Project Preparation and Implementation Consultancy Services Draft Detailed Project Report

(PPICS) for Widening of Two Lane to Four Lane and

Strengthening of Existing Service Roads of Gandhinagar-Koba-
Hansol (For Express Corridor Phase-I Km 3.200 to Km 14.600)

1 Design Standards

1.1 General

Project road is an essential port connectivity to Vizhinjham Port to Mukola town, the alignment is partial greenfield
alignment and will be access controlled corridor with limited access allowance to local road users. Heavy cargo
containers from Port will be traversing on this corridor once the project execution is completed.

1.2 Terrain Classification

The following terrain classification has been recommended in Clause 4.1 of IRC-73: 1980

Terrain classification Percentage Slope of the country

Plain 0 – 10
Rolling 10 – 25
Mountainous 25 - 60
Steep >60

Project Stretch falls in Plain/Rolling Terrain category and hence accordingly design is based on
guidelines for Plain Terrain.

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Project Preparation and Implementation Consultancy Services Draft Detailed Project Report
(PPICS) for Widening of Two Lane to Four Lane and
Strengthening of Existing Service Roads of Gandhinagar-Koba-
Hansol (For Express Corridor Phase-I Km 3.200 to Km 14.600)

1.3 Guiding Principles

While carrying out the geometric design, the following points were taken into consideration:

 The designed facility shall not become obsolescent before the design year.
 Design shall be consistent and the standards followed for different elements
shall be compatible with one another.
 The design shall cover all geometric aspects of the road including signage,
grade separated structures, VUP’s, etc.
 The design will be worked out, aiming at minimizing the vehicle operating cost,
including initial cost and cost of maintenance etc.
 The design will take into consideration the environmental, aesthetic and
landscaping aspects of the project road.

1.3.1 Standards for At-Grade Intersections

The standards proposed in IRC SP: 41 – 1994, “Guidelines for the Design of At-Grade
Intersection in Rural and Urban Areas” have been applied.

1.4 Traffic Signs, Road Markings and Other Furniture (IRC-67 2012, IRC-35 2015)

The design of traffic signs and road marking shall be done according to IRC standards. The
road markings shall comprise of carriageway markings, markings on intersection, hazardous
locations, parking areas etc to ensure safe movement of traffic as it acts as a .

Adequate safety measures have been considered for the design of the project road. These are
indicated as below:
 Crash barriers
 Reflectors
 Proper super elevation and radii of curvature
 Traffic signage
 Lighting
 Drainage
 Seismic Stoppers for bridge structures

The safety during construction shall be achieved by providing;

 Signs (regulatory, warning and direction)

 Delineators
 Traffic cones and cylinders
 Drums
 Barricades
 Flagmen

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Project Preparation and Implementation Consultancy Services Draft Detailed Project Report
(PPICS) for Widening of Two Lane to Four Lane and
Strengthening of Existing Service Roads of Gandhinagar-Koba-
Hansol (For Express Corridor Phase-I Km 3.200 to Km 14.600)

1.4.1 Traffic Safety Measures

 The design layout and materials chosen for the safety barrier shall suitably blend
with the surroundings and shall further conform to IRC: SP 44 – 1994 and circulars
of MoRTH and shall be finalised in consultation with the client.
 Pedestrian guardrail shall be designed to control and guide pedestrian road
crossing movement safely.
 Steel single W-beam metal crash barrier shall be installed mainly at major
hazard locations. It will also generally be installed on sections of the road (a) where
the embankment height is more than 3 m (b) bridge approaches and (c) on the
outside of curves. These guardrails shall be installed along the edge of the outside
shoulder with an offset of 2.5 m from the edge of the pavement of carriageway.

All necessary road safety measures will be adopted during the execution of the project. It will be
mandatory for the contractor to strictly adhere to the safety norms for workers such as wearing
of helmets and reflective jackets etc, fixing proper barricades such as cones, delineators and
sheet barriers during the construction. Suitable provisions shall be made in the general
specifications in the tender documents.

1.5 Indicative Design Standards for Road

The geometric design standards are proposed for this project based on IRC 86-1983,
“Geometric Design Standards for Urban Roads in Plains” stipulations for horizontal and vertical
alignments. As mentioned below:

Design Parameters Arterial/Sub arterial streets

Design speed
1 Max – Min 80-60 km/hr
Arterial-Sub Arterial Road
2 Lane width 3.5 m
3 Parking Lane 3.0 m
4 Footpath 3.0 m
5 Shy away on median edge 0.25m
Cross-slopes Carriageway 2.0-2.5 %
6
Footpaths 3.0-4.0%
7 Maximum super elevation 7.0 %
Minimum horizontal curve radius  For 80 Km/hr 265 m
8
 For 60 km/hr 150 m
Radii beyond which super elevation  For 80 Km/hr 1100-1400 m
9
not required  For 60 km/hr 640-800 m
10 Super elevation runoff rate  For Plain <1 in 150
Transition curves to be used with length of spiral equal to length of super
11
elevation runoff
For curve radius
Extra widening of carriageway on >300m Nil
12
curves 101 to 300m 0.6m
61-100 0.9m
Gradient
 For Kerbed Pavements Desirable Minimum  0.5 %,
13 Absolute Minimum  0.3%,

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Project Preparation and Implementation Consultancy Services Draft Detailed Project Report
(PPICS) for Widening of Two Lane to Four Lane and
Strengthening of Existing Service Roads of Gandhinagar-Koba-
Hansol (For Express Corridor Phase-I Km 3.200 to Km 14.600)

Minimum Length of Vertical Curves min. Max.

14 / Grade change not requiring curve grade
Design Speed
vertical curve length change
80 km/hr 50m 0.6%
65 km/hr 40m 0.8%
Vertical curve ‘K’ values For design Speed Crest Sag
15 Crest vertical curve/Sag vertical 80 km/hr 33 26
curve 65 km/hr 19 18
Electrical lines 6.0m (Up to 650 V)
H.T.Electrical lines 6.5m (More than
16 Vertical clearance
Telecommunication 650 V)
Lines 5.5m (Up to 110 V)

1.6 Design Speed

Design speed is related to the function of a road. Keeping in view the type of functions
expected of each class of the urban road system. The proposed design speeds for different
categories as per IRC: 86-1983 are as follows:

Table 1.1 Design Speed

Design Speed
Terrain Categories
(kmph)
Arterial 80
Sub-arterial 60
Collector Street 50
Local Street 30

A lower or higher value compared to that designated in above table may be adopted depending
on the presence of physical controls, roadside development and other related factors. The
Project road will work as Subarterial to Local Access Road connectivity and hence looking to
aspect adjacent land use and safety of vulnerable road user though average speed of 50 kmph
and higher is achieved in design, the relevant traffic calming measure for restricting speed to 30
-40 kmph are proposed.

1.7 Cross-Sectional Elements

1.7.1 Carriageway Width

Recommended carriageway widths are shown below:

Carriageway Width
Description Widths (metres)
Main Port Road (Four Lane) 7.5+1.5 Med+7.5
Service Road Ramp 3.75
Proposed NH Configuration 10.5+1.5Med+10.5
Slip Lanes/ Access Loops to Terminal 3.5+1.5+1.5 PS

4
Project Preparation and Implementation Consultancy Services Draft Detailed Project Report
(PPICS) for Widening of Two Lane to Four Lane and
Strengthening of Existing Service Roads of Gandhinagar-Koba-
Hansol (For Express Corridor Phase-I Km 3.200 to Km 14.600)

1.7.2 Camber

Camber or cross fall is adopted as follows for straight sections

Sr. No. Surface Type Camber

(i) Gravelled or WBM surface 2.5 to 3%
(ii) Thin Bituminous surfacing 2 to 2.5%
(iii) High type bituminous surfacing or cement concrete 1.7 to 2%
surfacing

For paved footpaths, cross fall of 2.5-3 % is adopted.

1.7.3 Sight Distance

Safe stopping sight distance, both in the vertical and horizontal directions will apply in design
considering divided carriageway. The sight distance values as per IRC recommendations are
as follows:

Table 1.2 Safe Stopping Sight Distance

Design Speed (km / h) Safe stopping sight distance (m)

30 30
50 60
60 80
80 120

1.8 Horizontal Alignment

1.8.1 Radii of Curve

The project road passes through curve portions and wherever curves are to be designed, the
same shall have minimum radius as per IRC. The minimum and desirable minimum radii of
horizontal curves for the various classes of terrain as per IRC: 86: 84-1983 is given in Table 1 .
3

Table 1.3 Minimum Desirable Radius

Minimum radius (metre) when super elevation is

Design Speed
limited to
km/h
7% 4%
30 30 40
50 90 105
60 130 150
80 230 265
1.8.2
Super - Elevation

The super elevation at curves is arrived at as per the following equation:

e=V2/225R
Where,
e = Super elevation in metre per metre
V = Speed in Km/Hr

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Project Preparation and Implementation Consultancy Services Draft Detailed Project Report
(PPICS) for Widening of Two Lane to Four Lane and
Strengthening of Existing Service Roads of Gandhinagar-Koba-
Hansol (For Express Corridor Phase-I Km 3.200 to Km 14.600)

R = Radius in meters.

Super elevation obtained from the above expression should be limited to 7%. However, on
urban sections with frequent intersections, it will be desirable to limit the super elevation to 4%
for convenience in construction and for facilitating easy and safe turning movement of vehicles.
(IRC: 86-1983)

1.8.2.1 Method for attaining super-elevation

Dual – inner edge pivot of both carriageways at different chainage is used for attaining super-
elevation. This method pivots the dual carriageway about the inner edge strings of both
carriageways using different chainage, so that the central reservation levels are not changed.
The application of super-elevation to the left and the right carriageways will start (or end) at
different chainage, to ensure that the rate of change remains the same for both. The method is
explained in the following Figure 1 .1

Figure 1.1 Super Elevation Attainment

1.8.3 Minimum Curve Radius

Minimum radius of curve adopted as per following table given in IRC: 86-1983.

Table 1.4 Minimum Radius of Horizontal Curve

Minimum radius (m) when super

Design Speed
elevation is limited to
(Km/h)
7% 4%
30 30 40
50 90 105
60 130 150
80 230 265

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Project Preparation and Implementation Consultancy Services Draft Detailed Project Report
(PPICS) for Widening of Two Lane to Four Lane and
Strengthening of Existing Service Roads of Gandhinagar-Koba-
Hansol (For Express Corridor Phase-I Km 3.200 to Km 14.600)

1.8.4 Transition Curves

The rate of change of super elevation is being considered not steeper than 1 in 150. It is found
that transition curve lengths designed by following IRC: 86 – 1983 are insufficient in four lane
situations, where the carriageway is rotated about the median edge. Hence the following three
formulae are used for calculating the transition lengths and the maximum value is being
adopted for design:

Ls = 2.7 V2 / R from IRC: 86 – 1983

Ls = 0.0215 V3/ CR
Ls = e x w x 150 considering rate of change of super elevation

Where:
R - Radius of curve in metres
V - Vehicle speed in Km / hour
Ls - Length of transition in metres
C - Rate of change of acceleration.
E - Rate of change of super elevation
w - Width of road in metres

1.9 Vertical Alignment

Vertical alignment in urban areas is governed by adjoining building line and entrances levels
and levels of intersection and median openings.

1.9.1 Gradient
Urban roads carry mixed traffic including slow moving vehicles like bicycles and animal\hand
carts. Apart from this, urban roads have intersections at frequent intervals. Considering this, a
gradient of 4 percent is considered as a maximum grade for urban roads. On roads carrying
predominantly slow moving traffic, however gradient will not exceed 2%.

Table 1.5 Adopted Minimum Gradient

Design Element Gradient
Desirable Minimum (%) Absolute Minimum (%)
Kerbed Pavement 0.5 0.3
(IRC: 86-1983)

 Vertical Curves are provided at every grade change.

 The length of vertical curve will not be less than 50 m .
 Number of PVI will not be more than 6 in one km.
 At locations of sight deficiency, at least stopping sight distance (SSD) is
provided.

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Project Preparation and Implementation Consultancy Services Draft Detailed Project Report
(PPICS) for Widening of Two Lane to Four Lane and
Strengthening of Existing Service Roads of Gandhinagar-Koba-
Hansol (For Express Corridor Phase-I Km 3.200 to Km 14.600)

1.9.2 Vertical Curves

Vertical curves are designed to provide for visibility at least corresponding to the safe stopping
sight distance. More liberal values are adopted wherever this is economically feasible.
Maximum vertical gradient is limited to 4% in plain sections.

1.9.3 Vertical Clearance

The vertical clearances are being adopted as per Pocket Book for Highway Engineers (Second
Revision) published by the IRC, New Delhi in 2002 and other related IRC codes.
 Vertical clearance for power / telecommunication lines (IRC : 32-1969,
Clause 4.1)
Lines carrying low voltage up to 110V 5.5 m minimum
Electric power lines up to 650V 6.0 m minimum
Electric power lines > 650V 6.5 m minimum
It is however mentioned here that the vertical clearness shall be got confirmed from Electricity
Transmission company, Corporation / Telecommunication Department.
1.9.4 Cross-Fall
Each carriageway will have unidirectional cross fall. The cross-fall for the flexible pavement will
be 2.5%.
1.10 Geometric Design Control

 Brief aspects of restricted geometric standards due to unavailability of land or

access control issues are briefed as follows.

1.