.8 13.8 10.9
4 Segment 4 49.6 - 37.1 12.5
Total length in Kms 198.5 108.9 50.9 38.7

2.7 BUILT – UP AREAS
As mentioned earlier, Kollur, Hosanagara, Anandapur, Shikaripura and Masur are

major settlements along the alignment. These towns are presently midsize towns but
are likely to grow in size subsequent to upgradation of the highway. It is anticipated
that both passenger and goods traffic is likely to increase substantially and the existing
alignment is likely to create substantial bottlenecks in negotiating the builtup areas. As
such it is felt that some of the towns would need a bypass to facilitate smooth flow of
traffic. At towns of Kollur, Hosanagara, Shikaripura, Masur and at Halageri, a fresh
alignment for bypass is proposed. The proposed bypass alignments will be finalized
based on topographic surveys and design considerations.
A detailed list of built up areas and villages along the project alignment is given in the
Table 2.4 below.
Table 2.4 Location of built up areas and villages.
Chainage Name Of Village Chainage Name Of Village
0+000 NH - 66 (Baindur Junction) 48+600 Gowrikere
1+400 Thaggarse 50+900 Beluru
3+500 Guddeangadi 53+900 Adagodi
4+700 Vasthre 56+800 Sampekatte

Matthimane -
8+400 Yelajith 61+800
Arananekoppa
9+800 Thondla 63+400 Bappanamane
11+800 Golihole 64+200 Namagodu
13+900 Arashiruru 66+500 Yabagodu
15+600 Yellore 67+000 Byse
17+400 Alluru 67+900 Srisarapur
25+500 Kollur 68+400 Shaneshwarapura
39+500 Nagodi 69+900 Nagara
41+900 Gurute 75+900 Hilgunchi
46+900 Nittur 78+900 Arodi

Chainage Name Of Village Chainage Name Of Village
79+800 Hedli 123+100 Gowthampura
80+600 Hiniya 127+700 Byrapura
81+700 Karangiri 132+400 Dam Hosur
84+400 Jyanagar 133+700 Ambligola
87+400 Hosanagara 134+900 Kanasovi
90+700 Gerupura 135+700 Chikkapura
92+900 Ambedkar colony 137+600 Chikkasaluru
93+900 Hosamane 139+100 Saluru
95+300 Brameshwara 141+600 Kalenahally
113+200 Hosamane 148+900 Shikaripura
98+400 Kenchigabylu 152+700 Nelavagilu
100+200 Maruthipura 158+900 Kittadahally
102+300 Keshavapura 160+400 Hosanagar
104+400 Bantemallapa 163+200 Kodamaggi
106+250 Nandhiga 165+100 Thippayikoppa
109+900 Hirakoppa 166+500 Masur
111+900 Yadehally - Anandapur 169+500 Hiremoraba
113+200 Railway Crossing 174+500 Rathihally
114+100 Anandapur 177+900 Doddagubbi
115+200 Dasokappa 182+900 Danogihally
116+200 Malandhur 186+800 Harogappa
119+900 Madhyakannur 192+500 Halageri

NH - 48 (Ranebennur
121+500 Narasipura 198+500
Junction)

2.8 CARRIAGEWAY WIDTH
There is a substantial variation in the profile of the carriageway along the project
corridor.The project highway is largely an Intermediate lane carriageway f at the
starting point from Ch: 0+000 to 25+600 for about 25.6 Km. Then the carriageway
subsequently changes from Intermediate lane to Single and Two lane undivided
carriageway up to the end of the project. Also the alignment traverses through forest
area with variations in carriageway profiles.. The pattern of existing carriageway for
single lane, Intermediate lane and Two lane is shown below in the Table 2.5 and Figure
2.9 to Figure 2.12 in the form of cross-sections.
Table 2.5 List of Existing Carriageway Width.
Chainage Length in Type of

Carriageway Width
Kms Pavement
From To
0+000 25+600 25.60 5.5 Flexible
25+600 25+900 0.30 7.5 Flexible
25+900 31+300 5.40 5.5 Flexible
31+300 39+500 8.20 6 Rigid
39+500 40+800 1.30 3.75 Flexible
40+800 86+950 46.15 5.5 Flexible
86+950 88+800 1.85 7 Flexible
88+800 101+950 13.15 5.5 Flexible
101+950 102+100 0.15 3.75 Flexible
102+100 104+800 2.70 5.5 Flexible
104+800 111+000 6.20 3.75 Flexible
111+000 111+250 0.25 5.5 Flexible
111+250 112+400 1.15 3.75 Flexible
112+400 113+400 1.00 5.5 Flexible
113+400 114+500 1.10 7 Flexible
114+500 114+900 0.40 9 Flexible
114+900 131+800 16.90 3.75 Flexible
131+800 146+800 15.00 5.5 Flexible
146+800 147+900 1.10 7 Flexible
147+900 148+200 0.30 13 Rigid
148+200 149+200 1.00 7 Rigid
149+200 160+900 11.70 7 Flexible
160+900 165+650 4.75 3.75 Flexible
165+650 192+850 27.20 5.5 Flexible
192+850 192+900 0.05 9 Flexible
192+900 198+500 5.60 5.5 Flexible

Figure 2.9 Cross Section for existing Two Lane
Figure 2.10 Cross Section for existing Intermediate Lane
Figure 2.11 Cross Section for existing Intermediate Lane
Figure 2.12 Cross Section for existing Single Lane.

The details of existing width of carriageway along the project length is shown above in
Table 2.5. It is noticed that more than three fourth of the project length consists of
intermediate lane width configuration.
2.9 EMBANKMENT HEIGHT
The embankment height of the carriageway varies between 0.5-3.0 metres along the
complete length of the project. The project is generally devoid of any high embankments
except for certain approaches to major bridges. The height varies between being at
ground level in some built up stretches to about 5m in the approaches of some of the
major bridges. In the hilly terrain portion of the project road, it has been observed that
the sharp bend curves are formed from near Kollur, chainage 27+000 to near Nagara,
chainage 70+600, Nagara.
2.10 HORIZONTAL ALIGNMENT
The highway basically follows the alignment of MDR upgraded from ODR over the
years. Most of the places the alignment is over steep curves and sharp bends which
would need improvement as per the geometric requirement of NH Two lane/Four lane
specifications. The details of sharp curves which require improvement is shown below in
the Table 2.6. In accordance with provisions of clause 2.2 of IRC SP:73-2007,the existing
alignment would be examined and realignment suggested where essential. As can be
seen from the table below, there are a large number of chainages which will require
curve improvement. In certain cases realignment may also be required.

Table 2.6 Horizontal Curve details for the alignment
Sl Design Design Sl Design Design Sl Design Design

No Chainage Speed No Chainage Speed No Chainage Speed
1 0+384 80 38 7+746 20 75 15+045 30

2 0+622 100 39 7+870 30 76 15+197 50
3 1+001 100 40 7+963 40 77 15+390 40
4 1+237 100 41 8+156 40 78 15+710 50
5 1+465 100 42 8+266 100 79 15+923 50
6 1+682 80 43 8+458 50 80 16+060 30
7 1+964 100 44 8+650 80 81 16+212 50
8 2+232 100 45 8+899 80 82 16+350 20
9 2+593 100 46 9+213 50 83 16+450 20
10 2+906 100 47 9+305 50 84 16+505 20
11 3+150 100 48 9+419 40 85 16+692 20
12 3+791 100 49 9+482 40 86 16+784 50
13 3+976 40 50 9+676 50 87 16+855 20
14 4+197 100 51 9+837 60 88 16+943 40
15 4+427 50 52 10+023 100 89 17+015 20
16 4+621 40 53 10+211 50 90 17+103 20
17 4+728 40 54 10+353 75 91 17+211 20
18 4+977 100 55 10+535 50 92 17+276 20
19 5+149 40 56 10+633 40 93 17+348 25
20 5+297 60 57 10+895 50 94 17+495 50
21 5+521 50 58 10+976 60 95 17+813 100
22 5+584 30 59 11+152 50 96 17+893 25
23 5+682 50 60 11+293 100 97 17+952 25
24 5+789 40 61 11+473 60 98 18+080 40
25 5+901 40 62 11+935 100 99 18+151 20
26 5+989 40 63 12+190 80 100 18+201 20
27 6+067 40 64 12+699 40 101 18+256 25
28 6+146 40 65 12+793 20 102 18+471 40
29 6+350 100 66 12+861 35 103 18+572 20
30 6+568 25 67 12+919 50 104 18+624 20
31 6+670 40 68 13+144 100 105 18+664 30
32 6+834 50 69 13+427 50 106 18+710 30
33 6+997 50 70 13+571 50 107 18+818 40
34 7+201 80 71 14+549 20 108 18+863 40
35 7+405 50 72 14+671 50 109 18+940 20
36 7+510 100 73 14+839 50 110 19+071 25
37 7+640 40 74 14+967 40 111 19+131 40


112 19+287 20 151 24+735 40 190 29+297 20

113 19+447 40 152 24+800 30 191 29+386 20
114 19+655 30 153 24+929 30 192 29+429 20
115 19+836 40 154 24+995 50 193 29+490 20
116 20+002 50 155 25+148 40 194 29+558 30
117 20+140 20 156 25+331 25 195 29+592 20
118 20+231 20 157 25+464 50 196 29+630 20
119 20+361 20 158 25+524 50 197 29+671 20
120 20+560 50 159 25+622 20 198 29+710 20
121 20+750 20 160 25+696 20 199 29+798 20
122 20+875 30 161 25+898 50 200 29+824 20
123 20+982 50 162 26+043 20 201 29+867 20
124 21+156 50 163 26+221 75 202 29+910 20
125 21+363 50 164 26+413 10 203 29+991 20
126 21+476 30 165 26+568 50 204 30+046 20
127 21+543 20 166 26+681 20 205 30+127 20
128 21+603 20 167 26+769 40 206 30+166 20
129 21+721 40 168 26+932 50 207 30+225 20
130 21+887 20 169 27+033 50 208 30+266 30
131 21+929 20 170 27+174 20 209 30+369 30
132 21+951 20 171 27+240 40 210 30+470 20
133 22+031 40 172 27+316 20 211 30+519 20
134 22+185 50 173 27+358 30 212 30+582 20
135 22+322 50 174 27+488 40 213 30+621 20
136 22+495 40 175 27+552 30 214 30+663 20
137 22+615 40 176 27+774 20 215 30+760 20
138 22+800 25 177 27+911 50 216 30+850 20
139 22+898 50 178 28+148 20 217 30+903 20
140 23+056 30 179 28+249 20 218 30+970 20
141 23+106 30 180 28+326 30 219 31+013 20
142 23+199 50 181 28+405 30 220 31+097 25
143 23+376 40 182 28+476 20 221 31+211 20
144 23+485 40 183 28+658 20 222 31+274 20
145 23+625 40 184 28+750 30 223 31+352 20
146 23+781 75 185 28+879 100 224 31+413 20
147 23+914 75 186 28+981 30 225 31+479 20
148 24+205 50 187 29+035 40 226 31+524 20
149 24+278 40 188 29+181 20 227 31+589 20
150 24+525 40 189 29+245 20 228 31+620 20


229 31+666 50 268 34+877 20 307 37+916 30

230 31+715 20 269 34+904 20 308 38+067 50
231 31+783 20 270 35+004 30 309 38+216 50
232 31+927 20 271 35+095 40 310 38+306 50
233 31+992 20 272 35+209 20 311 38+388 40
234 32+039 20 273 35+265 30 312 38+548 50
235 32+136 50 274 35+321 20 313 38+791 30
236 32+200 20 275 35+401 40 314 38+842 40
237 32+269 40 276 35+482 50 315 38+941 20
238 32+334 20 277 35+613 20 316 39+002 30
239 32+443 50 278 35+702 30 317 39+065 30
240 32+538 20 279 35+765 20 318 39+204 20
241 32+603 20 280 35+808 25 319 39+264 40
242 32+666 20 281 35+857 30 320 39+352 40
243 32+715 20 282 35+917 30 321 39+548 40
244 32+752 20 283 36+020 50 322 39+689 40
245 32+852 20 284 36+117 20 323 39+858 40
246 32+935 20 285 36+207 30 324 39+991 15
247 32+977 20 286 36+278 40 325 40+208 40
248 33+028 20 287 36+360 20 326 40+320 40
249 33+066 20 288 36+469 20 327 40+407 20
250 33+152 30 289 36+536 50 328 40+504 20
251 33+207 30 290 36+648 20 329 40+558 50
252 33+369 30 291 36+694 30 330 40+613 20
253 33+451 30 292 36+768 20 331 40+729 40
254 33+567 20 293 36+798 20 332 40+822 20
255 33+638 40 294 36+836 20 333 40+758 25
256 33+716 50 295 36+894 20 334 41+048 15
257 33+795 25 296 36+940 20 335 41+090 35
258 33+852 30 297 37+048 40 336 41+135 25
259 33+894 20 298 37+188 40 337 41+341 50
260 33+935 25 299 37+205 20 338 41+542 30
261 34+019 50 300 37+356 40 339 41+649 30
262 34+123 30 301 37+268 20 340 41+694 30
263 34+251 30 302 37+487 20 341 41+745 80
264 34+347 20 303 37+547 30 342 41+873 50
265 34+316 20 304 37+680 30 343 42+035 50
266 34+598 20 305 37+735 20 344 42+118 50
267 34+715 20 306 37+830 30 345 42+196 40


346 42+319 50 385 47+425 50 424 51+236 25

347 42+396 50 386 47+529 50 425 51+334 25
348 42+453 30 387 47+619 30 426 51+445 25
349 42+512 30 388 47+682 25 427 51+500 30
350 42+584 30 389 47+801 25 428 51+596 50
351 42+673 30 390 47+928 45 429 51+721 50
352 42+790 30 391 48+018 40 430 51+820 20
353 42+863 25 392 48+165 50 431 51+994 50
354 42+968 50 393 48+291 30 432 52+227 50
355 43+094 35 394 48+439 30 433 52+254 25
356 43+193 40 395 48+605 50 434 52+634 50
357 43+310 40 396 48+692 25 435 52+887 40
358 43+533 30 397 48+778 50 436 53+002 50
359 43+653 30 398 48+880 50 437 53+163 50
360 43+875 50 399 48+995 20 438 53+324 50
361 44+095 40 400 49+032 20 439 53+481 50
362 44+209 30 401 49+114 40 440 53+646 50
363 44+288 50 402 49+181 20 441 53+752 40
364 44+364 20 403 49+255 20 442 53+875 35
365 44+456 40 404 49+358 30 443 53+991 35
366 44+556 50 405 49+457 30 444 54+170 50
367 44+703 25 406 49+534 20 445 54+317 50
368 45+053 30 407 49+619 20 446 54+441 50
369 45+129 40 408 49+684 40 447 54+877 100
370 45+310 25 409 49+741 40 448 55+066 100
371 45+372 80 410 49+814 30 449 55+269 50
372 45+534 80 411 49+869 20 450 55+409 50
373 45+750 30 412 49+977 40 451 55+581 50
374 45+904 50 413 50+069 40 452 55+698 30
375 46+057 30 414 50+244 25 453 55+872 20
376 46+126 25 415 50+303 25 454 56+072 100
377 46+251 50 416 50+388 20 455 56+292 50
378 46+447 50 417 50+464 20 456 56+555 30
379 46+574 30 418 50+534 35 457 56+638 50
380 46+768 30 419 50+625 50 458 56+695 25
381 46+907 50 420 50+715 50 459 56+842 45
382 46+995 50 421 50+821 50 460 57+067 45
383 47+129 50 422 50+929 50 461 57+365 50
384 47+289 40 423 51+085 50 462 57+732 100


463 57+980 40 502 63+817 50 541 68+009 40

464 58+270 25 503 63+943 25 542 68+160 50
465 58+368 30 504 64+034 25 543 68+330 50
466 58+470 50 505 64+096 25 544 68+580 50
467 58+549 20 506 64+191 30 545 68+719 50
468 58+655 50 507 64+309 25 546 68+838 35
469 58+755 50 508 64+373 30 547 69+157 40
470 58+917 50 509 64+483 40 548 69+507 50
471 59+363 50 510 64+552 50 549 69+739 50
472 59+697 50 511 64+704 35 550 69+818 50
473 59+875 50 512 64+826 50 551 69+931 50
474 60+001 50 513 64+915 40 552 70+024 40
475 60+263 50 514 65+013 20 553 70+213 40
476 60+554 50 515 65+089 15 554 70+582 50
477 60+742 40 516 65+249 50 555 70+819 30
478 60+878 40 517 65+346 40 556 70+956 50
479 60+998 30 518 65+419 20 557 71+111 30
480 61+204 50 519 65+466 25 558 71+199 75
481 61+569 50 520 65+576 25 559 71+330 40
482 61+713 50 521 65+641 25 560 71+395 10
483 61+843 50 522 65+741 75 561 71+505 30
484 61+939 50 523 65+846 40 562 71+664 50
485 62+088 50 524 65+926 20 563 71+862 50
486 62+207 50 525 65+979 20 564 72+027 80
487 62+312 30 526 66+043 20 565 72+308 50
488 62+394 25 527 66+229 25 566 72+528 40
489 62+451 30 528 66+316 25 567 72+624 40
490 62+564 25 529 66+588 30 568 72+800 50
491 62+727 40 530 66+746 25 569 72+868 25
492 62+794 40 531 67+158 50 570 72+988 40
493 62+859 25 532 67+305 25 571 73+185 25
494 62+921 25 533 67+389 40 572 73+251 20
495 63+026 20 534 67+560 40 573 73+319 20
496 63+118 40 535 67+637 15 574 73+474 25
497 63+259 50 536 67+672 25 575 73+534 30
498 63+453 25 537 67+745 30 576 73+616 80
499 63+532 25 538 67+819 30 577 73+732 40
500 63+621 50 539 67+868 20 578 73+774 40
501 63+704 40 540 67+929 25 579 73+861 25


580 73+911 40 619 78+174 25 658 83+785 50

581 73+967 30 620 78+231 40 659 83+948 80
582 74+039 30 621 78+326 40 660 84+215 80
583 74+166 40 622 78+426 25 661 84+423 65
584 74+241 20 623 78+615 50 662 84+619 100
585 74+292 20 624 78+836 40 663 84+812 40
586 74+403 100 625 78+895 25 664 85+024 65
587 74+541 40 626 78+983 40 665 85+229 65
588 74+691 50 627 79+187 40 666 85+581 80
589 74+783 40 628 79+312 50 667 85+802 100
590 74+981 50 629 79+455 75 668 86+325 100
591 75+104 50 630 79+554 50 669 86+518 100
592 75+208 50 631 79+664 30 670 86+811 80
593 75+295 40 632 79+755 40 671 87+015 50
594 75+471 50 633 79+809 40 672 87+257 65
595 75+581 50 634 79+855 20 673 87+450 100
596 75+681 30 635 79+963 40 674 87+582 50
597 75+744 50 636 80+106 40 675 88+244 30
598 76+000 50 637 80+248 40 676 88+423 100
599 76+109 50 638 80+494 30 677 88+631 100
600 76+260 50 639 80+557 25 678 88+852 100
601 76+398 50 640 80+650 40 679 89+138 80
602 76+528 30 641 80+784 30 680 89+324 65
603 76+657 50 642 80+843 30 681 89+591 65
604 76+750 40 643 80+945 40 682 89+774 100
605 76+808 20 644 81+125 40 683 89+901 50
606 76+869 40 645 81+286 15 684 90+004 40
607 76+969 25 646 81+471 65 685 90+167 40
608 77+040 20 647 81+631 50 686 90+284 40
609 77+123 20 648 81+789 50 687 90+371 80
610 77+196 30 649 81+995 50 688 90+502 50
611 77+321 25 650 82+388 50 689 91+181 50
612 77+465 40 651 82+525 50 690 91+463 50
613 77+566 25 652 82+648 45 691 91+623 50
614 77+629 30 653 82+995 65 692 91+759 65
615 77+685 40 654 83+269 15 693 91+953 100
616 77+751 25 655 83+370 100 694 92+524 100
617 77+870 50 656 83+543 50 695 92+980 80
618 78+016 40 657 83+633 25 696 93+204 50


697 93+402 50 736 101+619 100 775 112+435 100

698 93+911 100 737 102+011 100 776 112+566 53
699 94+267 100 738 102+250 100 777 112+672 53
700 94+445 40 739 102+546 80 778 112+997 100
701 94+520 35 740 102+620 12 779 113+333 100
702 94+748 35 741 102+695 15 780 113+733 100
703 94+903 35 742 102+952 100 781 114+202 24
704 94+967 35 743 103+269 100 782 114+252 12
705 95+185 53 744 103+411 100 783 114+352 75
706 95+394 50 745 103+672 50 784 114+765 100
707 95+564 40 746 104+028 65 785 115+021 80
708 95+736 35 747 104+516 100 786 115+462 100
709 95+835 50 748 104+959 100 787 115+724 12
710 95+932 40 749 105+458 80 788 115+802 50
711 96+138 50 750 105+917 100 789 116+011 100
712 96+397 40 751 106+350 50 790 116+247 100
713 96+541 40 752 106+465 50 791 116+466 50
714 96+644 35 753 106+722 65 792 116+567 50
715 96+955 35 754 106+901 65 793 116+760 100
716 97+081 35 755 107+118 65 794 117+371 100
717 97+278 40 756 107+264 65 795 117+695 50
718 97+713 17 757 107+518 65 796 117+904 65
719 97+860 50 758 107+743 100 797 118+128 40
720 98+020 35 759 108+270 100 798 118+212 50
721 98+085 34 760 108+616 100 799 118+346 80
722 98+138 24 761 108+889 80 800 118+583 100
723 98+205 17 762 109+340 100 801 118+871 100
724 98+320 17 763 109+678 65 802 119+046 100
725 98+487 40 764 110+082 100 803 119+336 100
726 98+632 50 765 110+381 80 804 119+585 53
727 98+778 65 766 110+579 65 805 119+801 80
728 98+947 65 767 110+870 80 806 120+373 100
729 99+173 100 768 111+151 80 807 120+775 100
730 99+767 100 769 111+361 80 808 121+128 80
731 100+071 24 770 111+548 80 809 121+277 80
732 100+125 24 771 111+688 34 810 121+514 80
733 100+528 100 772 111+842 100 811 121+722 80
734 100+973 100 773 112+010 24 812 122+588 100
735 101+274 100 774 112+176 80 813 123+128 100


814 123+722 100 853 132+821 50 892 145+104 100

815 124+220 50 854 133+099 80 893 145+741 50
816 125+091 50 855 133+318 80 894 146+184 100
817 125+324 100 856 133+503 65 895 146+924 80
818 125+746 100 857 133+629 80 896 147+077 65
819 126+114 100 858 133+823 50 897 147+169 65
820 126+273 100 859 133+940 65 898 147+252 65
821 126+463 100 860 134+036 40 899 147+402 50
822 126+851 15 861 134+158 65 900 148+110 9
823 127+047 50 862 134+495 100 901 148+540 100
824 127+215 40 863 134+918 100 902 148+746 9
825 127+348 65 864 135+148 75 903 148+767 9
826 127+547 41 865 135+249 50 904 148+822 45
827 127+675 80 866 135+366 50 905 149+029 100
828 127+868 100 867 135+832 100 906 149+168 12
829 128+151 65 868 136+695 100 907 149+288 50
830 128+291 65 869 136+915 34 908 149+388 40
831 128+470 50 870 137+126 100 909 149+730 40
832 128+568 40 871 137+624 80 910 149+811 40
833 128+678 65 872 138+160 100 911 150+124 100
834 128+790 80 873 139+024 80 912 150+478 50
835 129+039 80 874 139+167 24 913 150+630 50
836 129+192 50 875 139+349 40 914 150+813 50
837 129+364 50 876 139+505 50 915 151+058 50
838 129+602 50 877 139+595 15 916 151+210 50
839 129+796 40 878 139+682 17 917 151+418 100
840 129+892 53 879 139+779 40 918 151+898 65
841 130+035 29 880 139+858 19 919 152+097 50
842 130+100 50 881 139+966 50 920 152+394 65
843 130+297 50 882 140+315 65 921 153+102 100
844 130+620 50 883 140+822 100 922 153+499 100
845 130+917 100 884 141+135 100 923 153+792 100
846 131+502 50 885 141+632 100 924 154+126 100
847 131+651 65 886 142+339 100 925 154+311 65
848 131+804 80 887 142+696 80 926 154+460 100
849 131+971 80 888 143+137 100 927 154+779 100
850 132+076 50 889 143+734 17 928 155+194 100
851 132+191 40 890 144+209 65 929 155+547 100
852 132+401 50 891 144+664 100 930 155+797 65


931 156+400 100 967 168+282 17 1003 188+514 65

932 156+816 100 968 168+910 80 1004 188+795 100
933 157+536 100 969 169+068 65 1005 189+117 100
934 157+726 100 970 169+243 50 1006 189+570 100
935 157+985 100 971 169+698 100 1007 190+412 100
936 158+275 50 972 170+172 100 1008 190+746 100
937 158+453 65 973 170+856 100 1009 190+859 80
938 158+671 100 974 171+540 100 1010 191+189 100
939 158+890 100 975 171+895 100 1011 191+596 100
940 159+146 100 976 172+660 100 1012 191+845 100
941 159+297 100 977 173+116 100 1013 192+384 100
942 159+595 100 978 173+951 100 1014 192+783 17
943 159+797 24 979 174+388 100 1015 193+516 13
944 159+944 24 980 174+650 100 1016 193+647 20
945 160+600 100 981 177+701 100 1017 193+747 50
946 160+874 80 982 178+436 100 1018 193+902 50
947 161+175 80 983 179+142 65 1019 194+283 100
948 161+424 45 984 180+367 100 1020 194+518 80
949 161+521 80 985 180+631 100 1021 195+298 100
950 161+767 17 986 180+893 80 1022 195+463 50
951 161+999 24 987 181+945 100 1023 195+579 50
952 162+196 100 988 182+328 100 1024 196+138 100
953 162+385 100 989 182+893 100 1025 196+356 100
954 163+045 100 990 183+328 75 1026 196+569 100
955 164+363 100 991 183+566 100 1027 197+055 80
956 164+676 100 992 183+910 65 1028 197+833 100
957 165+494 80 993 184+955 100 1029 198+222 100
958 166+090 17 994 185+553 100 1030 198+780 100
959 166+258 75 995 186+261 100 1031 199+107 65
960 166+477 29 996 186+708 65
961 166+537 9 997 186+929 34
962 166+847 100 998 187+064 34
963 167+361 65 999 187+280 34
964 167+587 80 1000 187+444 65
965 167+906 24 1001 187+797 100
966 168+064 100 1002 188+379 65

It is quite apparent from the table above that out of total length of 198.5 kms
approximate 38 .00 kms only has the requisite specifications for design speed of 100 kms
as per IRC SP: 73-2007. Segment wise details are indicated in the table below. It is
evident that almost 80% of the project alignment will have to be re-designed keeping in
view the laid down specifications.
Table 2.7 Segment wise length of project with design speed more than 100 kmph
Chainage Town Name

Sl Design speed
Segments
No of 100 kmph
From To From To
NH-66
1 Segment 1 0+000 39+500 Nagodi 3.0
(Baindur)
2 Segment 2 39+500 87+400 Nagodi Hosanagara 2.0
3 Segment 3 87+400 148+900 Hosanagara Shikaripura 16.0

NH - 48
4 Segment 4 148+900 198+500 Shikaripura 17.0
(Ranebennur)
Total length in kms 38.0
2.11 VERTICAL ALIGNMENT
The vertical geometry is an issue of significance.Especially in the ghat section

substantial improvement in the vertical profile will be required.This issue will be more
clear once the details of topographical survey are available. It may be pointed out that
the vertical profile appears to confirm to the Stopping Sight Distance and not the
Intermediate sight distances.
2.12 JUNCTIONS
Few roads intersect the project highway. All intersections are major intersection with
state highways or MDR crossing the project alignment and minor intersections with
village road intersecting the project alignment. The details on above are given in Table
2.8.

Table 2.8 Major Intersections
Sl. Cross Road

Intersection
No Location Surface
Type
. Type
Kundhapur Junction @ Chainage 20 +900 (SH-27 &

1 T BT
SH-26)
Kollur Junction (Nagara) @ Chainage 70 +600 (SH-26

2 T BT
& SH-52)
3 Hosanagara @ Chainage 88 +800 (SH-52 & SH-1) T BT
4 Bantemallapa @ Chainage 104 +800 (SH-1) T BT
Anandapur Junction @ Chainage 113 +400 (SH-1 &

5 X BT
NH-206)
6 Dasokappa @ Chainage 114 +900 (SH-1 & NH-206) T BT
Saluru Junction @ Chainage 138 +900 (SH-1 & SH-

7 T BT
148)
Shikaripura @ Chainage 147 +100 (SH-1, SH-48 &

8 X BT
SH-57)
9 Shikaripura @ Chainage 147 +900 (SH-48 & SH-57) X BT
10 Masur @ Chainage 165 +900 (SH-57) T BT
11 Halagiri @ Chainage 192+200 (SH-57 & SH-76) X BT
2.13 PAVEMENT CONDITION
The carriageway width of the roads has four specifications of 7.0 meters, 6.0 meters, 5.5
meters and 3.75 meters with 1.5 meters of earthen shoulders on either side. Visual
inspection of the road showed a generally good surface condition. Works related to
resurfacing have been carried out recently in certain places. Approximate 20-30 % of the
highway accepts damaged riding surface. The details on above are given in Table 2.9.

Table 2.9 Pavement Condition along the alignment
Chainage Length Carriageway Type of Pavement

Lane Details
in Kms Width Pavement Condition
From To
0+000 25+600 25.60 5.5 Intermediate Flexible Good
25+600 25+900 0.30 7.5 Double Flexible Good
31+300 39+500 8.20 6 Intermediate Rigid Good
39+500 40+800 1.30 3.75 Single Flexible Good
86+950 88+800 1.85 7 Double Flexible Fair
113+400 114+500 1.10 7 Double Flexible Good
114+900 131+800 16.90 3.75 Single Flexible Poor
131+800 146+800 15.00 5.5 Intermediate Flexible Poor
146+800 147+900 1.10 7 Double Flexible Poor
147+900 148+200 0.30 13 Double Rigid Good
148+200 149+200 1.00 7 Double Rigid Good
149+200 160+900 11.70 7 Double Flexible Fair

Figure 2.13 Existing Pavement Condition photos of the Project alignment
Chainage from 0+000 to 13+900 (Intermediate Lane)

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

Chainage from 86+950 to 88+800 Chainage from 88+800 to 104+800

(Double Lane) (Intermediate Lane)
Chainage from 104+800 to 113+400 Chainage from 113+400 to 114+900

(Single Lane) (Double Lane)

Chainage from 146+800 to 149+200 (Double Lane)
Chainage from 149+200 to 160+900 (Double Lane)

2.14 STATUS OF RIGHT OF WAY (ROW)
Major portion of the highway is aligned through the forest areas. Preliminary look of the
alignment has shown existence of ROW pillars marked at few places on either side of
the road at approx 100 mtrs interval. As could be ascertained from local PWD
authorities, it appears that approx 5.0 to 10.0 mtrs only on either side of the centre line,
land has been acquired. Thus the existing right of way (ROW) extends to total width of
only 10 -20 mtrs only as against requirement of 45 mtrs. .Resultantly,there will be
substantial requirement of LA all along the project corridor to meet the design criteria
and development of the highway as per norms laid down vide IRC 73 and IRC 86 for
urban and non urban areas. On either side of the earthen shoulders there is a presence
of a number of trees within the ROW. Most of the places only earthen drain was noticed
.Also in some portions ,OFC could be noticed laid on the outer edge of the ROW. Details
of existing ROW along the project alignment is indicated below in the Table 2.10.

Table 2.10 Existing Right of Way along the Alignment
Chainage Length in Carriageway

RoW in Mts
Kms Width
From To
0+000 25+600 25.60 5.5 13
25+600 25+900 0.30 7.5 13
25+900 31+300 5.40 5.5 10
31+300 39+500 8.20 6 13
39+500 40+800 1.30 3.75 13
40+800 86+950 46.15 5.5 13
86+950 88+800 1.85 7 15
88+800 101+950 13.15 5.5 13
101+950 102+100 0.15 3.75 13
102+100 104+800 2.70 5.5 13
104+800 111+000 6.20 3.75 13
111+000 111+250 0.25 5.5 13
111+250 112+400 1.15 3.75 13
112+400 113+400 1.00 5.5 15
113+400 114+500 1.10 7 15
114+500 114+900 0.40 9 15
114+900 131+800 16.90 3.75 15
131+800 146+800 15.00 5.5 20
146+800 147+900 1.10 7 20
147+900 148+200 0.30 13 20
148+200 149+200 1.00 7 15
149+200 160+900 11.70 7 15
160+900 165+650 4.75 3.75 15
165+650 192+850 27.20 5.5 15
192+850 192+900 0.05 9 15
192+900 198+500 5.60 5.5 15
Chainage @ 180+300 Chainage @ 197+500

2.15 SOIL AND SUBSOIL
The soil characteristics seem to be non-uniform along the project alignment and varies
from Red soil from km 0.0 to km 14.0, Laterite soil mixed with Silty clay from km 14.0 to
130.0, Block cotton soil from km 130.0 to 198.5. Such variation in soil characteristics will
imply substantial variation in embankment/subgrade designs. As regards the water
table, inspection of wells showed water at roughly 5m from the natural ground. The
river beds are generally sandy and used for quarrying.
2.16 UTILITIES ALONG THE PROJECT HIGHWAY
OFC cable was noticed in certain places running on the outer edge of the ROW. HT line
crossings were noticed at one to two places. It is proposed to examine provision of
additional utilities e.g. bus bays, passenger facilities, toll plazas where required and
other passenger amenities.
2.17 SOCIO RELIGIOUS STRUCTURE AND BUILDINGS
The roadway is flanked on the sides by important social activity centers such as schools,
colleges, and places of worship etc. While widening, the alignment may have to be
shifted to avoid impacting these structures.
2.18 BRIDGES AND CROSS DRAINAGE STRUCTURES
The inventory data for the existing cross drainage structures, culverts and bridges were
carried out. The project road has 2 Major bridge, 60 Minor bridges, 322 Culverts, 1
Aqueduct and the summary of the same is given below in Table 2.11.

Table 2.11 Summary of Existing Bridges and Culverts
Culverts Bridges
Length
Sl No Aqueduct
(Km) Pipe Box Slab Total Major Minor Total
Section 1: Shikaripura to Ranebennur (CH: 0+000 to CH: 39+500)

1 39.5 60 42 18 78 1 15 16 -
Section 2: Nagodi to Hosanagara (CH: 39+500 to CH: 87+400)
2 47.9 112 107 112 13 13 -
Section 3: Hosanagara to Shikaripura (CH: 87+400 to CH: 148+900)
3 61.5 83 32 83 11 11 -
Section 4: Shikaripura to NH 48 (Ranebennur) (CH: 148+900 to CH: 198+500)
4 49.6 49 28 49 20 20 1
2.18.1 Major Bridges
There are two major bridges in this project. Details of location, span arrangements etc.
of the existing major bridge are tabulated in Table 2.12 below. The bridges would be
examined for strength of slabs, carriageway width and recorded HFL. Effort will be
made to retain existing bridges to the extent feasible.
Table 2.12 Major Bridges
Type of Total Width

Sl No Location (Km) Span Arrangement (m)
Bridge (m)
Section 1: NH-66 (Baindur) to Nagodi (CH: 0+000 to CH: 39+500)
1 19+900 Major 6X9 6.00
2 164+900 Major 9X6 6.50
2.18.2 Minor Bridges
There are 60 minor bridges in the existing project road. Details of the existing minor
bridges are tabulated in Table 2.13 given below.

Table 2.13 Minor Bridges
Span Arrangement Total Width

Sl No Location (Km) Type of Bridge
(m) (m)
Section 1: NH-66 (Baindur) to Nagodi (CH: 0+000 to CH: 39+500)
1 1+010 Minor 1 X 7.6 11.6
2 1+140 Minor/ Railway Bridge 1 X 10 11.6
3 1+830 Minor 1 X 5.3 5
4 4+570 Minor 3X9 7.5
5 8+600 Minor 1 X 7.0 8.4
6 9+600 Minor 1 X 6.9 8.2
7 11+190 Minor 1 X 6.5 10
8 11+810 Minor 1 X 10 8.3
9 13+005 Minor 1X8 8
10 15+150 Minor 1 X 1.7 10.5
11 16+960 Minor 1 X 8.2 8.5
12 19+900 Minor 1 X 8.1 6.2
13 24+390 Minor 1 X 6.0 8
14 26+140 Minor 1 X 15.4 8.4
15 27+690 Minor 2X9 12
Section 2: Nagodi to Hosanagara (CH: 39+500 to CH: 87+400)
16 41+900 Minor 2X6 8.3
17 43+180 Minor 1 X 5.5 8.2
18 44+900 Minor 3 X 11.7 11.9
19 53+250 Minor 1 X 6.1 7.1
20 60+450 Minor 1 X 12 12.6
21 62+800 Minor 1X9 4
22 70+200 Minor 2 X 9.6 12.3
23 70+800 Minor 1 X 13.2 7.5
24 75+550 Minor 4 X 9.1 7.5
25 78+650 Minor 1 X 6.2 7.5
26 81+200 Minor 1 X 6.2 9.4
27 82+750 Minor 4X6 7.5
28 86+050 Minor 1X9 9.5
Section 3: Hosanagara to Shikaripura (CH: 87+400 to CH: 148+900)
29 89+450 Minor 1X9 8
30 91+150 Minor 1 X 6.2 7.8
31 96+950 Minor 7 X 8.8 7.5

Span Arrangement Total Width

Sl No Location (Km) Type of Bridge
(m) (m)
32 102+050 Minor 1 X 7.5 6
33 102+900 Minor 5X9 51
34 105+900 Minor 1 X 9.3 4.9
35 122+100 Minor 1X9 6.5
36 128+900 Minor 1 X 6.2 6.7
37 129+100 Minor 1 X 12 8
38 134+200 Minor 2X3 6.5
39 137+900 Minor 3X4 12
40 154+800 Minor 3 X 16 8.4
41 156+200 Minor 2 X 5.5 12
42 156+400 Minor 2 X 4.5 12
43 159+800 Minor 2 X 5.5 12.1
44 162+300 Minor 3X3 7.5
45 163+000 Minor 3X2 15
46 165+300 Minor 2 X 3.5 7
47 168+300 Minor/ Aquaduct 2 X 5.5 13.4
48 169+000 Minor 2X3 13
49 170+900 Minor 4X6 7.5
50 176+500 Minor 4X3 12.5
51 180+500 Minor 2 X 8.6 12
52 183+600 Minor 4X6 6.5
53 186+500 Minor 5 X 5.5 7
54 188+900 Minor 5 X 7.2 8
55 190+300 Minor 2X7 45
56 191+000 Minor 2X7 50
57 193+600 Minor 4 X 7.3 7.4
58 194+300 Minor 4 X 4.5 8.2
59 194+600 Minor 1X9 12
60 195+300 Minor 2X6 7.5

Figure 2.14 Existing Structure Photos of the Project alignment
Chainage @ 19+850(Major Bridge)
Chainage @ 164+900(Major Bridge)
Chainage @ 191+000

2.19 LEVEL CROSSING and ROB
over a length of 198.5 Kms. Existing ROB is located at Taggarse, Chainage 1+150 and
have a formation width of 10 mts and height of 5.5 mts. As regards the level crossing it
is located at Anandapur, Chainage 113+200. The level crossing is approximately 200
mts from the road junction on NH 206. Thus the ROB will have to be so designed that it
merges with the road junction and facilitates smooth flow of traffic in different
directions.
Chainage @ 1+150 (ROB)
Chainage @ 113+200 (Level Crossing)

Chainage @ 113+000 (Junction 200 mts length from Level crossing)
2.20 RESURFACING PROGRAM
A number of portions of the existing road is displaying signs of distress and would
require reconstruction. Final assessment will be made after the BBD survey and
pavement examination, the chainages where the pavement is in near satisfactory
condition and resurfacing could suffice is shown below in Table 2.14.
Table 2.14 Details of Resurfacing Section and length of BBD Survey
Proposed Chainage Length

Start End (Kms)
0+000 25+600 25.60
40+800 86+950 46.15
86+950 113+400 26.45
160+000 198+500 38.50

CHAPTER 3. APPROACH & METHODOLOGY

3.1 GENERAL
The Consultant’s approach to the project will be in accordance with the “Description of
Services” given in the Contract Document, understanding of the project objectives and
further discussions with the Client during the progress of the project study.
3.2 OBJECTIVE OF THE STUDY
Based on the objectives and scope of the consultancy services, an appropriate

methodology has been developed to address the requirements, especially with regard to
various intermediate targets and completion period, manning schedule and interaction
with client as indicated in the terms of reference (TOR). A work plan has been prepared
on the basis of the methodology developed. A competent team of suitably qualified key
professionals and other supporting staff as per the requirements of TOR is selected for
carrying out the services.
The scope of services includes both independent and inter-dependent activities. Hence
we propose a TASK APPROACH to carry out the entire work comprehensively and
accurately to the complete satisfaction of the client & fulfillment of ToR. The whole work
will be divided into different tasks and the detailed methodology for each task is given
below.
3.3 APPROACH AND METHODOLOGY
The main objective of the consultancy service is to establish the technical, economical,
and financial viability of the project and prepare detailed project reports for
rehabilitation and upgrading of the existing road to 2/4 lane configuration
The assignment includes highway design, pavement design for flexible/ rigid pavements,
design of bridges and cross drainage structures and grade separated structures, design
of service roads, quantities of various items, detailed working drawings, detailed cost
estimates, economic and financial viability analysis, environmental and social
feasibility, social and environmental action plans as appropriate and documents
required for tendering the project on commercial basis for international / local
competitive bidding.

The Methodology for Services, Surveying and Data Collection will be carried out to cover
all the scope of work as detailed in the ToR. A schematic diagram is prepared to cover
the important activities of the assignment which is self-explanatory and is shown in the
figure below.
1. Site
Inspection &.
12. Meeting with
IAHE Officials 2. Design
Submission
Standards &
of Feasibility
QAP
& DPR
11. Costing, 3. Traffic

Economic & surveys and
Financial demand
Analysis assessment
4.
10. Design of
DPR Topographic
way side
Preparation Surveys &
amenties
Utility survey
9. Structural 5. Road
Designs inventory &
(Bridge/RoB/C pavement
ulverts) Surveys
8. Alignment 6. Structural
design & Inventory &
pavement Geotechnical
Design 7 Social & Surveys
Environmental
Surveys

The widening/improvement work to 2/4 laning will be explored to fit within the existing
right of way avoiding land acquisition, except for locations having inadequate width and
where provisions of short bypasses, service roads, alignment corrections, improvement of
intersections are considered necessary and practicable and cost effective. However
bypass proposals will also be considered, wherever in urban areas, improvement to 2/4
lane of the existing road is not possible. The land acquisition details as per revenue
records/maps and as required in ToR will also be furnished.
Consultants have in-house latest computers/laptops loaded with software for the design
of Alignment, Roadway, Bridges, steel structures, geotechnical analysis.
Consultants also have NABL accredited in-house material testing laboratory to ensure
that the material are tested with proper procedures and consistency in results which
will help in accurate design of pavement, embankment and structures
3.4 QUALITY ASSURANCE SYSTEM FOR CONSULTANCY ASSIGNMENT
It is of great importance to maintain consistency in design, careful preparation of

drawings and infallible design work of any projects by the consultants. The quality of
this work is a vital ingredient in the successful completion of design work and
implementation of the project both for the new highways and for upgrading and
maintaining the existing roads
Our company is an ISO 9001:2008 certified company, our edge in terms of delivering
high quality products requires effective quality assurance mechanisms. For this we have
developed and are applying a quality assurance system, which is compliant with ISO
9001:2008. Our quality assurance systems may be divided into three phases:
1) Pre-implementation phase
2) Implementation
3) Quality assurance of outputs
At the pre-implementation phase the Team Leader will focus on: (a) ensuring that there
is a clear understanding of the ToR and the expectations of the client of the required
work and outputs, and (b) that the team members identified for the assignment are fully
qualified to undertake the assignment. The company will develop the Quality Assurance
Plan (QAP) for all field studies including topographic surveys, traffic surveys,
engineering surveys and investigations and documentation activities. The detailed QAP

will be discussed and finalized with the concerned NH officials immediately upon the
award of the Contract. The same shall be submitted within the stipulated time and
strictly observed to. The QAP will become a guide to both consultants and the client in
executing the assignment as well as monitoring the activities.
Completion of
Project 16
Economic &
Financial Analysis 14 15 ICB
Document
BOQ & Cost
Estimate 12 13 Environmental
& R R Study & Report
Detailed
Drawings 10 11 Quality Audit
Pavement
Design 8 9 Bridge & Other Structural Design
Traffic
Report 6 7 Highway Design
Investigation
& Surveys 4 5 Processing, Testing & Reports
Project
Setup 2 3 Standardisation, Setting up Quality System & Quality Control
1 Start of Project
3.5 REVIEW OF DATA AND DOCUMENTS
The Consultants will collect the available data and information relevant for the Study.
The data and documents of major interest will include, but not be limited to, the
following:
(i) Climate;
(ii) Road inventory;
(iii) Road condition, year of original construction, year and type of major
maintenance/rehabilitation works;
(iv) Condition of bridges and cross-drainage structures;
(v) Sub-surface and geo-technical data for existing bridges;
(vi) Hydrological data, drawings and details of existing bridges;

(vii) Existing geological maps, catchment area maps, contour plans etc. for the project
area;
(viii) Condition of existing river bank / protection works, if any.
(ix) Details of sanctioned / on-going works on the stretch sanctioned by MoRT&H /
other agencies for Tie-in purposes
(x) Survey and evaluation of locally available construction materials;
(xi) Historical data on classified traffic volume (preferably for 5 years or more);
(xii) Origin-destination and commodity movement characteristics; if available;
(xiii) Speed and delay characteristics; if available;
(xiv) Commodity-wise traffic volume; if available;
(xv) Accident statistics; and,
(xvi) Vehicle loading behavior (axle load spectrum), if available.
(xvii) Type and location of existing utility services (e.g. Fibre Optical Cable, O/H and
U/G Electric, Telephone line, Water mains, Sewer, Trees etc.)
(xviii) Environmental setting and social baseline of the project.
3.6 SOCIAL ANALYSIS
The social analysis study will be carried out in accordance with the MORT&H/ World
Bank/ ADB Guidelines. The social analysis report will, among other things, provide a
socio-economic profile of the project area and address in particular, indigenous people,
communicable disease particularly HIV/AIDS poverty alleviation, gender, local
population, industry, agriculture, employment, health, education, health, child labour,
land acquisition and resettlement .
3.7 TRAFFIC SURVEYS
All traffic surveys and studies will be completed and incorporated in feasibility studies.
The type of traffic surveys and the minimum number of survey stations will be as under.

Table 3.1 Traffic surveys and Durations
Number of Survey
Sl. No Type of traffic survey Survey Extent and Duration
Stations
Traffic volume Counts Carried out for 7 days (continuous,

1 3
(TVC) direction-wise)
Turning Movement All Major Conducted from morning and evening

2
Counts (TMC) Intersections on a week day (8 am to 8 pm)
Carry out 1-day (24 hour, both

Origin and
3 Minimum 2 directions) O-D and Commodity
Destination Survey
Movement Surveys
Carried out at suitable location(s) in

the project road stretch on a random
Axle Loading sample basis normally for trucks only
4 2
Characteristics (both empty and loaded trucks) for 2
normal days - (24 hours) at special
count station
Carry out appropriate field studies

Speed-Delay such as moving car survey to
5 Project Road Section
Characteristics determine running speed and journey
speed
All major
Pedestrian/ animal All major inhabitations along the
6 inhabitations along
cross traffic count highway
the highway
Table 3.2 shows the locations of surveys on the proposed corridor For TVC and OD
Surveys. Table 3.3 shows the locations of surveys on the proposed corridor For TMC
Surveys.
Table 3.2 Traffic Survey Locations for TVC and OD Surveys
Project No. Location Name Type TVC OD Remarks
NH766C Hosanagar T Yes Yes Chainage 88+800
Anandapur (NH- X
NH766C Yes Yes Chainage 113+400
206)
NH766C Shikaripura X Yes Chainage 147+100

Table 3.3 Turning Movement Count Survey Locations
Sl.No. Junction Type Remarks
1 Kundhapur Junction T Chainage @ 20+900
2 Kollur Junction (Nagara) T Chainage @ 70+600
3 Hosanagara T Chainage @ 88+800
4 Bantemallapa T Chainage @ 104+800
5 Anandapur Junction X Chainage @ 113+400
6 Dasokappa (NH-206) T Chainage @ 114+900
7 Saluru T Chainage @ 138+900
8 Shikaripura X Chainage @ 147+100
9 Shikaripura X Chainage @ 147+900
10 Masur T Chainage @ 165+900
11 Halagiri X Chainage @ 192+200


(Kundhapur Junction) (Kollur Junction (Nagara)

(Hosanagara) (Bantemallapa)

(Anandapur – NH 206) (Dasokappa NH-206)


(Saluru) (Shikaripur)

(Shikaripur) (Masur)
Chainage @ 192 +200

(Halageri)

Classified Traffic Volume Count Survey
The classified traffic volume count surveys will be carried out for 7 days (continuous,
direction-wise) at the selected survey stations. The vehicle classification system as given
in relevant IRC code will be followed. However, the following generalised classification
system is suggested in view of the requirements of traffic demand estimates and
economic analysis:
Motorised Traffic Non-Motorised Traffic

2 Wheeler Bi-Cycle
3 Wheeler Cycle-Rickshaw
Passenger Car Animal Drawn Vehicle (ADV)

Utility Vehicle (Jeep, Van etc) Hand Cart
Mini Bus Other Non-Motorised Vehicle

Bus
Standard Bus
LCV – Passenger
LCV
LCV – Freight
MCV - 2 Axle Rigid Chassis
HCV - 3 Axle Rigid Chassis

Truck
MAV - Semi Articulated
MAV - Articulated
All results will be presented in tabular and graphical form. The survey data will be
analysed to bring out the hourly and daily variations. The traffic volume count per day
will be averaged to show a weekly Average Daily Traffic (ADT) by vehicle type. The
Annual Average Daily Traffic (AADT) will be worked out by applying seasonal factors.
The consultants will compile the relevant traffic volume data from secondary sources
also. The salient features of traffic volume characteristics will be brought out and
variations if any, from the traffic census carried out by the State PWD will be suitably
explained.

Origin-Destination (O-D) and Commodity Movements Surveys
The Consultants will carry out 1-day (24 hour, both directions) O-D and Commodity
Movement Surveys at locations finalized in consultation with IAHE. These will be
essentially required around congested towns to delineate through traffic. The road side
interviews will be on random sample basis and cover all four-wheeled vehicles. The
locations of the O-D survey and Commodity Movement surveys will normally be same as
for the classified traffic count stations.
The location of origin and destination zones will be determined in relation to each
individual station and the possibility of traffic diversion to the Project Road from/to
other road routes including bypasses.
The trip matrices will be worked out for each vehicle type information on weight for
trucks would be summed up by commodity type and the results tabulated, giving total
weight and average weight per truck for the various commodity types. The sample size
for each vehicle type will be indicated on the table and also in the graphical
representations.
The data derived from surveys will also be analysed to bring out the lead and load
characteristics and desire line diagrams. The data analysis would also bring out the
requirement for the construction of bypasses. The distribution of lead and load obtained
from the surveys will be compared with those derived from the axle load studies. The
commodity movement data will be taken into consideration while making the traffic
demand estimates.
Turning Movement Surveys
The turning movement surveys for estimation of peak hour traffic for the design of
major and minor intersections will be carried out for the Study. The details regarding
composition and directional movement of traffic will be furnished.
The methodology for the surveys will be as per IRC: SP: 41-1994. The details including
location and duration of surveys will be finalized in consultation with IAHE officials.
The data derived from the survey will be analysed to identify requirements of suitable
remedial measures, such as construction of underpasses, fly-overs, interchanges, grade-
separated intersections along the project road alignment. Intersections with high traffic
volume requiring special treatments either presently or in future will be identified.

Axle Load Surveys
Axle load surveys in both directions will be carried out at suitable location(s) in the
project road stretch on a random sample basis normally for trucks only (both empty and
loaded trucks) for 2 normal days - (24 hours) at special count stations to be finalised in
consultation with IAHE. However, a few buses may be weighed in order to get an idea
about their loading behavior. While selecting the location(s) of axle load survey
station(s), the locations of existing bridges with load restrictions, if any, should be taken
into account and such sites should be avoided.
The axle load surveys will be done using axle load pads or other sophisticated
instruments. The location(s) of count station(s) and the survey methodology including
the data formats and the instrument type to be used will be finalised before taking up
the axle load surveys.
The axle load data should be collected axle configuration-wise. The number of equivalent
standard axles per truck will be calculated on the basis of results obtained. The results
of the survey would bring out the VDF for each truck type (axle configuration, if the
calculated VDF is found to be below the national average, then national average will be
used. Furthermore, the data from axle load surveys are analysed to bring out the Gross
Vehicle Weight (GVW) and Single Axle Load (SAL) Distributions by truck type (axle
configuration).
Speed-Delay Surveys
The Consultants will carry out appropriate field studies such as moving car survey to
determine running speed and journey speed. The data would be analysed to identify
sections with typical traffic flow problems and congestion. The objective of the survey is
to recommend suitable measures for segregation of local traffic, smooth flow of through
traffic and traffic safety. These measures would include the provision of bypasses,
under-passes, fly-overs, interchanges, grade-separated intersections and service roads.
Traffic Demand Estimates
The consultants will make traffic demand estimates and establish possible traffic
growth rates in respect of all categories of vehicles, taking into account the past trends,
annual population and real per capita growth rate, elasticity of transport demand in
relation to income and estimated annual production increase. The other aspects
including socio-economic development plans and the land use patterns of the region

having impact on the traffic growth, the projections of vehicle manufacturing industry in
the country, development plans for the other modes of transport, O-D and commodity
movement behavior are also be taken into account while working out the traffic demand
estimates.
The values of elasticity of transport demand will be based on the prevailing practices in
the country. The Consultants will give complete background including references for
selecting the value of transport demand elasticity.
It is envisaged that the 2/4-laning of the project road sections would be completed and
opened to traffic after 3 years. The traffic demand estimates will be done for a further
period of 30 years from completion of two/four lane. The demand estimates will be done
assuming three scenarios, namely, optimistic, pessimistic and most likely traffic growth.
The growth factors will be worked out for five-yearly intervals.
Traffic projections would be based on sound and proven forecasting techniques. The
traffic projections would also bring out the possible impact of implementation of any
competing facility in the near future. The demand estimates should also take into
account the freight and passenger traffic along the major corridors that may
interconnect with the project. Impact of toll charges on the traffic estimates should be
estimated.
The methodology for traffic demand estimates described in the preceding paragraphs is
for normal traffic only. In addition to the estimates for normal traffic, the Consultants
will work out the estimates for generated, induced and diverted traffic. The traffic
forecasts will also be made for both diverted and generated traffic. Overall traffic
forecast thus made will form the basis for the design of each pavement type and other
facilities/ ancillary works.
3.8 ENGINEERING SURVEYS & INVESTIGATIONS
B.1 Reconnaissance and Alignment

B.2 Topographic Surveys
B.3 Road and Pavement Investigations
B.4 Investigations for Bridges and Structure
B.5 Material Investigations

B.1 Reconnaissance and Alignment

The Consultants would make an in-depth study of the available land width (ROW)
topographic maps, satellite imageries and air photographs of the project area, geological
maps, catchment area maps, contour plans, flood flow data and seismological data. And
other available relevant information collected by them concerning the existing
alignment. Would make efforts for minimizing land acquisition.
The detailed ground reconnaissance may be taken up immediately after the study of
maps and other data.
The data derived from the reconnaissance surveys are utilised for planning and
programming the detailed surveys and investigations. All field studies including the
traffic surveys should be taken up on the basis of information derived from the
reconnaissance surveys.
The data and information obtained from the reconnaissance surveys will be documented.
The data obtained from the reconnaissance surveys should form the core of the database
which would be supplemented and augmented using the data obtained from detailed
field studies and investigations.
B.2 Topographic Surveys
The basic objective of the topographic survey would be to capture the essential ground
features along the alignment in order to consider improvements and for working out
improvements, rehabilitation and upgrading costs. The detailed topographic surveys will
be taken up after the completion of reconnaissance surveys.
The detailed field surveys will be carried out using Total stations. The data from the
topographic surveys will be available in (x, y, z) format for use in a sophisticated digital
terrain model (DTM).
The detailed field surveys would essentially include the following activities
 Topographic Surveys along the Existing Right of Way (ROW): Running a
continuous open Traverse along the existing road and realignments, wherever
required, and fixation of all cardinal points such as horizontal intersection points
(HIP’s), centre points and transit points etc. and properly referencing the same
with a pair of reference pillars fixed on either side of the centre-line at safe places
within the ROW.
 The detailed field surveys would essentially include the topographic surveys
along the proposed location of bridge and alignment of approach road.

 The detailed topographic surveys should be carried out along the approach roads
alignment and location of bridge approved by IAHE.
 Collection of details for all features such as structures (bridges, culverts etc.)
utilities, existing roads, electric and telephone installations (both O/H as well as
underground), huts, buildings, fencing and trees (with girth greater than
0.3metre) oil and gas lines etc. falling within the extent of survey.
The width of survey corridor will generally be as given under
 The width of the survey corridor should take into account the layout of the
existing alignment including the extent of embankment and cut slopes and the
general ground profile. While carrying out the field surveys, the widening scheme
(i.e. right, left or symmetrical to the centre line of the existing carriageway)
should be taken into consideration so that the topographic surveys cover
sufficient width beyond the centre line of the proposed divided carriageway.
 In case the reconnaissance survey reveals the need for bypassing the congested
locations, the traverse lines would be run along the possible alignments in order
to identify and select the most suitable alignment for the bypass. The detailed
topographic surveys should be carried out along the bypass alignment approved
by IAHE. At locations where grade separated intersections could be the obvious
choice, the survey area will be suitably increased. Field notes of the survey
should be maintained which would also provide information about traffic, soil,
drainage etc.
 The width of the surveyed corridor will be widened appropriately where
developments and / or encroachments have resulted in a requirement for
adjustment in the alignment, or where it is felt that the existing alignment can
be improved upon through minor adjustments.
 Where existing roads cross the alignments, the survey will extend a minimum of
100 m either side of the road centre line and will be of sufficient width to allow
improvements, including at grade intersection to be designed.
The surveyed alignment shall be transferred on to the ground as under
 Reference Pillar and Bench Mark / Reference pillar of size 15 cm X 15 cm X 45cm
shall be cast in RCC of grade M 15 with a nail fixed in the centre of the top
surface. The reference pillar shall be embedded in concrete upto a depth of 30cm
with CC M10 (5 cm wide all around). The balance 15 cm above ground shall be

painted yellow. The spacing shall be 250m apart, incase Bench Mark Pillar
coincides with Reference Pillar, only one of the two need be provided.
 Establishing Bench marks at site connected to GTS Bench marks at an interval
of 250 metres on Bench mark pillar made of RCC as mentioned above with RL
and BM No. marked on it with red paint.
 Boundary Pillars- Wherever there is a proposal of realignment of the existing
Highway and/or construction of New Bypasses, Consultant will fix boundary
pillars along the proposed alignment on the extreme boundary on either side of
the project Highway at 50 m interval.
Longitudinal and Cross-Sections
The topographic surveys for longitudinal and cross-sections shall cover the following:
 Longitudinal section levels along final centre line at every 25 m interval, at the
locations of curve points, small streams and intersections and at the locations of
change in elevation.
 Cross sections at every 50 m interval in full extent of survey covering sufficient
number of spot levels on existing carriageway and adjacent ground for profile
correction course and earth work calculations. Cross sections shall be taken at
closer interval at curves.
 Longitudinal section for cross roads for length adequate for design and quantity
estimation purposes.
 Longitudinal and cross sections for major and minor streams shall cover Cross
section of the channel at the site of proposed crossing and few cross sections at
suitable distance both upstream and downstream, bed level upto top of banks
and ground levels to a sufficient distance beyond the edges of channel, nature of
existing surface soil in bed, banks & approaches, longitudinal section of channel
showing site of bridge etc. These shall be as per recommendations contained in
IRC Special Publication No. 13 (Guidelines for the Design of Small Bridges and
Culverts) and provisions of IRC:5 (“Standard Specifications & Code of Practice
for Road Bridges, Section 1 – General Features of Design”).
Details of utility Services and Other Physical Features
 The Consultants will collect details of all important physical features along the
alignment. These features affect the project proposals and should normally

include buildings and structures, monuments, burial grounds, cremation

grounds, places of worship, railway lines, stream / river / canal, water mains,
severs, gas/oil pipes, crossings, trees, plantations, utility services such as electric,
and telephone lines (O/H & U/G) and poles, optical fibre cables (OFC) etc. The
survey would cover the entire right-of-way of the road on the adequate allowance
for possible shifting of the central lines at some of the intersections locations.
 The information collected during reconnaissance and field surveys will be shown
on a strip plan so that the proposed improvements can be appreciated and the
extent of land acquisition with L.A schedule, utility removals of each type etc.
assessed and suitable actions can be initiated. Separate strip plan for each of the
services involved shall be prepared for submission to the concerned agency.
B.3 Road and Pavement Investigations
The Consultants will carry out detailed field studies in respect of road and pavement.
The data collected through road inventory and pavement investigations should be
sufficient to meet the input requirements of HDM-IV.
Road Inventory Surveys:
Detailed road inventory surveys will be carried out to collect details of all existing road
and pavement features along the existing road sections. The inventory data will include
the following.
 Terrain (flat, rolling, mountainous);
 Land-use (agricultural, commercial, forest, residential etc ) @ every kilometer;
 Carriageway width, surfacing type @ every 500m and every change of feature
whichever is earlier;
 Shoulder surfacing type and width @ every 500m and every change of feature
whichever is earlier;
 Sub-grade / local soil type (textural classification) @ every 500m and every
change of feature whichever is earlier;
 Horizontal curve; vertical curve
 Road intersection type and details, at every occurrence;
 Retaining structures and details, at every occurrence;
 Location of water bodies (lakes and reservoirs), at every occurrence;

 Height of embankment or depth of cut @ every 200m and every change of feature
whichever is earlier.
 Land width i.e. ROW
 Culverts, bridges and other structures (type, size, span arrangement and
location)
 Roadside arboriculture
 Existing utility services on either side within ROW.
 General drainage conditions
 Design speed of existing road
The data should be collected in sufficient detail. The data should be compiled and
presented in tabular as well as graphical form. The inventory data would be stored in
computer files using simple utility packages, such as EXCEL.
Pavement Condition:
The data concerning the pavement composition may be already available with the PWD.
However, the consultants will make trial pits to ascertain the pavement composition.
For each test pit, the following information shall be recorded:
 Test pit reference (Identification number, location):

 Pavement composition (material type and thickness); and
 Subgrade type (textural classification) and condition (dry, wet)
Road and Pavement Condition Surveys
The objective of the road and pavement condition surveys are to identify defects and
sections with similar characteristics. All defects are systematically referenced, recorded
and quantified for the purpose of determining the mode of rehabilitation.
The pavement condition surveys are carried out using visual means. Supplemented by
actual measurements and in accordance with the widely accepted methodology
(AASHTO, IRC, OECD, TRL and World Bank Publications) adapted to meet the study
requirements. The measurement of rut depth would be made using standard straight
edges.
The shoulder and embankment conditions will be evaluated by visual means and the
existence of distress modes (cuts, erosion marks, failure, drops) and extent (none,

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

recorded.
For sections with severe distresses, additional investigations as appropriate will be
carried out to determine the cause of such distresses.
Pavement Roughness
The roughness surveys will be carried out using Bump Integrator or similar instrument.
The methodology for the surveys will be as per the widely used standard practices. The
calibration of the instrument will be done as per the procedure given in the World
Bank’s Technical Publications and duly got authenticated by established
laboratory/institution acceptable to the client.
The surveys will be carried out along the outer wheel paths. The surveys will cover a
minimum of two runs along the wheel paths for each directions.
The results of the survey shall be expressed in terms of BI and IRI and shall be
presented in tabular and graphical forms. The processed data shall be analysed using
the cumulative difference approach to identify road segments homogenous with respect
to surface roughness.
Pavement Structural Strength
The Consultants will carry out structural strength surveys for existing pavements using
Benkelman Beam Deflection technique in accordance with the CGRA procedure given in
IRC: 81-1997 (“Guidelines for Strengthening of Flexible Road Pavements Using
Benkelman Beam Deflection Technique”).
It is suggested that the deflection surveys may be carried out as per the scheme given
below:
 Mainline testing; and,
 Control section testing.
The deflection tests for the mainline shall be carried out at every 500 m along the road
sections covered under the study. The control section testing shall involve carrying out
deflection testing for each 100 m long homogenous road segment along the road sections.
The selection of homogenous segment will be based on the data derived from pavement
condition surveys. The total length of such homogenous segments will not be less than
100 m per kilometer. The deflection measurements for the control section testing should
be at an interval of not more than 10 m.

Test pits are taken at every 500 m and also along each homogeneous road segment to
obtain pavement composition details (pavement course, material type and thickness) so
as to be able to study if a correlation exists between deflection and composition. If so, the
relationship are to be used while working out the overlay thickness for the existing
pavement.
Benkelman Beam Deflection surveys may not be carried out for severely distressed
sections of the road warranting reconstruction. The Consultants, immediately upon the
award of the contract, will have to submit to IAHE the scheme describing the testing
schedule including the interval. The testing scheme will be supported by data from
detailed reconnaissance surveys.
Subgrade Characteristics and Strength
Based on the data derived from condition (surface condition, roughness) and structural
strength surveys, the project road section should be divided into segments homogenous
with respect to pavement condition and strength. The delineation of segments
homogenous with respect to roughness and strength should be done using the
cumulative difference approach (AASHTO, 1993).
The data on soil classification and mechanical characteristics for soils along the existing
alignments may already be available with the PWD. The testing scheme is, therefore,
proposed as given under:
 For the widening (2/4 Laning) of existing road within the ROW, the
Consultants have to test at least three sub-grade soil samples for each
homogenous road segment or three samples for each soil type
encountered, whichever is more.
 For the roads along new alignments, the test pits for sub grade soil shall
be @ 5km or for each soil type, whichever is more. A minimum of three
samples should be tested corresponding to each homogenous segment.
The testing for subgrade soil shall include:
i. In-situ density and moisture content at each test pit
ii. Field CBR using DCP at each test pit
iii. Characterisation (grain size and Atterberg limits) at each test pit and,
iv. Laboratory moisture-density characteristics (modified AASHTO
compaction);

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

levels) and swell.
For problematic soils, the testing will be more rigorous. The characteristics with regard
to permeability and consolidation will also be determined for these soils. The frequency
of sampling and testing of these soils will be finalised in consultation with the IAHE
officers after the problematic soil types are identified along the road sections. The
laboratory for testing of material should be got approved from IAHE before start of
work.
B.4 Investigation for Bridges and Structures
Inventory of Bridges, Culverts and Structures
The Consultants will carry out inventory of all the structures (bridges, viaducts,
ROBs/RUB and other grade separated structures, culverts, etc.) along the road under
the project. The inventory for the bridges, viaducts and ROBs will include the
parameters required as per the guidelines of IRC-SP: 35. The inventory of culverts will
be presented in a tabular form covering relevant physical and hydraulic parameters.
Hydraulic and Hydrological Investigations
The hydrological and hydraulic studies are to be carried out in accordance with IRC SP:
13 (“Guidelines for the Design of Small Bridges and Culverts”) and IRC: 5 (“Standard
Specifications & Code of Practice for Road Bridges, Section I General Feature of
Design”). These investigations will be carried out for all existing drainage structures
along the road sections under the study.
The consultant will also collect information on observed maximum depth of scour. In
respect of major bridges, history of hydraulic functioning of existing bridge, if any, under
flood situation, general direction of river course through structure, afflux, extent and
magnitude of flood, effect of backwater, if any, aggradation/degradation of bed, evidence
of scour etc. will be used to augment the available hydrological data. The presence of
flood control/irrigation structures, if affecting the hydraulic characteristics like causing
obliquity, concentration of flow, scour, silting of bed, change in flow levels, bed levels etc.
will be studied and considered in design of bridges. The details of any future planned
work that may affect the river hydraulics will be studied and considered.

The Consultants will make a desk study of available data on topography (topographic
maps, stereoscopic aerial photography), storm duration, rainfall statistics, top soil
characteristics, vegetation cover etc. so as to assess the catchment areas and hydraulic
parameters for all existing and proposed drainage provisions. The findings of the desk
study would be further supplemented and augmented by a reconnaissance along the
area. All important hydrological features will be noted during this field reconnaissance.
The Consultants will collect information on high flood level (HFL), low water levels
(LWL), high tide level (HTL), low tide level (LTL) where applicable, discharge velocity
etc. from available past records, local inquiries and visible signs, if any, on the
structural components and embankments. Local inquiries will also be made with regard
to the road sections getting overtopped during heavy rains.
Condition Surveys for Bridges, Culverts and Structures
1. The team will thoroughly inspect the existing structures and shall prepare a
report about their condition including all the parameters given in the Inspection
pro-forma of IRC-SP; 35. The condition and structural assessment survey of the
bridges / culverts / structures shall be carried out by senior experts of the
Consultants.
2. For the bridges identified to be in a distressed condition based upon the visual
condition survey, supplementary testing shall be carried out as per IRC-SP: 35
and IRC-SP: 40. Selection of tests may be made based on the specific requirement
of the structure.
3. The assessment of the load carrying capacity or rating of existing bridges shall be
carried out under one or more of the following scenarios:
i. When the design live load is less than that of the statutory commercial
vehicle plying or likely to ply on bridge;
ii. If during the condition assessment survey and supplementary testing the
bridge is found to indicate distress of serious nature leading to doubt
about structural and / or functional adequacy, and
iii. Design live load is not known nor are the records and drawings available.
4. The evaluation of the load carrying capacity of the bridge shall be carried out as
per IRC-SP: 37 (“Guidelines for Evaluation of Load Carrying Capacity of
Bridges”). The analytical and correlation method shall be used for the evaluation

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

determine the load carrying capacity of the bridge using analytical and
correlation method, the same shall be carried out using load testing. The
consultant has to exhaust all other methods of evaluation of strength of bridges
before recommending to take up load testing of bridges. Road closure for testing
if unavoidable shall be arranged by IAHE for limited duration say 12 hrs or so.
5. The team shall carryout necessary surveys and investigations to establish the
remaining service life of each retainable bridge or structure with and without the
proposed strengthening and rehabilitation according to acceptable international
practice in this regard.
Geo-technical Investigations and Sub-Soil Exploration
We shall carry out geo-technical investigations and sub-surface explorations for the
proposed Bridges along high embankments and any other location as necessary for
proper design of the works and conduct all relevant laboratory and field tests on soil and
rock samples.
The deviation(s), if any, by the Consultants from the scheme presented above should be
got approved from IAHE.
However, where a study of geo-technical reports and information available from
adjacent crossings over the same waterway indicates that subsurface variability is such
that boring at the suggested spacing will be insufficient to adequately define the
conditions for design purposes, the we shall review and finalise the bore hole locations in
consultation with the IAHE officers.
Geotechnical Investigations and Sub soil Exploration will be carried out to determine
the nature and properties of existing strata in bed, banks and approaches with trial pits
and bore hole sections showing the levels, nature and properties of various strata to a
sufficient depth below the level suitable for foundations, safe intensity of pressure on the
foundation strata, proneness of site to artesian conditions, seismic disturbance and
other engineering properties of soil etc. Geotechnical investigation and Sub-soil
Exploration will be done as per IRC 78-.
The scheme for the borings locations and the depth of boring will be prepared by the
Consultants and submitted to IAHE for approval. These may be finalised in consultation
with IAHE.

The sub-soil exploration and testing should be carried out through the Geotechnical
Consultants empanelled by MORT&H. The soil testing reports shall be in the format
prescribed in relevant IRC Codes.
For the approach road pavement, bore holes at each major change in pavement condition
or in deflection readings or at 2 km intervals whichever is less shall be carried out to a
depth of at least 2 m below embankment base or to rock level and are to be fully logged.
Appropriate tests to be carried out on samples collected from these bore holes to
determine the suitability of various materials for use in widening of embankments or in
parts of new pavement structure.
B.5 Material Investigation
The Consultants have to identify sources (including use of fly-ash/ slag), quarry sites
and borrow areas, undertake field and laboratory testing of the materials to determine
their suitability for various components of the work and establish quality and quantity
of various construction materials and recommend their use on the basis of techno-
economic principles. The Consultants will prepare mass haul diagram for haulage
purposes giving quarry charts indicating the location of selected borrow areas, quarries
and the respective estimated quantities.
“As per MORTH circular No. RW /NH-33044/53/2013-S&R(R) dated 20th November,
2013, alternative pavement materials and technologies for road construction shall be
assessed and compared in the design stage. The alternative resulting in substantial
reduction in GHG emission and with least life cycle cost shall be recommended for
implementation.
Technical and economic feasibility of using industrial byproducts, recyclable and waste
materials shall be assessed depending on their availability in the concerned region.
It is to be ensured that no material shall be used from the right-of-way except by way of
leveling the ground as required from the construction point of view, or for landscaping
and planting of trees etc. or from the cutting of existing ground for obtaining the
required formation levels.
Environmental restrictions, if any, and feasibility of availability of these sites to
prospective civil works contractors, should be duly taken into account while selecting
new quarry locations.
We will make suitable recommendations regarding borrow and quarry areas after the
exploitation of materials for construction of works.

The Material Investigation aspect will include preparation and testing of bituminous
mixes for various layers and concrete mixes of different design mix grades using suitable
materials (binders, aggregates, sand filler etc.) as identified during Material
Investigation to conform to latest MoRT&H specification.
3.9 DETAILED DESIGN OF ROAD AND PAVEMENTS, STRUCTURES
C.1 General
C.2 Design Standards
C.3 Geometric Design of Highway
C.4 Pavement Designs
C.5 Design of Embankments
C.6 Design of Bridges and Structures
C.7 Design of Drainage System
C.8 Traffic Safety Features, Road Furniture, Road Markings and Road Signs
C.9 Arboriculture and Landscaping
C.10 Toll Plazas
C.11 Weighing Station, Parking Areas and Rest Areas
C.12 Miscellaneous Works
C.1 General
The Consultants are to carryout detailed designs and prepare working drawings for the
following.
 High speed highway complete in all respects with service roads at appropriate
locations;
 Design of pavement for the additional lanes and overlay for the existing road,
paved shoulders, medians, verges;
 Bridges, viaduct/subways and other grade separated structures including
ROBs/RUBs etc.;
 At-grade and grade-separated intersections, interchanges (if required);
 ROB for railway crossings as per the requirement and the standards of the
Indian Railways; and,
 Prepare alignment plans, longitudinal sections and cross-sections @ 50m
intervals;
 Designs for road furniture and road safety/ traffic control features;

 Designs and drawings for service road/ under passes/ overpass / cattle passes tree
planting/fencing at locations where necessary / required
 Toll plazas
 Short bypasses at congested locations
 Drainage design showing location of turnouts, out falling structures, separate
drawings sheet for each 5 km. stretch.
 Bridges and structures rehabilitation plan with design and drawings
 Traffic amenities (Parking Areas, Weighing Station and Rest Areas, etc.).
 Design of pavement for approach road
 Design of river bank protection / training works Innovative type of structures
with minimum joints, aesthetically, pleasing and appropriate to the topography
of the region shall be designed wherever feasible.
C.2 Design Standards
The Consultants will evolve Design Standards and material specifications for the Study
primarily based on IRC publications, MoRT&H Circulars and relevant recommendations
of the international standards for approval by IAHE.
The Design Standards evolved for the project have to cover all aspects of detailed design
including the design of geometric elements, pavement design, bridges and structures,
traffic safety and materials.
C.3 Geometric Design of Highway
Based on the data collected from reconnaissance and topographic surveys, the sections
with geometric deficiencies, if any, should be identified and suitable measures for
improvement should be suggested for implementation.
The data on accident statistics should be compiled and reported showing accident type
and frequency so that black spots are identified along the project road section. The
possible causes (such as poor geometric features, pavement condition etc.) of accidents
should be investigated into and suitable cost-effective remedial measures suggested for
implementation.
The detailed design for geometric elements will have to cover, but not be limited to the
following major aspects:
 horizontal alignment;
 longitudinal profile;
 Cross-sectional elements, including refuge lane (50m) at every 2kms.

 junctions, intersections and interchanges;

 bypasses; and,
 Service roads as and when require i.e. built up area.
The alignment design has to be verified for available sight distances as per the standard
norms. The provision of appropriate markings and signs has to be made wherever the
existing site conditions do not permit the adherence to the sight distance requirements
as per the standard norms.
We will make detailed analysis of traffic flow and level of service for the existing road
and workout the traffic flow capacity for the improved project road. The analysis would
clearly establish the widening (2/4-laning) requirements with respect to the different
horizon periods taking into account special problems such as road segments with
isolated steep gradients.
In the case of closely spaced cross roads the we will examine different options such as,
providing grade separated structure for some of them with a view to reduce number of
at-grade crossings, services roads connecting the cross-roads and closing access from
some of the intersections and prepare and furnish appropriate proposals for this purpose
keeping in view the cost of improvement, impact on traffic movement and accessibility to
cross roads. The detailed drawings and cost estimate should include the provisions for
realignments of the existing cross roads to allow such arrangements. We will also design
and prepare other details in respect of the parallel service roads in urbanized locations
and other locations to cater to the local traffic, their effect of the viability of the project
on commercial basis if service roads are constructed as part of the project and the
implications of not providing the service roads.
The team shall prepare complete road and pavement design including drainage for new
bypass option identified around congested town enroute.
C.4 Pavement Design

The detailed design of pavement shall involve:
 Strengthening of existing road pavement and design of the new pavement if any,
if the findings of the traffic studies and life-cycle costing analysis confirm the
requirement for widening of the road beyond 2 lane undivided carriageway
standard;;
 Pavement design for bypasses; and,

 Design of shoulders.
The design of pavement will be based on IRC publications. The design alternatives will
include both rigid and flexible design options. The most appropriate design, option
would be established on life-cycle costing and techno-economic consideration.
For the design of overlays for the existing 2-lane pavement, the strengthening
requirement will take into account the strength of the existing pavement vis-à-vis the
remaining life. The overlay thickness requirements has to be worked out for each road
segment homogenous with respect to condition, strength and sub-grade characteristics.
The rehabilitation provisions should also include the provision of regulating layer. For
existing pavement with acceptable levels of cracking, provision of a crack inhibiting
layer should also be included.
Latest techniques of pavement strengthening like provision of geo-synthetics and
cold/hot pavement recycling would be duly considered for achieving economy.
The paved shoulders would be designed as integral part of the pavement for the main
carriageway. The design requirements for the carriageway pavement has to, therefore,
be applicable for the design of shoulder pavements. The design of granular shoulder
should take into account the drainage considerations besides the structural
requirements.
The pavement design task would also cover working out the maintenance and
strengthening requirements and periodicity and timing of such treatments.
C.5 Design of Embankments
The embankments design would provide for maximum utilization of locally available
materials consistent with economy. Use of fly ash wherever available with in economical
leads will be considered. In accordance with Government instructions, use of fly ash
within 100 km from Thermal Power Stations is mandatory.
The team shall also carry out detailed analysis and design for all embankments of
height greater than 6 m based on relevant IRC publications.
The design of embankments would include the requirements for protection works and
traffic safety features.
C.6 Design of Bridges and Structures
The Consultant shall prepare General Arrangement Drawing (GAD) and Alignment
Plan showing the salient features of the bridges and structures proposed to be
constructed / reconstructed along the road sections covered under the Study. These

salient features such as alignment, overall length, span arrangement, cross section, deck
level, founding level, type of bridge components (superstructure, substructure,
foundations, bearings, expansion joint, return walls etc.) shall be finalized based upon
hydraulic and geo-technical studies, cost effectiveness and ease of construction. The
GAD shall be supplemented by Preliminary designs. In respect of span arrangement and
type of bridge a few alternatives with cost-benefit implications should be submitted to
enable IAHE to approve the best alternative. After approval of alignment and GAD the
team shall prepare detailed design as per IRC codes /guidelines and working drawings
for all components of bridges and structures.
GAD for bridges/structures across irrigation/water way channels shall be got approved
from the concerned Irrigation/Water way Authorities where essential. Subsequent to
approval of GAD and alignment plan by IAHE. We shall prepare detailed design as per
IRC codes/guidelines for all components of the bridges and structures.
Subsequent to the approval of the GAD and Alignment Plan by IAHE, the Consultant
shall prepare detailed design as per IRC and working drawings for all components of the
bridges and structures. The Consultant shall furnish the design and working drawings
for suitable protection works and/or river training works wherever required.
Dismantling/ reconstruction of existing structures shall be avoided as far as possible
except where considered essential in view of their poor structural conditions/ inadequacy
of the provisions etc.
The existing structures having inadequate carriageway width shall be
widened/reconstructed in pat or fully as per the latest MoRT&H guidelines. The
Consultant shall furnish the detailed design and working drawings for carrying out the
above improvements.
Suitable repair / rehabilitation measures shall be suggested in respect of the existing
structures as per IRC-SP: 40 along with their specifications, drawings and cost estimate
in the form of a report. The rehabilitation or reconstruction of the structures shall be
suggested based on broad guidelines for rehabilitation and strengthening of existing
bridges contained in IRC-SP:35 and IRC-SP:40.
Subsequent to the approval of the GAD and the alignment plan by IAHE, detailed
design shall also be carried out for the proposed underpasses, overpasses and
interchanges.

The Consultants shall also carry out the design and make suitable recommendations for
protection works for bridges and drainage structures.
In case land available is not adequate for embankment slope, suitable design for RCC
retaining wall shall be furnished. However, RES wall may also be considered depending
upon techno-economic suitability to be approved by IAHE.
C.7 Design of Drainage System
The requirement of roadside drainage system and the integration of the same with
proposed cross-drainage system shall be worked out for the entire length of the project
road section.
In addition to the roadside drainage system, the Consultants shall design the special
drainage provisions for sections with super-elevated carriageways, high embankments
and for road segments passing through cuts. The drainage provisions shall also be
worked out for road segments passing through urban areas.
The designed drainage system should show locations of turnouts/outfall points with
details of outfall structures fitting into natural contours. A separate drawing sheet
covering every 5 km. stretch of road shall be prepared.
C.8 Traffic Safety Features, Road Furniture, Road Markings and Road Signs
The Consultants shall design suitable traffic safety features and road furniture
including traffic signals, signs, markings, overhead sign boards, crash barriers,
delineators etc. The locations of these features shall be given in the reports and also
shown in the drawings.
C.9 Arboriculture and Landscaping
The Consultants shall work out appropriate plan for planting of trees (specifying type of
plantation), horticulture, floriculture on the surplus land of the right-of way with a view
to beautify the highway and making the environment along the highway pleasing. The
existing trees / plants shall be retained to the extent possible. The Transplantation of
trees shall also be proposed wherever feasible.
C.10 Toll Plaza complex & HTMS
The Consultants shall identify the possible toll plaza location(s) based on the data and
information derived from the traffic studies and a study of the existing physical features
including the availability of land. The location of the plaza should keep in view that the
project road is to be developed as a partially access controlled highway facility and it is
required to collect toll on rational basis from as much of the vehicular traffic as possible

consistent with economy of collection and operations. The location of the toll plaza
should be finalised in consultation with IAHE. Toll Plaza shall be designed as per IRC
84.
C.11 Weighing Station, Parking Areas and Rest Areas
The consultant shall select suitable sites for weighing stations, parking areas and rest
areas and prepare suitable separate designs in this regard. The common facilities like
petrol pump, first-aid medical facilities, police office, restaurant, vehicle parking etc.
should be included in the general layout for planning. For petrol pump, the guidelines
issued by OISD of Ministry of Petroleum shall be followed. The facilities should be
planned to be at approximately 50 km interval. At least each facility (1 no.) is foreseen
to be provided for this project stretch. Weighing stations can be located near toll plazas
so that overloaded vehicles can be easily identified and suitably penalized and unloaded
before being allowed to proceed further. The type of weighing system suitable for the
project shall be brought out in the report giving merits of each type of the state-of-the
art and basis of recommendations for the chosen system.
C.12 Miscellaneous works
The Consultants shall make suitable designs and layout for miscellaneous works
including rest areas, bus bays, vehicle parking areas, telecommunication facilities etc.
wherever appropriate.
The Consultants shall prepare detailed plan for the traffic management and safety
during the construction period.
3.10 ENVIRONMENT AND SOCIAL IMPACT ASSESSMENT
D.1 Environmental Impact Assessment

D.2 Social Assessment
D.3 Reporting Requirements of EIA
D.4 Reporting requirements of RAP
The consultant shall under take the detailed environmental and social impact
assessment in accordance with the standard set by the Government of India for projects
proposed to be funded by MORT&H/ NHAI. In respect of projects proposed to be funded
by ADB loan assistance, Environmental Assessment Requirements, Environmental
Guidelines for selected infrastructure projects, 1993 of Asian Development Bank shall

be followed. Similarly, for projects proposed to be funded by World Bank loan assistance,
World Bank Guidelines shall be followed.
D.1 Environmental Impact Assessment
Environment impact assessment or initial environment examination be carried out in
accordance with ADB’s Environmental Assessment Requirements of ADB
1998guidelines for selected infrastructure projects 1993 as amended from time to time
/World Bank Guidelines / Government of India Guidelines, as applicable.
1. The consultant should carry out the preliminary environmental screening to
assess the direct and induced impacts due to the project.
2. The consultant shall ensure to document baseline conditions relevant to the
project with the objective to establish the benchmarks.
3. The consultant shall assess the potential significant impacts and identify the
mitigation measures to address these impacts adequately.
4. The consultant shall do the analysis of alternatives incorporating environmental
concerns. This should include with and without scenario and modification
incorporated in the proposed project due to environment considerations.
5. The consultant shall give special attention to the environmental enhancement
measures in the project for the following:
(a) Cultural property enhancement along the highways
(b) Bus bays and bus shelters including a review of their location,
(c) Highway side landscape and enhancement of the road junctions,
(d) Enhancement of highway side water bodies, and
(e) Redevelopment of the borrow areas located on public land.
6. The consultant shall prepare the bill-of-quantities (BOQ) and technical
specifications for all items of work in such a way that these may be readily
integrated to the construction contracts.
7. The consultant shall establish a suitable monitoring network with regard to air,
water and noise pollution. The consultant will also provide additional inputs in
the areas of performance indicators and monitoring mechanisms for
environmental components during construction and operational phase of the
project.

8. The consultant shall provide the cost of mitigation measures and ensure that
environmental related staffing, training and institutional requirements are
budgeted in project cost.
9. The consultant shall prepare the application forms and obtain forestry and
environmental clearances from the respective authorities including the SPCBs
and the MOEF on behalf of IAHE/ MORT&H. The consultants will make
presentation, if required, in defending the project to the MOEF Infrastructure
Committee.
10. The consultant shall identify and plan for plantation and Transplantation of the
suitable trees along the existing highway in accordance with IRC guidelines.
11. The consultant shall assist in providing appropriate input in preparation of
relevant environment and social sections of BPIP.
D.2 Social Assessment
The consultant would conduct base line socio-economic and census survey to assess the
impacts on the people, properties and loss of livelihood. The socioeconomic survey will
establish the benchmark for monitoring of R&R activities. A social assessment is
conducted for the entire project to identify mechanisms to improve project designs to
meet the needs of different stakeholders. A summary of stakeholders discussions, issue
raised and how the project design was developed to meet stakeholders need would be
prepared.
The consultant shall prepare Land Acquisition Plan and assist IAHE/ MORT&H in
acquisition of land under various Acts.
The consultant would prepare Resettlement and Rehabilitation Plan –assess feasibility
and effectiveness of income restoration strategies and suitability and availability to
relocation sites. The resettlement plan which accounts for land acquisition and
resettlement impacts would be based on a 25% socio-economic survey and 100 % census
survey of project affected people which provides the complete assessment of the number
of affected households and persons, including common property resources. All untitled
occupants are recorded at the initial stages and identify cards will be issued to ensure
there is no further influx of people in to the project area. All consultations with affected
persons (to include list of participants) should be fully documented and records made
available to IAHE.

 Assessment on the impact of the project on the poor and vulnerable groups
along the project road corridor.
 Based on the identified impacts, developing entitlement matrix for the project
affected people.
 Assessment on social issues such as indigenous people, gender, HIV/AIDS,
laborers including child labor.
 Implementation budgets, sources and timing of funding and schedule of tasks.
 Responsibility of tasks, institutional arrangements and personnel for delivering
entitlement and plans to build institutional capacity.
 Internal and external Monitoring plans, key monitoring indicators and
grievance redress mechanism.
 Incorporating any other suggestions of the ADB/ World Bank/MORT&H /
IAHE, till the acceptance of the reports by the ADB/ World Bank/ MORT&H
/IAHE, as applicable.
D.3 Reporting Requirements of EIA
The consultant would prepare the stand-alone reports as per the requirement of the
ADB/World Bank / MORT&H/IAHE, as applicable, with contents as per the following:
 Executive Summary
 Description of the Project
 Identification and categorization of the potential impacts (during pre-
construction, construction and operation periods).
 Analysis of alternatives (this would include correlation amongst the finally
selected alternative alignment/routing and designs with the avoidance and
environmental management solutions).
 The public consultation process.
 Policy, legal and administrative framework. This would include mechanisms at
the states and national level for operational policies. This would also include a
description of the organizational and implementation mechanism recommended
for this project.
 Typical plan or specific designs for all additional environmental items as
described in the scope of work.

 Incorporating any other as per the suggestions of the ADB/ World Bank /
MORT&H/ IAHE, till the acceptance of the reports by the ADB/ World Bank /
MORT&H/ IAHE, as applicable.
 EMP Reports for Contract Package based on uniform methodology and
processes. The consultant will also ensure that the EMP has all the elements
for it to be a legal document. The EMP reports would include the following:
 Brief description of the project, purpose of the EMP, commitments on
incorporating environmental considerations in the design, construction
and operations phases of the project and institutional arrangements for
implementing the EMP.
 A detailed EMP for construction and operational phases with recourse to
the mitigation measures for all adverse impacts.
 Detailed plans for highway-side tree plantation (as part of the
compensatory aforestation component).
 Environmental enhancement measures would be incorporated.
Enhancement measures would include items described in the scope of
work and shall be complete with plans, designs, BOQ and technical
specifications.
 Environmental monitoring plans during and after construction including
scaling and measurement techniques for the performance indicators
selected for monitoring.
 The EMP should be amendable to be included in the contract documents
for the works.
 Incorporating any other as per the suggestions of the ADB/ World Bank
MORT&H/ IAHE, till the acceptance of the reports by the ADB/ World
Bank / MORT&H/ IAHE as applicable.
D.4 Reporting requirements of RAP
Analysis on the resettlement plan be conducted based on ADBs Hand Book on

Resettlement, A Guide to Good practice 1998 as amended time to time/ World Bank
Guidelines / Government of India Guidelines, as applicable.
 Executive Summary

 Description of Project
 Objectives of the project.
 The need for Resettlement in the Project and evaluation of measures to
minimize resettlement.
 Description and results of public consultation and plans for continued
participation of PAPs.
 Definition of PAPs and the eligibility criteria.
 Census and survey results-number affected, how are they affected and what
impacts will they experience.
 Legal and entitlement policy framework-support principles for different
categories of impact.
 Arrangements for monitoring and evaluation (internal and external)
 Implementation schedule for resettlement which is linked to the civil works
contract
 A matrix of scheduled activities linked to land acquisition procedures to
indicate clearly what steps and actions will be taken at different stages and the
time frame
 The payment of compensation and resettlement during the acquisition process
 An itemized budget (replacement value for all assets) and unit costs for
different assets.
3.11 ESTIMATION OF QUANTITIES AND PROJECT COSTS
The Consultants shall prepare detailed estimates for quantities (considering designs
and mass haul diagram) and project cost for the entire project (civil packages wise),
including the cost of environmental and social safeguards proposed based on MoRT&H’s
Standard Data Book and market rate for the inputs. The estimation of quantities shall
be based on detailed design of various components of the projects. The estimation of
quantities and costs would have to be worked out separately for civil work Package as
defined in this TOR.
The Consultants shall make detailed analysis for computing the unit rates for the
different items of works. The unit rate analysis shall duly take into account the various
inputs and their basic rates, suggested location of plants and respective lead distances

for mechanized construction. The unit rate for each item of works shall be worked out in
terms of manpower, machinery and materials.
The project cost estimates so prepared for MORT&H/ IAHE / ADB/ WB projects are to be
checked against rates for similar on-going works in India under MORT&H/ World Bank
/ ADB financed road sector projects.
3.12 VIABILITY AND FINANCING OPTIONS
The Project Road would be divided into the traffic homogenous links based on the
findings of the traffic studies. The homogenous links of the Project Road would be
further subdivided into sections based on physical features of road and pavement, sub-
grade and drainage characteristics etc. The economic and commercial analysis shall be
carried out separately for each traffic homogenous link as well as for the Project Road.
The values of input parameters and the rationale for their selection for the economic and
commercial analyses shall be clearly brought out and got approved by IAHE.
For models to be used for the economic and the commercial analyses, the calibration
methodology and the basic parameters adapted to the local conditions shall be clearly
brought out and got approved by MORT&H/ IAHE.
The economic and commercial analyses should bring out the priority of the different
homogenous links in terms of project implementation.
Economic Analysis
The Consultants shall carry out economic analysis for the project. The analysis should
be for each of the sections covered under this TOR. The benefit and cost streams should
be worked out for the project using HDM-IV or other internationally recognized life-
cycle costing model.
The economic analysis shall cover but be not limited to be following aspects:
i. Assess the capacity of existing roads and the effects of capacity
constraints on vehicle operating costs (VOC);
ii. Calculate VOCs for the existing road situation and those for the project;
iii. Quantify all economic benefits, including those from reduced congestion,
travel distance, road maintenance cost savings and reduced incidence of
road accidents; and,
iv. Estimate the economic internal rate of return (EIRR) for the project over a
30-year period. In calculating the EIRRs, identify the tradable and non-

tradable components of projects costs and the border price value of the
tradable components.
v. Saving in time value.
Economic Internal Rate of Return (EIRR) and Net Present Value (NPV), “with” and
“without time and accident savings” should be worked out based on these cost-benefit
stream. Furthermore, sensitivity of EIRR and NPV worked out for the different
scenarios as given under:
Scenario – I Base Costs and Base Benefits
Scenario - II Base Costs plus 15% and Base Benefits
Scenario - III Base Costs and Base Benefits minus 15%
Scenario - IV Base Costs plus 15% and Base Benefits minus 15%
The sensitivity scenarios given above are only indicative. The Consultants shall select
the sensitivity scenarios taking into account possible construction delays, construction
costs overrun, traffic volume, revenue shortfalls, operating costs, exchange rate
variations, convertibility of foreign exchange, interest rate volatility, non-compliance or
default by contractors, political risks and force majeure.
The economic analysis shall take into account all on-going and future road and transport
infrastructure projects and future development plans in the project area.
Financial Analysis
It is envisaged that the project stretch should be implemented on EPC/BOT basis,

therefore, the Consultant shall study the financial viability of the project under a
commercial format and under different user fee scenarios and funding options. The
Consultants shall submit and finalise in consultation with the IAHE officers the format
for the analysis and the primary parameters and scenarios that should be taken into
account while carrying out the commercial analysis. The financial model so developed
shall be the property of IAHE.
The Financial analysis for the project should cover financial internal rate of return,
projected income statements, balance sheets and fund flow statements and should bring
out all relevant assumptions. The sensitivity analysis should be carried out for a number
of probabilistic scenarios.
The financial analysis should cover identification, assessment, and mitigating measures
for all risks associated with the project. The analysis shall cover, but be not limited to,

risks related to construction delays, construction costs over run, traffic volume, revenue
shortfalls, operating costs, exchange rate variations, convertibility of foreign exchange,
interest rate volatility, non-compliance or default by contractors, political risks and force
majeure.
The consultant shall suggest positive ways of enhancing the project Viability and
furnish different financial models for implementing on BOT format.

CHAPTER 4. TASK ASSIGNMENT AND MANNING

SCHEDULE
4.1 INTRODUCTION
This Chapter gives details about the team composition, mobilization, work program and
deliverables.
4.2 TEAM COMPOSITION
The multi-disciplinary team proposed for the execution of the Project is detailed in Table
4.1 below.
Table 4.1 Team Composition
Sl. No Professional Proposed Position
Key Staff
COL (RETD). RAVINDER PAL

1 Team Leader Cum Senior Highway Engineer
SINGH
2 LOKESH T R Highway cum Pavement Engineer
3 DR.M. MAHADEV ACHAR Sr. Bridge Engineer
4 PARESH KUMAR GUPTA Traffic – cum – Safety Expert
5 MOHAN VITHOBAYADAV Material cum Geo Technical Engineer
6 S. HEMANTH REDDY Senior Survey Engineer
7 GAMBHER SINGH Environmental Specialist
8 K.S. MOHAN Quantity Surveyor cum Document Expert
4.3 TASK ASSIGNMENTS
Task Assignment for Key Personnel is given below:
4.3.1 Team Leader cum Senior Highway Engineer:
Overall in charge of the project. Reviewing all designs and calculations, cost estimates.
Coordinating with clients, attending meetings. Presentation to stakeholders.

Responsible for Investigation of subgrade soils, design of flexible/ rigid pavement and
recommending most economical pavement designs. Preparation of Reports:
• Finalization of methodology in consultation with the Client immediately upon the
award of the services.
• Quality Assurance Plan (QAP) covering all field, design and documentation
activities and implementation of the same.
• Design standards for the project.
• Finalization of data formats and requirements for field investigations;
• Scheduling of all field, design and documentation activities;
• Collection and compilation of data and development of data bank;
• Geometric design of alignment and design of pavements;
• Preparation of reports, documents and drawings;
• Directions to the multi-disciplinary Team of the Consultants regarding the
overall project objective and improvement/ upgrading requirements in order to
achieve the objectives; and,
• Time schedule and management of Team’s resources.
(b) The Team Leader shall be responsible for all technical presentations concerning
the various facets of the study and shall maintain close communication with IAHE.
Team Leader shall maintain a diary to record all major events and discussions
concerning the study and also the resources mobilized by the Consultants. Team Leader
shall be the Consultants Authorized Representative and shall interact with IAHE on
behalf of the Consultants appointed for the Study. Team Leader shall be full-time on the
job and shall be available for technical discussions and presentations as requested by
the Client from time to time.
4.3.2 Highway cum Pavement Engineer:
(a) Highway cum Pavement Engineer shall be responsible for all field, design
concerning strengthening of existing carriageway and design of new carriageway. The
major tasks shall include but not be limited to the following:
• Assist the Team Leader in execution of the study and preparation of DPR.
• Preparation of Quality Assurance Plan under guidance of Team Leader.
• Prepare design standards for the project.
• Geometric design of alignment.

• To maintain time schedule and management of team resources.

• Evaluation, finalization and adoption of pavement design standard.
• Finalisation of data formats and requirements for field studies for pavement
investigations (condition, roughness, strength, sub-grade characterization and
sub-grade strength).
• Collection, Compilation and Development of data bank for materials and
pavements.
• Data analysis and selection of parameters for the design of pavements.
• Identification of available pavement rehabilitation and design options and
selection of the same.
• Life-cycle costing for pavement design (rehabilitation of construction).
• Design of pavements (existing road, additional carriageway, service road, bypass,
intersections, toll plaza);
• Scheme for pavement rehabilitation/construction;
• Reports, documents and drawings for material and pavement engineering related
features;
• Specifications for pavement materials; and
• Time schedule and management of Material and Pavement Engineering Team’s
resources.
(b) The Highway cum Pavement Engineer shall be responsible for designing of
Highways and in absence of Team Leader to perform his duties.
4.3.3 Senior Bridge Engineer
(a) The Senior Bridge Engineer shall be responsible for all field studies, data
analysis and design concerning bridges, cross-drainage and other structures. The major
tasks for Bridge Engineer shall include but not limited to the following:
• Quality Assurance Plan (QAP) and implementation of the same for all field,
design and documentation activities regarding bridge and structural engineering.
• Evaluation, finalization and adoption of field work and instrumentation for
bridge and structural design;
• Finalisation of data formats and requirements for field studies for bridges and
structures.

• Collection, compilation and development of bridges and structure related data

bank;
• Inventory and condition surveys including residual life analysis.
• Hydrological surveys and data analysis;
• Data analysis and selection of parameters for the design of bridges and
structures;
• Identification of available options and selection of rehabilitation and construction
alternative based on techno-economic considerations;
• Design of bridges, cross-drainage structures and other structures (interchanges,
grade separated intersections and underpasses);
• Reports, documents and drawings for bridge and structural engineering related
aspects; and,
• Time schedule and management of Bridge and Structural Engineering Team’s
resources.
(b) The Senior Bridge Engineer shall maintain a diary to record all major events
concerning bridge and structural engineering study activities including specific inputs to
the project, field discussions and also the resources (other persons, labour and
instruments) for the Bridge Engineering Team mobilized by the Consultants. The
Bridge Engineer shall be full-time on the project as in the Consultants’ technical
proposal and shall maintain a close liaison with the local agencies (such as State
PWD(s)) concerned with the National Highway Section(s) covered under the TOR and
also the other Government Departments, such as MORT&H.
4.3.4 Traffic – cum – Safety Expert
(a) The Traffic cum Safety Expert shall be responsible for all traffic engineering
related field and design activities. The major tasks shall include but not limited to the
following:
• Quality Assurance Plan (QAP) and implementation of the same for all traffic
engineering field, design and documentation activities;
• Evaluation finalization and adoption of highway capacity standard;

• Finalisation of data formats and requirements for field studies for traffic volume
and other characteristics (O-D, speed-delay, axle loading, intersection volume
count etc.)
• Collection, compilation and development of Traffic Data Bank;
• Analysis of traffic volume and characteristics data;
• Identification of improvement/upgrading requirements for intersections and for
partial access control.
• Identification of bypass, underpass and over-bridge requirements and input to
their geometric design;
• Type and locations of traffic control (e.g. signal) and safety measures.
• Traffic dispersion scheme at the beginning as well as the terminating points of
the highway section.
• Carriageway widening scheme.
• Design of intersections and interchanges;
• Toll plaza location and layout, toll collection method and use facilities;
• Scheme for traffic management during the construction period.
• Reports, documents and drawings for traffic engineering related features;
• Safety audit report; and,
• Time schedule and management of Traffic Engineering Team’s resources.
• To estimate the economic cost flow pattern during the analysis period of the
project road under both situation viz ‘without project’ and ‘with project’ under
various options such as rigid pavements, flexible pavements etc.,
• To estimate the net economic benefits for the project in terms of saving the
vehicle operating cost, time related cost and accident cost.
• To carry out cost benefit analysis in accordance with IRC:SP:38, IRC:-SP-30 and
to work out economic internal rate of return (EIRR) and economic net present
value (ENPV) for both ‘without’ and ‘with’ travel time cost and accident cost
saving for the project including its various improvement options and
• Finally to carry out sensitivity analysis to the economic-feasibility results for
different scenarios such as:
a. Base cost and base benefits
b. Base cost + 15% base benefits

c. Base cost and base benefits –15%

d. Base cost + 15% and base benefits – 15%
(b) The Traffic Engineer shall maintain a diary to record all major events concerning
traffic engineering study activities including specific inputs to the project, field
discussions and also the resources (other persons, labour and instruments) for the
Traffic Engineering Team mobilized by the Consultants. The Traffic Engineer shall be
full-time on the project for the time specified in the Consultants’ technical proposal and
shall maintain a close liaison with the local agencies (such as State PWD(s)) concerned
with the National Highway Section(s) covered under the TOR and also the other
Government Departments, such as MORT&H.
4.3.5 Material cum Geo Technical Engineer
(a) The Materials-cum-Geo-technical Engineer shall be responsible for all field data
analysis and design concerning geo-technical engineering aspects. The major tasks for
Materials-cum-Geo-Technical Engineer shall include but not limited to the following:
design and documentation activities regarding geo-technical engineering.
• Evaluation finalization and adoption of field work and instrumentation for geo-
technical engineering exploration, testing and design;
• Finalisation of data formats and requirements for field studies for sub-soil
exploration for bridges, structures and embankments;
• Collection, compilation and development of geo-technical engineering data bank;
• Data analysis and selection of parameters for geo-technical engineering design
(design of embankments, design of foundations for bridges and structures);
• Design of embankments;
• Slope stability analysis;
• Identification of road sections with special problems (poor sub-grade, poor
drainage, erosion, subsidence and stability and design of remedial measures;
• Reports, documents and drawings for geo-technical engineering related aspects;
and,
• Time schedule and management of Geo-technical Engineering Team’s resources.

(b) The Materials-cum-Geo-technical Engineer shall maintain a diary to record all

major events concerning geo-technical studies activities including specific inputs to the
project, field discussions and also the resources (other persons, labour and instruments)
for the Geo-technical Engineering Team mobilized by the Consultants. He shall be on
the project for the time specified in the Consultants’ technical proposal and shall
maintain a close liaison with the local agencies (such as State PWD(s)) concerned with
the National Highway Section(s) covered under the TOR and also the other Government
Departments, such as MORT&H.
4.3.6 Senior Survey Engineer
(a) The Senior Survey Engineer shall be responsible for the field surveys and use of
the topographic data for highway design purposes. The major tasks shall include but not
limited to the following:
• Quality Assurance Plan (QAP0 for topographic survey work and implementation
of the same.
• Data formats and methodology.
• Collection, compilation and development of data bank for topographic
information.
• Detailed scheme for field survey work.
• Mobilization of Field Survey Team and management of resources;
• Field survey for the project.
• Interpretation of field survey data.
• Identification of highway sections requiring geometric improvement;
• Identification of available alignment options;
• Relating the field survey data to the national reference, such as GTS.
• Use of computer software for data processing;
• Geometric design of highway alignment using DTM software.
• Data for generating strip plan;
• Horizontal and vertical alignment;
• Strip Plan and Alignment Report, and
• Time schedule for the topographic surveys, data processing and interpretation,
alignment design.

(b) The position is of specialized nature and the experience shall have a thorough
understanding of modern methods of surveying using sophisticated instruments such as,
total stations, EDM, digital levels and GPS and shall have proven expertise in the use of
DTM based highway alignment design software. The candidate shall be conversant with
the methods for validating and referencing system.
(c) The Senior Survey Engineer shall maintain a diary to record all major events
concerning the topographic surveying including specific inputs to the project, field
discussions and also the resources (other survey persons, labour and also surveying
instruments) for the Field Survey Team mobilized by the Consultants. The Senior
Survey Engineer shall be full-time on the project for the time specified in the
Consultants’ technical proposal and shall maintain a close liaison with the local agencies
concerned with the National Highway Section (s) covered under the TOR and also the
Government Departments such as Survey of India.
4.3.7 Environmental Specialist
(a) Environmental cum Rehabilitation and Resettlement Specialist shall be

responsible for all activities related to the Environmental Impact Assessment (EIA),
Environmental Management Plan (EMP) and clearances, if any, for the project in
accordance with the guidelines of Ministry of Environment and Forest Government of
India. The major tasks Environmental Specialist / Engineer shall include but not limited
to the following
design and documentation activities regarding environmental aspects.
• Evaluation, finalization and adoption of field work and instrumentation for
environmental impact assessment and mitigation works;
• Finalization of data formats and requirements for field studies for environmental
impact studies;
• Collection, compilation and development of environment related data bank;
• Inventory of existing environmental features;
• Field studies;
• EIA study;
• Data analysis and selection of parameters for the design of environmental impact
mitigation measures;

• Identification of available options and selection of rehabilitation and construction

on the basis of environmental impact considerations;
• Environmental Management Plan including monitoring;
• Documentation for clearances as per Ministry of Environment and Forests (MEF)
and multi-lateral/bi-lateral funding agencies;
• Reports, documents and drawings related to environmental aspects, and,
• Time schedule and management of Environmental Team’s resources.
design and documentation activities regarding resettlement and rehabilitation
aspects;
(b) The environmental specialist shall maintain a diary to record all major events
concerning environmental study actives including specific inputs to the project, field
discussions and also the resources (other persons, labour and instruments) for the
environmental team mobilized the consultants. The specialist shall be on the project for
the time specified in the consultant’s technical proposal and shall maintain a close
liaison with the local agencies (such as State PWD and other government departments.
4.3.8 Quantity Surveyor cum Document Expert
a) Quantity surveyor /Documentation Expert shall be responsible for all activities

related to the project. His major tasks shall include but not limited to the following.
• Material cost analysis for the project ususage.
• Rate analysis of all items for construction of the project.
• Cost estimation of alternatives.
• Project Report Preparation – preliminary stage.
• Technical Specifications.
• Rate Analysis.
• Cost estimates.
• Bill of Quantities.
• Tender Documents.
• In addition to this he is also responsible for compilation and production of the
following documents.
• QAP

• Inception Report
• Feasibility Report.
• Preliminary Project Report. Draft and Final.
• Detailed Project Report Draft and Final.
• Tender Documentation.
4.4 TIME SCHEDULE FOR KEY PERSONNEL
The manning schedule is given in tabular form in Table 4.2.
Table 4.2 Manning Schedule
4.5 PROJECT DURATION & DELIVERABLES
The effective date of commencement of consultancy Services is from 08.04.2015. The

duration for the entire assignment is 365 days covering various stages of work and
report submission.

Table 4.3 Project Deliverables
Sl. Time Period in days from

Deliverables No. of Copies
No. date of commencement
1 Monthly Report 3 By 10th day of every month
Inception Report
(i) Draft Inception Report 3 21 days
2 including QAP document
(ii) Inception Report including 3 30 days
QAP document
Feasibility Study Report

(i) Draft Feasibility Study
Report including option 4 105 days
study report
3 (ii) Comment of client
1 120 days
(iii) Final Feasibility Study
Report incorporating 4 150 days
compliance of comments of
client
Technical Schedules for EPC /

4 4 210 days
PPP projects
Detailed Project Report

(i) Draft DPR 4 210 days
(ii) Comments of client
5 4 240 days
(iii) Final DPR incorporating
6 270 days
compliance of comments of
client
Project clearances from concerned

agencies. Original letters from
Ex: from MOEF, Railway for the concerned
approval of GAD and detail agencies and 5
6 engineering drawing of photocopies of each. 330 days

ROB/RUB; Irrigation
Department
Land Acquisition – 3(a), 3(A), 3 copies each
3(D) Notifications

4.6 MOBILIZATION
The Consultant have started functioning from its Office, Hubli and a team of engineers
have been deployed at site for project appreciation and to carry out following surveys
and investigations at site from 20.04.2015 onwards:
 Road Inventory and Condition survey
 Bridge Inventory and Condition survey
 Pavement and Material Investigation Survey
 Topographic Survey
 Traffic Survey

CHAPTER 5. WORK PROGRAMME
5.1 GENERAL
The time schedule of the Project along with work programme of activities have been
given in tabular form in Table 5.1.
Schedule for Submission of Reports and Documents.
Submission Time lines with effect from Date of Commencement of Consultancy Services
(i.e 28.05.2015) are indicated below.
Table 5.1 Work Programme

Time Period in days
Sl.
Deliverables No. of Copies from date of Target Date
No.
commencement
By 10th day of every By 10th day of

1 Monthly Report 3
month every month
Inception Report
(iii) Draft Inception
Report including 3 21 days 18-06-2015
2 QAP document
(iv) Inception Report 3 30 days 27-06-2015
including QAP
document
Feasibility Study Report

(iv) Draft Feasibility
Study Report
including option 4 105 days 10-09-2015
study report
3 (v) Comment of client
1 120 days 25-09-2015
(vi) Final Feasibility
Study Report 4 150 days 25-10-2015
incorporating
compliance of
comments of client
Technical Schedules for

4 4 210 days 24-12-2015
EPC / PPP projects
Detailed Project Report

5 4 210 days 24-12-2015
(iv) Draft DPR

Time Period in days

Sl.
Deliverables No. of Copies from date of Target Date
No.
commencement
(v) Comments of client 4 240 days 23-01-2016
(vi) Final DPR 6 270 days 22-02-2016
incorporating
compliance of
comments of client
Project clearances from Original letters

concerned agencies. from the
Ex: from MOEF, Railway concerned
for approval of GAD and agencies and 5
6 detail engineering photocopies of 330 days 22-04-2016

drawing of ROB/RUB; each.
Irrigation Department
Land Acquisition – 3(a),
3(A), 3(D) Notifications 3 copies each
Reports will be submitted in a set of CDs along with required number of hardcopies as
mentioned above.

CHAPTER 6. PROFORMA FOR DATA COLLECTION
The Proforma for collection of Primary as well as Secondary data has been given in
Quality Assurance Plan (QAP), which has been submitted to IAHE, already.
On receipt of the comments from IAHE, if any, the FINAL Q.A.P will be submitted and
circulated to all the concerned persons working on this project.

CHAPTER 7. DESIGN STANDARDS AND PROPOSED

CROSS-SECTIONS
7.1 INDICATIVE DESIGN STANDARDS FOR DIVIDED CARRIAGEWAY:
7.1.1 Approach
The aim is to provide maximum safety to the road users, in defining the highway
geometry, carriageway, shoulder widths, embankments and other pertinent components
for an uninterrupted and smooth flow of traffic. The approach adopted in achieving the
safety is as follows:
• Provide appropriate cross traffic facilities without impeding traffic flow;
• Use ROW only and recommend land acquisition where absolutely
essential.
• Minimize impact on roadside settlements and environment;
• Avoid adverse impacts of crowded areas along the stretch of Project road;
• Provide cost-efficient, but readily constructible facility with least
hindrances, namely, land acquisition, resettlement and rehabilitation.
7.1.2 Reference Standards
IRC Standards will be used in general. However, where IRC does not cover any
particular feature or aspect appropriately, AASHTO and other International Standards
will be used for providing additional safety, namely, length of vertical curves in view of
likely modernization of goods trucks in India (height of driver’s eye), super elevation and
radii of curve beyond which no super elevation is needed and extra widening on
horizontal curves for smaller radii. AASHTO Standards for transition curves will be
considered as appropriate.
7.2 DESIGN STANDARDS
The following paragraph presents a summary of applicable design standards and

engineering assessment in terms of:
 Highway engineering Specifications and Standards
 Geometric design
 Intersections
 Road embankment and cutting

 Pavement design
 Drainage and hydrological studies
 Landscaping and plantation
 Design of structures
7.2.1 Highway Engineering Specifications and Standards
The main Standard applicable for the design of two-Laning (with paved shoulders) of the
Project Highway shall conform to the Manual of Specifications And Standards for Two-
Laning of highways through Public Private Partnership published by the Indian Road
Congress (IRC: SP: 73-2007) Other Design standards and specifications that would
apply shall be drawn from IRC codes and guidelines and other relevant national and
international standards.
7.2.2 Geometric Design

7.2.2.1 Terrain Classification and Design Speed
The terrain in the project stretch is plain with the general cross slope of the country is
less than 10%. Based on this the recommended Project Highway would be designed for a
design speed, referred as Ruling design speed of 80 kmph in normal situations. A
Minimum design speed of 40 to 65 kmph would be adopted where site conditions are
restrictive and adequate land width is not available.
7.2.2.2 Road Land Width
Plain & Rolling Terrain Mountainous & Steep Terrain

Nature of land
Normal (m) Range (m) Normal (m)
Open areas 45 30 - 60 24
Built Up areas 30 30 - 60 20
In order to avoid and limit land acquisition, the land widths will be kept to a minimum
within the above range.
7.2.2.3 Roadway Width
The width of roadway depends on the category of road and the nature of terrain through
which it passes. Though the project stretch of Baindur to Ranebennur passes through
both plain and hilly terrain, every effort will be made to maintain uniformity within the
roadway width as far as practicable.

The roadway width of cross-drainage structures in plain and rolling terrain measured
from outside to outside of parapet walls should be equal to the normal roadway width in
that section. In mountainous and hilly terrain, the roadway widths are exclusive of
parapets and side drains.
On horizontal curves, the roadway width should be increased corresponding to the extra
widening of the carriageway required at the provided curvature.
7.2.2.4 Shoulder Width
A total shoulder width of 2.5m will be proposed. The 2.5m shoulder will compose of 1.5m
paved shoulder of the same composition as that of the main carriageway and 1.0m hard
shoulder composed of granular sub-base material or selected earth fill. The paved
shoulder in addition to providing lateral support to the main carriageway can also acts
as a separate lane for 2-wheeler / cycle traffic on the highway.
7.2.2.5 Pavement / Shoulder camber or cross-fall
The cross-fall in the main pavement and paved shoulder is proposed to be kept as 2.5%
and 3.0% in hard shoulder. However, on hill roads this may not be possible in every
situation, particularly in reaches with a meandering alignment where straight sections
are few and far between. In such cases, discretion may be exercised and instead of
normal camber, the carriageway may be given a uni-directional cross-fall towards the
hill side, with regard to factors such as the direction of super-elevation at the flanking
horizontal curves, ease of drainage, problem of erosion of the down-hill face, etc.
On super-elevated sections, the hard shoulder should have a rollover of 8% maximum at
the outer edge with respect to paved shoulder and a cross-fall varying from 3% to the
maximum super-elevated value on the curve at the inner edge.
7.2.2.6 Horizontal Alignment
The tangent sections, circular curve, transition curve and super elevation are the major
elements of horizontal alignment. A balanced control on the above elements is required
to provide safe and continuous flow of vehicles under the general traffic conditions.
The minimum radii of horizontal curves applicable to the Project Highway are:

Nature of Terrain Desirable Minimum Absolute Minimum

Plain 360m 230m
Rolling 230m 155m
Mountainous 90m 60m
Steep 60m 30m

The radii of horizontal curves shall not be less than desirable value except where site
conditions are restrictive and adequate length is not available. In such restrictive
conditions, the radius of curvature shall not be less than the absolute minimum radius.
7.2.2.7 Bypasses & Re-alignments
Bypasses or detours will be provided to segregate the local traffic from the through
traffic. Re-alignments are to be done at many places having sub-standard curves and to
avoid landslide zones in hilly terrain and plain terrain.
Further the examination of the project alignment indicates to the possibility of three Re
alignments at Kollur, Hosanagara, Shikaripur, Masur and Halageri.
7.2.2.8 Vertical Alignment
There are two major elements in vertical geometry of an alignment i.e. longitudinal
gradient and vertical curve. The following gradients for Plain / Rolling terrain conditions
as of Project Highway are given below.
Nature of Terrain Ruling Gradient Limiting Gradient

Plain and Rolling 3.3% 5.0%
Mountainous 5.0% 6.0%
Steep 6.0% 7.0%
7.2.2.9 Sight Distance
Visibility is an important requirement for the safety of travel on roads. The various
sight distances for design speed applicable for Project Highway is given in the table
below.

Stopping Sight Intermediate Sight Overtaking Sight

Speed (km/hr)
Distance (m) Distance (m) Distance (m)
100 180 360 640
80 120 240 470
65 90 180 340
50 60 120 235
40 45 90 165
30 30 60 120
7.2.3 Road Embankment and Cutting
Embankment height generally varies from 1.2 to 3m. High embankment is generally
provided in approach to bridges. At other sections of project road embankment varies
from 1.2m to 2.0m. All high embankments will be designed from stability considerations
and adequate protection works will be provided as per the guidelines given in various
Standards.
7.2.4 Pavement Design
Although, the main highway itself is flexible paved, possibility of provision of rigid
pavements will also be explored in certain areas. “Guidelines for the Design of Plain
Jointed Rigid Pavements for Highways”, will be followed for the design of rigid
pavement while IRC: 37-2001, “Guidelines for the Design of Flexible Pavement” will be
followed for the flexible pavement designs. The IRC-37 allows both (i) full pavement
designs for 15 years and (ii) stage construction. The Consultant will establish
alternative strategies or combination of initial design, strengthening and maintenance
to provide the specified level of pavement performance.
It may be worth mentioning that new version of IRC- 37: 2012 has been published in
July 2012.
7.2.5 Drainage and Hydrological Studies
The drainage will be designed in accordance with IRC: SP: 42 - 1994 “Guidelines on
Road Drainage” and IRC: SP: 50 – 1999 “Guidelines on Urban Drainage”. The selection
on type of drain i.e. open drains (lined or unlined) and covered drains will be made
accordingly.
7.2.6 Landscaping and Plantation
Plantation adjacent to the highway is not very significant. The final design will take
plantation into consideration.

7.2.7 Design of Structures
Structures design should be planned in such a way to optimize the design variance, site
activities and materials as well. Modular design for box structures would save by the
multiple uses of the formwork and thereby would speed up the construction process.
7.2.8 Road Safety Measures
Following IRC Codes / Guidelines will be followed:

• IRC SP 44 – 1994: Highway Safety Code.
• IRC SP 43 – 1994: Guidelines on Low Cost Traffic Management Techniques for Urban
Areas.
• IRC 79 – 1981: Recommended Practice for Road Delineators.
• IRC 70 – 1979: Guidelines on Regulation and Control of Mixed Traffic in Urban Areas.
Among others, the following measures will be considered for ensuring safety: -
• Segregation of traffic;
• Bus-stops, lay-buys for cars and trucks for rest, recuperation and attend
technical problems;
• Appropriate delineators, roadway indicators, hazard / object markers with
reflectors, road markings, traffic signals, barricades, left side refuge, passage in median
for police and fire brigades, and intersection channelisation;
7.2.9 Pedestrian and Animal Crossings
Besides the provisions of underpasses for the localities and urban areas, potential
locations for pedestrian and animal crossings will be examined in consultation with
IAHE and State PWD’s.
7.2.10 Road and Traffic Signs:
These include Signage, Road Signs / Hoardings, Road Markings, Traffic Signals and
Lighting for interchanges, raised carriageway, long bridges and urban and populated
areas.
(a) Signage
• For the safety and guidance of a driver, proper signage and delineators
are critical. Signage drawings will show guide signs and regulating signs
at appropriate locations. The signs will be of reflector type to be easily
visible in the dark.

• Guide signs at major junctions will be illuminate type and mounted to be

visible; lettering size and location of signposts will be for the design speed
and clear visibility. Reflectors will be used so that lanes are visible at
nighttime and different reflectors for median and lane striping will be
proposed to properly guide opposite traffic, and markings to indicate safe
distance between vehicles at different speeds.
(b) Road Signs
• All road signs shall be in conformity with the provision of IRC SP 32 –
1992 New Traffic Signs and IRC 67 – 1977 Code of Practice for Road
Signs. The signs are Mandatory / Regulatory, Cautionary / Warning and
Informatory.
• The bottom of the housing of a signal face will be 2500mm above footpath
when not suspended over roadway or 5500mm above pavement grade at
CL when suspended over roadway.
(c) Road lighting on Bridges and Urban Areas
• Lighting will be provided in the medians on roads with Central Medians;
on the edge of service roads; on high level masts at major intersections in
Urban Areas.
(d) Road Marking
The road markings will be in conformity with the IRC Standards (latest versions):
• IRC 35-1997 :Code of Practice for Road Markings with Paint;
• IRC 30-1968:Standard Letters and Numerals of Different Heights Use
in Highway Signs and
• IRC 31-1969:Route Marker Signs for State Roads
Hot applied thermoplastic paints will be proposed for better visibility and longer service
life (ref. Art 803-MOST Specifications).
However, all efforts will be made to keep up with new developments by conducting
deliberations and seminars. Frequent reference to codes and manuals are necessary to
be updated with revisions if any.
7.3 TYPICAL CROSS-SECTIONS
Typical cross sections for two laning and four laning with paved shoulders to be adopted
is shown below.

Figure 7.2 The typical cross-section of new 2-lane with paved shoulder
Figure 7.1 The typical cross-section of new 4-lane with paved shoulder

CHAPTER 8. KEY PLAN AND LINEAR PLAN
A location map of the project road is given in Figure 8.1.
Figure 8.1 Location Map
Google map showing the details of road side improvements, habitations, river crossing
are given in strip map attached with this report.

CHAPTER 9. DEVELOPMENT PLANS
9.1 GENERAL
The RFP document has been studied in detail and scope and the methodology to be
adopted for the said DPR has been enunciated in earlier paragraphs. Apart from this
during site visit on 20 April to 22 April 2015, documents available with National
highway division Chitradurga as also offices of Karnataka PWD at Shimoga, Hubli and
Mangalore were examined.
9.2 EXISTING DEVELOPMENT PLANS AND WORK IN PROGRESS:
After study of the project alignment it is the considered view that major opposition
centre falling along the project need to be bypassed. Various options for bypasses to the
towns were considered and depending upon the designed considerations the alignments
have been proposed which are explained in subsequent paragraphs.
9.2.1 Re-Alignment Section in Kollur
The alignment, four lane, indicated below runs parallel to the river and is devoid of high
embankments, builtup areas etc. and meets the design parameters.

Length of Existing alignment = 1600 mts
Length of Proposed Re alignment = 1400 mts

9.2.2 Re-Alignment Section in Hosanagar
The proposed bypass alignment involves minimum land acquisition as it followes the
existing road to a large extent. However from design point of view certain portions of the
bypass may have to be realigned.
Length of Proposed RE alignment = 1900 mts

9.2.3 Re-Alignment Section in Shikaripur
In this case it is proposed to incorporate the existing road between Ambedkar circle and
Doddapete circle. Beyond Doddapete circle a new alignment has been proposed which
merges with the highway well outside the population centre of shikaripur. This
alignment will involves in lesser land acquisition and also avoids builtup areas. The
limiting factors would be development of junction at Ambedkar circle.
Existing road to be Proposed Re alignment = 1300 mts

9.2.4 Re-Alignment Section in Masur
The population centre of Masur has been bypassed with the suitable alignment as
shown below. This alignment avoids the sharp turn with in masur town.

9.2.5 Re-Alignment Section in Halageri
Existing alignment passes through Halageri town and has very sharp bends which are
unsuitable from the design part of view. A bypass has been necessitateand the proposed
alignment is shown below.
Existing road to be Proposed Re alignment = 500 mts

CHAPTER 10.QUALITY ASSURANCE PLAN (QAP)
The Quality Assurance Plan (QAP) is the Consultant’s commitment for producing a
quality Feasibility and Detailed Project Report for the Client, IAHE. As a 1st step of the
contract for the consultancy Services, a Quality Assurance Plan (QAP) is being
submitted to IAHE.
10.1 OBJECTIVES OF QAP
 Is to set quality standards for performing the entire assignment
 Follow the set procedure and flow in collecting data, information
 Adhere to standards and codes in performing the designs
 Attribute responsibility to project team members
 Overall to ensure that the report follows the set and acceptable standards.
10.2 QUALITY ASSURANCE (QA)
It is of great importance to maintain consistency in design, careful preparation of

drawings and infallible design work of any projects by the consultants. The quality of
this work is a vital ingredient in the successful completion of design work and
implementation of the project both for the new highways and for upgrading and
maintaining the existing roads
Our company is an ISO 9001:2008 certified company, our edge in terms of delivering
high quality products requires effective quality assurance mechanisms. For this we have
developed and are applying a quality assurance system, which is compliant with ISO
9001:2008. Our quality assurance systems may be divided into three phases:
4) Pre-implementation phase
5) Implementation
6) Quality assurance of outputs
At the pre-implementation phase the Team Leader will focus on: (a) ensuring that there
is a clear understanding of the ToR and the expectations of the client of the required
work and outputs and (b) that the team members identified for the assignment are fully
qualified to undertake the assignment. Infra support will detail the Quality Assurance

Plan (QAP) for all field studies including topographic surveys, traffic surveys,
engineering surveys and investigations and documentation activities. The detailed QAP
will be discussed and finalized with the concerned NH officials immediately upon the
award of the Contract. The same shall be submitted within the stipulated time and
strictly adhered to. The QAP will become a guide to both consultants and the client in
executing the assignment as well as monitoring the activities.

CHAPTER 11.DRAFT DESIGN STANDARDS
Geometric Design Standards of Highway (Plain Terrain, as per IRC 73 –1980)
S. No Description As per IRC
01. Design Speed (km/h) 100 / 80
02. Land Width (m) Normal : 45m, Range : 30 – 60m
03. Building lines (m) 80m (Overall width between Building Lines)
Roadway width (m)
- For 2-lane carriageway 12.0

04.
- On culverts (upto 6 m Span) Same as for road section
- On bridges (more than 6m span) 7.5
Carriageway width (m)
05. - for 2 lane carriageway with paved 10.0

shoulder
Shoulder width (m)
- Paved shoulder 1.5

06.
- Hard shoulder 1.00
- Total Width 2.50
Camber (percent)
- Carriageway 2.5
07.
- Paved Shoulder 2.5
- Hard Shoulder 3.0
Sight Distance (m)
08. - Safe stopping sight distance 180/120 for 100/80 kmph respectively
- Intermediate Sight Distance 360/240 for 100/80 kmph respectively
Radius of horizontal curve (m) for which Min : 395 ; Desirable 1780* for 100 kmph
09.
no super-elevation is required Min : 255 ; Desirable 1140* for 80 kmph

As per formula
e = V2 / 225R
Where e = super elevation in metre per metre

10. Super-elevation (e%)
V = design speed (km/h)
R = radius (m)
Subject to maximum of 5%
General notes on Horizontal Alignment :
i) Long tangent sections exceeding 3 km in length should be avoided;
ii) Broken-back curves should be avoided or at least separated by 10 second travel time
11.
Minimum curve length should be 150 metres for 5 degree deflection angle and increased
iii)
at the rate of 30m for 1 deg. decrease thereafter.
iv) Extra widening should be provided for all curves with radius less than 300m
Where, C = 0.5 / 0.516 for 100/80 kmph
V = the design speed in km/h
R = the radius of circular curve in metres
b) Ls = EWB
Length of transition curve, Ls (m)
Where, E= super-elevation provided for the curve
12. (To be obtained from the maximum of
W = Rate of change in super-elevation, normally 1 in
the three formulas)
150
B = width of the carriageway
Where, V = the design speed in km/h
R= the radius of circular curve in metres
Maximum gradient
i Ruling 1 in 30 (Plain and Rolling Terrain)

13.
-ii Limiting 1 in 20 (Plain and Rolling Terrain)
iii Exceptional 1 in 15 (Plain and Rolling Terrain)
To be designed for sight distance mentioned at S. No. 9

14. Summit & valley curves (m)
and minimum length = 0.6V

15. Vertical Profile 1m clearance between HFL and sub-grade
Minimum gradient for drainage in case Min : 0.5% for lined drain
16.
of kerbed pavements and sections in cut Min : 1.0% for unlined drain
17. General notes on Vertical Alignment :
Vertical Clearance for Underpasses (m)
a) ROB 6.25m
18.
b) Vehicular Underpass 5.5m
c) Pedestrian / Cattle Underpass 3.0m
Geometric Design Standards of Highway (Hilly Terrain, IRC 52-1981 & SP – 48-1998)
S.No Description As per IRC
01. Design Speed (km/h) 50 / 40
02. Land Width (m) Normal : 24m, Range : 20m
03. Building lines (m) 3-5m setback from road boundary
Roadway width (m)
04. - for 2 lane carriageway 8.8
- On culverts (upto 6 m Span) Same as for road section
- On bridges (more than 6m span) 7.5
Carriageway width (m)
05. - for 2 lane carriageway with paved

7.5
shoulder
Shoulder width (m)

06.
- Hard Shoulder 0.65
- Total Width 0.65
Camber (percent)
07. - Carriageway 2.5

- Hard Shoulder 3.0
Sight Distance (m)
08. - Safe Distance (m) 60/45 for 50/45 kmph respectively
- Intermediate Sight Distance 120/90 for 50/45 kmph respectively
Radius of horizontal curve (m) for which Min : 100 ; Desirable 450* for 100 kmph
09.
no super-elevation is required Min : 65 ; Desirable 290* for 80 kmph
As per formula
e = V2 / 225R
Where e = super elevation in metre per metre

10. Super-elevation (e%) V = design speed (km/h)
R = radius (m)
Subject to maximum of 5%. In critical cases a

maximum value of 7% may be adopted.
General notes on Horizontal Alignment :
Reverse curves should be ensured with sufficient length in between for introduction of
i)
requisite transition curves;
11. ii) Compound curves may be used with a limiting ration of 1.5 : 1;
Minimum curve length should be 150 metres for 5 degree deflection angle and increased
iii)
at the rate of 30m for 1 deg. decrease thereafter.
iv) Extra widening should be provided for all curves with radius less than 300m

Where C = 0.64 / 0.635 for 50/40 kmph
V = the design speed in km/h
R = the radius of circular curve in metres
b) Ls = eWB
Where e = super-elevation provided for the curve

Length of transition curve, Ls (m)
W = Rate of change in super-elevation, normally 1
12. (To be obtained from the maximum of
in 60
the three formulas)
B = width of the carriageway
B & W will also depend on the method of

attainment of super-elevation.
Where, V = the design speed in km/h
R= the radius of circular curve in metres
Maximum gradient
i Ruling 1 in 20
13.
-ii Limiting 1 in 16.7
iii Exceptional 1 in 14.3
To be designed for sight distance mentioned at S.

14. Summit & valley curves (m)
No. 9 and minimum length = 0.6V
= (30+R)/R, max : 75/R
Grade Compensation at Curves on Hill where R = Radius of circular curve in m.

15.
Roads No grade compensation is required for gradient
flatter than 4%.
16. General notes on Vertical Alignment :
17. Vertical Profile 1m clearance between HFL and sub-grade
Minimum gradient for drainage in case Min : 0.5% for lined drain
18.
of kerbed pavements and sections in cut Min : 1.0% for unlined drain

Vertical Clearance for Underpasses (m)
d) ROB 6.25m
19.
e) Vehicular Underpass 5.5m
f) Pedestrian / Cattle Underpass 3.0m

CHAPTER 12.LAND ACQUISITION PLAN
12.1 LAND ACQUISITION PLAN
The Land Acquisition Plan for the proposed widening of highway and corrected
alignment of the existing highway will be prepared after acquiring the data from
relevant Authority such as the District Collector/BLRO/'Amin'.
The Consultant has initiated the efforts to obtain all land records along the highway.
The acquisition plan will be framed after Strip plan and final Highway horizontal and
vertical profile are finalised and approved by IAHE.

CHAPTER 13.SUMMARY AND CONCLUSION
13.1 SUMMARY
The consultant has mobilized and initial site visit was carried out in April 2015.
Complete project alignment was visited and due interaction was carried out with local
PWD officials. During the site visit, an assessment of the general terrain, condition of
pavement, type of major/minor bridges etc was carried out. Details of existing Right of
way (ROW) indicated ine the report need to be confirmed in due course as no ready
records were available. Initial appreciation of flow of traffic from neighboring towns of
Shikaripur, Anandapur, Hosanagara was carried out.The information obtained has been
tabulated in various preceding chapters. The issue of realignment and provision of
bypasses at Kollur,Hosanagara,Shikaripur, Masur and Halagiri have been duly
explained.
Depending upon the scope and timeframe available a detailed methodology and work-
program has been evolved.
13.2 CONCLUSION / NEXT STEP
It will be the endeavor of the consultant to deploy adequate resources for timely
preparation of the DPR. At frequent levels interaction with IAHE officials will be carried
out for obtaining concurrence regarding issues of importance.

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Preparation of Detailed Project Report for up

gradation of Haveri to Baindur Section of

Infra Support Engineering Consultants Pvt. Ltd

Draft Inception Report

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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Draft Inception Report

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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Draft Inception Report

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

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

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