DIRECTORATE GENERAL G ER ROADS TECHNICAL INSTRUCTION NO. 9 RECONNAISSANCE SURVEY AND TRACE CUT (RSTC) OF HILL ROADSRECONNAISSANCE SURVEY AND TRACE CUT (RSTC) OF HILL ROADS 1. Introduction Fe] The efficacy of the hill road project is greatly influenced by the quality of survey and investigation for selection of the route and marking of the alignment. Therefore, the route alignment in hilly areas requires thorough integrated analysis of various aspects of the highway planning, route determination and survey. This T | No. 9 RECCE, SURVEY & TRACE CUT (RSTC) deals with route deter- mination and alignment survey of hill roads., BRO have conducted route selection and alignment surveys for a large number of road projects on the basis of instructions issued from time to time, supplemented by standards laid down by the Indian Roads Congress and the Ministry of Surface Transport (Roads Wing). This Technical Instruction brings out the current state of art on the subject and will be applied as methodology and guidelines for Recce Survey And Trace Cut (RSTC) for adoption by BRO. The subject of route alignment of hill roads is very vast and has large number of ramifications and combinations of the ground conditions which can not be summarised in simple and capsule form. Therefore, this T | will be applied, suplemented by reference to other authoritative works, guidelines of IRC, Ministry of Surface Transport (Roads Wing), BRO etc for exhaustive knowledge and studies. 2. Guiding Principles 21 An effective plan is built upon a determination and/or having insight of the needs. The first step will be the collection of information about the needs and the measurement of these needs, Based on the administrative, developmental, strategic and other needs, the obligatory points to be connected, will be determined. The obligatory points will be the extreme termini and other traffic generating or strategic points if prescribed by the determination of needs.2.3 24 25 2.6 The straight line provides the shortest distance between two obligatory points but in case of hill roads, consideration of major Control points is essential. These control points are consequent to terrain, topography, climatic hazards and natural disturbances. These control points are:- (a) Control Avoid Points including but not limiting to slide/fall/flow zones, geologically unstable hill slopes, sinking areas, high ridges with closely spaced contours, false spurs or screes, confluence points of major rivers, blind valleys, etc. (b) Control Adopt Points including but not limiting to suitable site for river crossings, saddles, passes, etc. The route alignment should meet the geometric standards laid down in DGBR T | No. 1. The most important guide line for observance is the achievement of the laid down longitudinal gradient. The route should also consider the followings:- (a) Environment requirements, (©) To fit well with the landscape, (c) Meet the traffic needs/services, and (a) Provide comparatively comfortable drive from the climatic point of view. To achieve the objective, it will be necessary to make a detailed survey and investigation before the alignment is finally decided, Various factors, which will be kept in mind, have been listed in Appx ‘A’ to the Technical Instruction. Although all these factors may not be applicable to each and every road project, Recce officer/ Engineer Authority has to exercise his own judgement to reach an optimum balanced solution in the light of technical soundness and the cost of construction, Route determination thereafter becomes largely an economic analysis of various alternative routes. Selection of proper alignment of the route should provide for the least cost of construction andits periodic maintenance. 3. Stages for Route Determination and Fixing The Alignment 31 3.4 The operations for conduct of Survey and investigation for the route determination and marking on the ground is termed as Recce Survey and Trace Cut (RSTC) with the objective to collect sufficient data to determine road location and to prepare the Project Documents and Approximate Project Estimate. RSTC is done in the following stages:- (a) Reconnaissance, (b) Survey, (e) Trace cut. Reconnaissance or reconnaissance study will essentially be a general over-all look of the entire area for alternative routes and for comparision of topographic features and the cost of the various possible alternatives, and thereby to determine most suitable route for further more detailed development. Occasions may arise where the expected adverse impact on the environment of the different alternatives may warrant the detailed survey and investigation of more than one alignment. This exercise will be done under this stage of Reconnaissance or reconnaissance studies for the purpose of determining the most feasible and suitable route for detailed studies under the next stage Survey. The Survey stage will include large scale instrument survey conducted for the purpose of running the base-line along the route previously selected on the basis of the reconnaissance and for collecting necessary physical information, With the data collected, it should be possible to prepare Approximate Project Estimate within reasonably close limits for obtaining the Administrative Approval. The survey stage will be followed by trace cut or marking reference points corresponding to the route alignment, and also to facilitate access to the area for inspection and subsequent studies.4. Reconnaissance Survey 41 4.2.1 4.2.2 Operations: The Reconnaissance Survey and Studies will be conducted in the following sequence:- (a) Study of Existing Data (maps, photographs & reports). (b) Aerial Reconnaissance. (ec) Ground Reconnaissance, (qd) Reconnaissance in detail of inaccessible and difficult Spots. (e) Reconnaissance Report-preparation of. Study of Existing Data: The quality of reconnaissance study will vary directly with the amount of knowledge and information collected with reference to the area to be traversed by the road/route. All out efforts will be made to collect available wealth of data including but not limiting to the list of documents for Map study given in Appendix ‘B’. Out of the list, survey maps and reports may be in the development stage and/or may have to be specially arranged but every effort will be made to collect as much details and data as possible. In order to exercise administrarive check, the Recce officer will be required to make a mention in the Recce Report about the efforts made and the documents/maps collected, studied and referred to during the Recce stage out of the list given in Appendix ‘B’. The map-study is an exercise for conceptualisation of general direction for tentative proposals of alternative alignments of the proposed road projects and to mark the same on the topographical sheets. This will be done at the Project or at the HQ Task Force, if so instructed by the Chief Engineer of the Project. While no hard and fast rules can be laid down, this T | gives the following general methodology, sequence of operations and guidelines:- (a) Topographical sheets in the scale of 1 : 50,000 will be procured(©) (c) @ (e) 0) (9) (h) and these will form the basic document for the map study. Obligatory points with the levels will be marked on the topo- sheets. The data extracted from other maps and reports listed in Appx ‘B’ will be super-imposed on the toposheets to have an over-view of the terrain, physical features and the existing transportation facilities. Existing tracks or village routes connecting or passing close to the obligatory points will be highlighted and will be utilised in exploring the possible alternative alignments. In addition to above route-lines, the spread or closeness of the contours and/or levels of the vantage points in the area will be closely studied to conceptualise and mark the general direction of other possible route lines. The obligatory points will be connected by pencil on the toposheet by an exercise of negotiation of contours on the tentative route lines while maintaining the limit of gradient prescribed in the Geometric standards (Refer T. |. No. 1). With the above exercise, a number of tentative route lines for alignment will be marked by pencil on the toposheet. The physical features and the Control Points (Control Adopt Pts and Control Avoid Pts) falling on the tentative route lines will be studied in detail. If necessary, data will be again extracted from other maps and reports and superimposed on toposheet. The tentative route lines involving major problems of physical features effecting the stability of the road will be deleted. For the remaining alternatives, the locations and levels of the Control Adopt Points like crossings, passes,saddies, etc will be carefully extracted and marked on the toposheet. Each route line will be sub-divided into stretches between Obligatory Point and Control Adopt points for further map study of each stretch. The route line of each sub-division will be manipulated to avoid the Control Avoid Points/Locations and refixed to negotiate the contours fo match with the prescribed gradient. In case the4.3.1 4.3.2 Control Avoid Location cannot be avoided in full, the route will be so designed that the stability of road structure is not compromised and the geometric standards are within acceptable limits. @ The above process will be continued with each sub-division and thereafter the entire route line(s) will be marked. Two or more feasible routes will be so arrived at. (k) Aerial photographs of the alternative routes will be arranged to supplement the information and derivations from the topographic maps. In case the aerial photographs of the alternative route are not available, it will be arranged at least for the problematic and inaccessible areas and for the Control Points on the proposed routes. Interpretation of aerial photographs has proved to be an effective technique, since it covers relatively large area in one picture and provides a three dimensional over-view of the terrain. It will be used to demarcate the boundaries of landslides and to have an apprisal of inter-relation between topography, drainage pattern, surface cover, geological aspects and morphological features in the area, It will help to define the Control Points. The information collected will be marked on the toposheet. () Thus, two or more feasible alternative routes will be developed on the toposheets with specific markings or Control Points and Physical features for further studies and survey, Aerial Reconnaissance Aerial reconnaissance will provide a general comparison of the alternative alignments. It will help to identify factors which call for projection or modification of any of the alignments. Aerial feconnaissance is useful in verifying the correctness of the Obligatory and Control Points marked on the topogaphical maps. Decision about the alignments to be studied on the ground can be taken on the basis of aerial reconnaissance. The aerial reconnaissance will be carried out by a team detailed by the Chief Engineer. The Recce Officer and the Map Study Officer(s) will be associated in this task.4.3.3 43.4 43.5 4.41 The aerial recce team will carry the documents and instruments with them as listed in Appendix ‘C’ ‘List of Instruments & Documents for Aerial Reconnaissance. The recce party will fly over and survey the area covering the possible routes selected from study of maps as well as aerial photographs to examine the points including but not limiting to:- (a) Correctness of Obligatory and Control Points and physical features as marked on the topo-sheets. (b) The magnitude of the slides, falls and/or flow zones and problematic locations. (e) The possible route alignment in inaccessible areas and avalanche prone locations. (a) Suitable sites for river crossings alongwith the approaches. (e) The topography, drainage patterns, surface cover, geological aspects and human activities of the area. (f) Feasibility of the alternative routes marked at the map-study stage. After the aerial recce is over, the Team Members will discuss their observations on the following aspects:- (a) Selection of alternative routes. (©) Corrections, if any, to the approximate positions of control points and also marking of such control points not found on the maps/photographs. (e) Corrections, if any, for preparation of revised tentative route maps, for carrying out the Ground Reconnaissance. Ground Reconnaissance The various alternative routes found feasible, as a result of study of maps, aerial photographs and aerial reconnaissance, will be further examined physically in the field by ground reconnaissance (by4.4.2 4.4.3 4.4.4 4.4.5 4.4.6 4.5 4.5.1 walking on the routes) for data collection and also to have a comparative study of the select routes. Ground Reconnaissance Team is to consist of:- (a) AEE (C)/AE (C) —- 1 (b) Supdt B/R Gde I/I] acces (c) Survey D/Man/Overseer —- 2 (Q) Nursing Asstt ee) (e) Adm cover (Pioneers) — onas required basis. (f) Casual Personnel Labours — onas required basis. (g) Local Language Interpreter — 1 Survey Instruments and essential kits which will be useful to the Ground Reconnaissance Team during survey are given in Appendix *D’—List of Instruments & Documents For Ground Reconnaissance. Tentage, ration and cooking utensils, ropes, personal clothing, light transport or mules, weapons against wild life, etc. to be taken on fequirement basis as decided by OC R.C.C. Arrangements for timely delivery personal mail will be ensured by RCC. While surveying on the ground, it will be ensured to establish teference pegs and reference marks on tree trunks to facilitate further survey operations. Points on which information will be collected during ground reconnaissance are listed in Appandix ‘E’—Data to be Collected During Ground Reconnaissance. The Data sheet will be maintained for each alternative alignment separately. The data sheets will be condensed and tabulated in comparative study format as given in Appendix ‘F’—Summary of Data Survey of Alternative Routes. Final Reconnaissance Of Inaccessible And Difficult Stretches An overview of the result of map study, aerial reconnaissance and4.5.2 46 4.6.1 4.6.2 ground reconnaissance will be taken for assessing requirement of further examination of certain difficult areas. Repeated ground reconnaissance of such specific locations will be carried out. Such areas will also be inspected by Senior Officer (s) and the obser- vations will be recorded. With the reconnaissance studies and data collection, it will be Possible to make fair comparison of the merits/demerits of the physical features of the alternative alignments and the stability of the road structure. However, at times, the physical features are such that the last round of aerial reconnaissance may be required to clear doubts. Reconnaissance Report The data of the map study, aerial reconnaissance, ground recon- naissance, etc. as described above will be screened, analysed, summarised and presented in the Reconnaissance Report for the key decision on the choice of the final alignment. This report will be complied having the following parts:- Part! — REPORT — Statement of Case. Partll — APPENDICES — Data Collection and Computation. Part ll — DRAWINGS — Sketches & Plans, Part | — REPORT : The general format of the Report will consist of the following contents:— + Introduction. * Existing Data. * Alternative Alignments Considered. * Description of Control Points. * Description of Alternative Alignments. * Description of Major River Crossings.4.6.3 46.4 47.1 . Assessed Cost of Works of Alternative Alignments. Comparison of Alternative Alignments. Final Selection of Route Alignment. Conclusion, Part Il - APPENDICES:- Data Collected During Ground Reconnaissance (Format as per Appx—'E’). Summary of Data of Alternative Routes (Format as per Appx—'F’). Statement Showing Proposals for River and Nallah Crossings (Format as per Appx—'G’) Estimation (Assessment) of Cost of Alternative Routes (Format as per Appx—'H’). Comparative Statement of Alternative Routes (Format as per Appx—'J’). Part Ili - DRAWINGS - Sketches & Plans:- . Index Map Showing the Location of the Proposal. Topographical Maps Showing Alternative Alignments. “Sketches of Major Control Points/Problematic Spots. Sketches of Major River Crossings. Key Decision - Final Route Selection On the basis of the Reconnaissance Report, one alignment will be selected and decided for development by further survey and studies.4.7.2 475 The Officer Commanding, Road Constructien Coy will walk over the proposed alignment and recommend the alignment due to rea- sons of stability and suitability. The entire alignment or atleast pro- blematic areas should be inspected by TF Commander and CE. The Task Force Commander will record his approval of the proposed alignment. The acceptance of the route alignment by the Civil and Military authorities will be obtained. The acceptance of the route alignment by the Chief Engineer will be accorded. 5, Survey of Road Alignment 5.1 5.1.1 5.2.1 General The HQ Project/task Force will issue administrative orders for the conduct of the survey with clear points of reference and the composition of the team. The survey of the road alignment consists of pegging the route previously selected on the basis of the reconnaissance survey, tunning an accurate base-line along if for the purpose of taking fongitudina!l and cross-sections and collecting general information in detail, The Recce Officer (preferably the same officer who was associated with the initial recce) will be briefed at Project/TF Headquarters on the proposed road project and the various possible alternative alignments considered at the Reconnaissance Report, the topo- sheet and the maps wherein the tentative routes have been marked and other reports, maps, documents, etc. collected at the reconnaissance stage. Survey Procedure Starting point will be fixed by the Recce Team near the first obligatory point, preferably at a higher ground from the surrounding area from where one can see the next obligatory and/or some-nearby control points. A cement concrete block of5.2.2 dimension 30 cm x 30cm x 60.¢m with 20 cm projecting above the ground will be erected on which the Bench Mark/Altitude, chainage, etc. will be marked. From the approximate altitudes of two consecutive control/obligatory points (obtained from contour maps), the approximate distance between these points can be determined by taking into consideration the prescribed gradient flatter by 10 to 20% than the ruling one. One group of CP labourers is detailed to clear the jungle/vegetation ahead of the fixed point along the route for placing and sighting the survey instruments and ranging rods. The width of the jungle/vegetation clearance should be 0.6 to 1.2 m or even more if required. The direction of the route will be checked, Supervisor assisted by a Survey Draughisman will lay the route-line along the hill face with Ghat-Tracer at the fequired grade and direct the helper holding the ranging rod or flag staff in locating the appropriate position for grade and route pegs between the obligatory and/or control points. These grade-pegs will be placed at an interval of 30 m or more/less depending upon the site conditions. When the levelling staff is placed on the ground, the Supvr. directs the helper to drive in the grade-peg upto 20 cm deep into the ground and fixes the level as per required gradient approximately with the help of Ghat-Tracer, The distance between grade-pegs will be measured by metallic tape or chain and recorded in the Field-book. The serial number of the peg, its distance from the preceding peg, and the gradient (rise and fall) will also be written on the peg with paint. The indication of the grade-peg for the detailed survey party will be made by a clearly visible mark noticeable from a distance on the route. In field, it is generally done by debarking a portion of the nearby tree at the eye level and indicating with paint the direction, distance, the serial number and chainage of the connected peg. In places, where no trees are available, the hill face near the grade-peég is levelled and a pole about 2 m high with a cross-piece tied to it is firmly fixed near the peg to indicate the position of the connected grade-peg. In rocky stretches, the level line can be marked on the rock face with paint of appropriate shade (white) and requisite details as mentioned above are written just above the line. The Officer-iIn-Charge can suitably modify the method, depending upon the terrain and the local facilities available. The method should be that the detailed survey or construction team later on should not face any problem in locating the reference and§.2.3 5.2.4 5.2.5 5.2.6 5.2.7 grade-pegs enroute. The method followed should be clearly indi- cated in the Recce Report. Where a high hill range has to be crossed, it is essential to select a suitable passage or saddle (which is control point) and to work from top downwards. This is more convenient than working from bottom upwards, as in the latter case there is a possibility of missing the pass or saddle particularly in case of thick vegetation. The grade pegs form the base-line of the survey. The survey/ traverse along the base-line will be done by prismatic compass to mark the bearings of the flow of the route. Wherever there is obvious change In the direction, intermediate pegs will be fixed and bearings recorded. The results of bearings and gradients between chainages of pegs will be maintained in the Field-book. Cross-sections will be taken by Abney-level at the points of change of the hill scope and also the places having change of soil classi- fication. In normal circumstances, the cross-sections at 30m apart are taken, The soil classification (Ordinary Soil, Soil mixed with boulders, Soft fock and Hard rock) for each cross-section is recorded. In the case of mixed soll classification, the percentage of the composition will be mentioned. Ground details will be collected and recorded in the Field-book for salient features including but not limiting to the followings:— (a) Bad patches and Land-slide areas. (6) Drainage condition. (Cc) River Crossings. (a) Camp Sites. (e) Landing Grounds, Helipads & Dropping Zones. (f) Availability of construction materials. (g) Availability of Labourers.5.2.8 5.2.9 The Recce Officer will ensure regular checks on the accuracy of survey instruments and data recording. Weekly Progress Report incorporating the details of various items of works on the progress of ground reconnaissance & survey, will be Prepared by the Recce Officer and forwarded to the Road Construction Coy and this procedure is to be followed till the survey is completed. Trace Cut After pegging.the alignment, a team will be detailed for carrying out the Trace-Cut along the selected alignment. At times the Trace-Cut is done for part stretches of the route where the recce and survey has been completed in full. The Trace-Cut is done for a width of 1.0 to 1.2 m to facilitate/reference to the route and to have access to the area for inspection and survey. Where Trace-Cut is not possible along the alignment due to some reasons, these stretches be bye-passed by cutting the trace along either the top or bottom face of such areas. In rocky stretches of very dense jungle, where Trace-Cut Is difficult, platforms will be made of local forest produce i.e., timber or bamboos (machans), etc. supported over bally frame-work. These machans can be supported by cane or rope hung from trees above or by such local improvised methods, 7. Preparation of Plans/Drawings 7 Drawings: After the completion of Recce, Survey and Trace-Cut, the plan/drawings aré prepared out of the manuscript copies or hard-copy of the survey plans, The details of survey plan and Field-book will be transferred by tracing or re-plotting and will be superimposed one over the other as per the requirement to finalise the following drawings:- (a) Base-Line Survey Plan. (6) Longitudinal Section. (c) Cross-Sections.(Q) Plans/sketches of Bad and Important spots. Base-Line Survey Plan: It will be prepared to contain the followings:- (a) Base-Line Survey Plan & Bearing Chart. (&) North-South direction line. (c) Segments of Base-line. (d) Chainage of each peg. (e) «Gradient of each segment of Base-line. (f} Bearing of each segment of Base-line. (g) Important permanent features. (h) Marking special Topographical Features. () Drainage of the area. (k) Location & Span of River/Nallah Crossings. () Location of Underground Utilities. (m) Retaining, Breast & Toe Walls locations & dimensions. Longitudinal Section: It should be replotted from the available records to bring out the followings:- (a) Bench Mark and Datum Level. (b) Distance In metres. (c) R.L. along Trace-Cut. (Q) R.L. where level along Trace-Cut is not passing. (e) Proposed Gradient. (f) Type of Soil.Cross-Sections: These will be plotted and will have the following details:- (a) Chainage (location of the Cross-Section) (b) Width of Formation. (c) Height of Formation Cut or Fill. (Q) Angle of Cut-Slope or Fill. (@) Soil Classification. (f) Area at each Cross-Section in Cut/Fill. Plans & other. details: Sketches/drawings of the important tiver-crossings and special physical features willbe prepared. It will be ensured that the details of these sketches are correctly translated from field details and plans and are linked with reference of other drawings. 8. Report on Recce, Survey and Trace Cut (RSTC Report) 8.1 8.2 Contents: Report will be prepared with a view to have a summarised description of the details of the route to facilitate preparation of Approximate Project Estimate for obtaining sanction of the competent authority and for execution of the work on the ground. Copy of the Reconnaissance Report will be placed along with the RSTC Report as available documents for back reference. The contents of the RSTC Report will be in three parts:- Part! : REPORT - Statement of Case. Part Il : APPENDICES - Data Collection and Computation. Part tll; DRAWINGS - Plans & Sketches. Part |: REPORT - Statement of Case: It will be in the narrative form and will, in general, consist of the followings:- * IntroductionName of Work Reference of Administrative/Sponsoring Authority. Aim of Scheme. Constraints. Administrative Clearances, Terms of Reference. Road Geometrics. Methodology of Survey & Trace-Cut. Salient Features, Terrain. Physical Features. Meteorological Details. Bad Patches & Land-Slide Areas. Drainage Condition. Availability of Construction Materials. Availability of Labourers. Ground Features. Camp Sites. Landing Ground. Helipad & Dropping Zones. Conclusion,8.3 B.4 Part Il - APPENDICES - Data Collection & Computation: Certificate of Task Force Commander regarding suitability and stability of route alignment. Approval of alignment by Civil/Military Authorities, Data collection during Survey & Trace-cut (Format as per Appx ‘E’'—data collection-more in detail) Check list of Points about Environment and Erosion Control in the Construction of Road in Hilly areas (Check list as per Appx ‘K’), Abstract of KM wise Rise-Fall (Format as per Appx ‘L’). Gradient chart (Format as per Appx *M’). Location statement of Cross-Drainage Works (Format as per Appx ‘N’). Location Statement of Retaining/Breast/Toe Walls (format as per Appx ‘O’), Details of Bad Patch Soling (Format as per Appx ‘P’). Location’ Statement of Major & Minor Water Gaps showing proposal for Service Bridges (Format as per Appx 'Q’). Location Statement of Quarries of Stone, Aggregates, Sand and Water. (Format as per Appx ‘R’). Part Ill - DRAWINGS - Sketches & Plans: Index Map showing Alternative Alignments. Plan showing Final Proposed Route Alignment. Base-Line Survey Plan. Longitudinal Section. Cross-Sections.* Sketches of Major River Crossings. * Sketches of Bad Spots. * Quarry Chart of Stones, Aggregates, Sand, and Water. 9. Conclusion Al By adopting the correct procedure and methodology, lot of Infructuous work will be avoided and the responsibility of the job will be fixed to ensure good quality work.19 Appendix ‘A’ to T. I. No. 9 GUIDING PRINCIPLES GOVERNING ROUTE SELECTION OF A HIGHWAY General The road should be as direct as possible between the cities/towns and obligatory points to be linked. Minimum interference to agriculture and industry. Easy grades and curvature. Clear of obstructions e.g. cemetries, burning ghats, places of worships, archaeological and historical monuments, and as far as possible, clear of public facilities like hospitals, schools and play-ground, etc. Avoid interference with utility services like overhead transmission lines, water supply lines etc. Choice between changing the alignment or shifting the utility services should be based on study of the relative econimics and feasibility. Frequent crossing and re-crossing of railway line should be avoided. While crossing major rivers (waterways exceeding 100 m) effort should be to cross at right angles to the river flow, Crossing of medium/minor streams should be generally governed by the fequirements of the highway proper. if necessary, such small stretches could be made skew and located on flat curves. Alignment is to be fully integrated with surrounding landscape, with due understanding to its environmental impact, keeping adverse effects to the minimum. As far as possible, be located along the edges of properties so as to cause least interferences. 1.10 Avoid unnecessary and expensive destruction of wooded areas;1.12 1.13 where intrusion into such area is unavoidable it should be aligned on a Curve if possible, so as to preserve an unbroken back-ground, As far as possible, be close to source of constructional materials to reduce their haulage over long distances so as to be cost effective. Should pass through areas having good soil/permitting balancing of cut and fill quantities in formation. Marshy and low lying land, and areas having poor drainage and very poor embankment materials should be avoided. Also areas susceptible to subsidence due to mining operation will be bye-passsed, It will be advisable to bye-pass the built-up areas staying clear of the limits upto which the town or village is anticipated to grow in the future. : Hilly Areas The ruling gradient should be attained in most of the length. The hazardous terrain and other inaccessible areas will be avoided to the extent possible. Areas having perennial land-slides or setilement problems to be avoided. Locations along the river valley have the inherent advantage of comparatively gentle gradients, proximity of inhibited villages and easy supply of water for construction purposes. However, this solution has got certain disadvantages such as the need for a large number of cross-drainage structures and protective works against erosion. It would, therefore, be necessary to take up the various aspects into account before making the final selection. Least number of hair-pin-bends/zigs, in certain cases it may be expedient to negotiate ranges through tunnels. For such cases the decision should be based on relative economics or strategic considerations.27 Alignment which will receive plenty of sunlight should be given due preference. Snow-drift areas to be avoided. Unnecessary rise and fall should be avoided. Areas of reserve and wild life sanctuaries should be avoided as far as possible. Points of Guidance on Prevention of Soil Erosion Needing Attention in the Construction of Roads in Hilly Areas (RSTC Stage) The road construction project estimates should provide for not only the requisite scale of investigation but also the necessary measures against soil erosion so that these can be built into the project with adequate financial provision. Before finalising the alignment erosion potential of each alternative should be carefully examined and the one involving least dis- turbance to the natural ground should be preferred. Roads should not be located through geologically unstable strata. If this can be avoided study of the geological maps of the area and consultation with the local Geological Department will be helpful in this regard. Road alignment should avoid large scale cutting and filling and fol- low the profile of the land as far as possible. Use of tunnels to avoid deep cuts should be considered where feasible and economical. To the extent feasible, roads should be aligned away from streams and torrents except where these are to be crossed, since the greatest damage always occur along water courses. Special atten- tion is necessary to create protective belts of forests on both sides. It will be advisable, atleast for important roads, to have consultation with officers of Forest Department at the stages of route alignment selection, surveys and investigations, etc. so as to ensure that the selected alignment has minimum potential for soil erosion and that the project designs and estimates provide for the necessary soil erosion control measures.3.10 3.11 3.12 Where the road alignment is in half cut and hat fill type of cross- section which involves least disturbance to the natural ground, should be adopted subject to consideration of economy and road stability being satisfied. The cut slope should be made stable for the type of strata in the initial construction stage itself by resorting to stable cut slopes with benches etc. including the use of slope stabilising structures like breast walls, pitching, etc. Area for clearing and grubbing should be kept minimum subject to technical requirements of the road. The clearing area should be properly demarcated to save desirable trees and shrubs and 1o prevent overclearing. Location and alignment of culverts should be so chosen as to avoid adverse erosion at outlets and siltation at inlets. The cross-drainage structures should discharge safely on the valley side and in this connection all necessary precautions/ safe guards should be taken to ensure that the discharging water does not cause erosion even when they flow for long periods, Drainage of water from the road side must be given top attention and necessary system of drains will be conceived to lead the run-off to natural water courses.Appendix ‘B’ to T. I. No. 9 LisT OF MAPS, DOCUMENTS AND REPORTS FOR MAP-STUDY S/No. Details of Maps/Docs/Reports Remarks in 13, 14, State, Country and City Maps of various Scales and of varying degrees of accuracy. Topographical Survey Sheets to the Scale of 1: 50,000. Reclamation, Drainage and Irrigation District Maps. Public Ulility Maps. Géology and Soil Maps. Geomorphological Maps. Meteorological Maps. Other Maps of any Engineering/ Developmental Works done in that area. Seismic Zonation Maps. Hill Zonation Maps. Old Recce Reports of Road Projects in the Area, Aerial Photographs. Satellite Imagery of the Area of Spots. Any other Maps/Reports, if available.Appendix ‘C’ to T. I. No. 9 LIST OF INSTRUMENTS AND DOCUMENTS FOR AERIAL RECCE S/No. Details of Instruments & Documents Quantity LL Topographical Maps duly marked with Tentative Routes alongwith details of Obliga- tory and Control Points, obtained from Study of other Maps. 2. Photomosaics or Aerial Photographs of As on required Area under Survey, if available. basis. 3. Pocket Stereoscope. One 4. Binocular One 5. Altimeter One 6. Writing Material As on required basis. 7. Drawing Material/Stationery. —do— 8, Field Book —do—Appendix ‘D’ to T. |. No. 9 LIST OF INSTRUMENTS AND DOCUMENTS FOR GROUND RECONNAISSANCE S/No. Description Quantity 1. Prismatic Compass 1 No. 2. Abney Level clase 3. Altimeter 1" 4. Pedometer ae 5. Aneroid Barometer i bial 6. Clinometer dence 7. Ghat Tracer " 8. Walkie Talkie sets (for local communication). aoa 9 Ranging Rods 4 to 6 Nos, 10. Red & White cloth flags 10 Nos. VW. Medical First Aid Box 1 No. 12. Mounting Board for Maps etieore 13. Binocular ae 14. Tape/Chain eset 15. Wireless Set for external Comm- unication 1" 16, Field Book As on required basis. 17, Drawing Material/Stationery -do- Note: S/Nos. 1, 2, 7 may be increased to 2 each to keep Stand-Bye.Appendix ‘E’ to T. 1. No. 9 DATA TO BE COLLECTED DURING GROUND RECONNAISSANCE ROUTE ALIGNMENT Details of Route vis-a-vis Topography of the terrain, whether Plain, Rolling, Mountainous or Steep. Length of Route along various alignments and length passing through. Drainage Crossings-numbers and length of such crossings with condition of Banks. Geometrics a) Gradients b) Curves, Hair-Pin-Bends, etc. c) Railway Crossings. q@ Sight Distance on Curves. Existing means of communication-Mule path, Jeep, Track, Earthen Cart Track, etc. Right-of-Way available, bringing out constraints on account of built-up Area, Reserve Forest Land, Monuments and other important structures. Terrain And Soil Conditions a) Geology of the Area, Unstable Areas and Land-Slide Prone Areas. 6) Nature of the Soil, Hill Slope and Drainage Conditions. Cc) Cliffs and Gorges. dd Area susceptible to flooding. e) General elevation of the road indicating maximum and minimum heights negotiated by main ascents and descents in hill section, f) Total number of ascents and descents in Hill section with length of rocky stretches. @) Disposition and location of Sand dunes, if any. h) Vegetation-extent and type.d D Marshy and Water-Logged Areas, Details of Land-Slides, Avalanches and Snow-Drifts etc. 8, Seismic Data gD b) °) Magnitude and frequency of occurrence of earthquakes from records/back information. Seismic zone of the area. Extent of severety of past damages. 9. Climatic Conditions a) b) °) eo) 2) D D y Temperature: Monthly Maximum and Minimum values, Rain-fall data: Average, annual, peak intensity, monthly distribution (to the extent available). Snow-fall data: Average, annual, peak intensity, monthly distribution (to the extent possible). Wind direction and velocity. Fog condition, Exposure to sun. Water table and its variation between extremities. Unusual Weather conditions like cloud bursts, etc. 10. Constructional Facilities and Materials a) b) ce) ad) 2) dD ®D h) Landing Ground/Dropping Zones, if existing Availability of water for drinking as well as for construction, Availability of local contractors, Availability of food and other necessities of life. Labour-availability and need for importation. Construction materials e.g. timber, bamboo, sand, stones, shingle etc. with extent of the availability, lead involved, ease of access and rates of royalty payable. Quarry-quantity and lead involved to be considered at the time of issue of TS. Miscellaneous such as camping site, royality charges, availability of contractors for collection and carriage of construction materials, working period available,etc. 11. Value of land-Agricultural land, irrigated land, built-up land, forest land, ete. 12. Approximate cost of construction of various alternatives.20. 21. 22. 23. 24. 26. Access points indicating possibility of induction of equipments and workforce. Period required for construction and phasing with funds requirement with resources to be inducted. Strategic conditions, if any:— a) Aspects needing co-ordination with Civil/Military authorities i.e. Security, Law and Order problems. b) Sensitive Border Activities, if any. ¢c) Hostile Activities in the area. Recreational potential. Important villages, towns and marketing centres to be connected. Economic Fdctors:— a) Population served by the alignment. ©) Agriculture and economic potential of the area. c) Marketing centres. Other major developmental projects taken up/likely to be taken up in the area, like dam/reservoir, mining/agricultural projects, etc. which are likely to affect the road alignment. Crossing with Railway Lines and other existing highways. Location of existing or proposed utilities along the alignment. Necessity of Bye-Passes from towns and villages. Position of ancient monuments, burial/cremation ground, religious places, hospitals, play grounds and schools, etc. Ecology/Environmental Factors: a) Involvement of Deforestation and consideration for utilising the forest products in construction work. b) Wild Animals and Protective Measures. Issues requiring co-ordination with administrative authorities.Appendix ‘F’ to T. I. No. 9 RECONNAISSANCE REPORT: SUMMARY OF DATA COLLECTION DURING GROUND RECONNAISSANCE Alternate Routes S/NO Détails Route Route Route “Al “B’ ‘cr Approximate Length of Route. 2. General topography 3. Maximum Altitude on the Route (approx) 4, Terrain: (a) Area in hill with gentle slope. (b) Area in hill with sharp changing contours. (c) Area with major slides, unstable hills, sinking zone, etc. Existing means of Communication. Temperature. Rain fall. Snow fall Sun intensity. Soil Classification. Rock Classification and length of rocky portion: (2) Length in hard rock portion. (b) Length in soft rock portion. (c) Length in loose rock portion, 12. Drainage characteristics, 13. Labour availability. 14, Construction material available. with quarry points. 15. Helipads, air strips, dropping zones available. 16. Important towns and marketing centres in the area. 17, Hostile activities, if any. SS0mnNoOMAppendix ‘G’ to T. |. No. 9 APPENDIX TO RECONNAISSANCE REPORT; STATEMENT SHOWING PROPOSALS FOR RIVER/NALLAH CROSSINGS ON DIFFERENT ROUTES ON ALTERNATIVE ALIGNMENTS Span in Metres S.No. Name of River/Nallah Route Route Route ‘At ‘B’ ‘c! A. Major Bridges (a) ‘Pl’ River (b) ‘P2' River (c) ‘P3' River Total of ‘A’ (in Metres) B. Minor Bridges (a) Branch of ‘P1' River (©) Nallah *N1’ Total of *B’ (in Metres) C. Causeways (a) ‘N2’ Nallah (b) ‘N3’ Nallah (c) ‘N4! Naliah Total of ‘C’ (in Metres)Appendix ‘H’ to T. I. No..9 APPENDIX TO RECONNAISSANCE REPORT : ASSESSMENT OF COST OF ALTERNATIVE ROUTES 8. No. Item of Work Length/ Route — Route Route Cost “AY ‘B ‘c’ He Construction of Length in Kms. Class 5 (N)/Class 9(N) Rs = Lacs Road 2. Cost of Special Length in Kms. Protective or other Rs. - lacs Permanent Works. 3. Pavement Length in Kms. Rs. - lacs 4. Major Bridges Length in Mts. Rs. - Lacs 5. Minor Bridges Length in Mtrs. Rs, - Lacs 6. Causeways Length in Mirs. Rs, - Lacs Total Cost Rs. - Lacs Say : Rs, »- LacsAppendix ‘J' to T. 1. No. 9 RECONNAISSANCE REPORT: COMPARATIVE STATEMENT AND MERITS/DEMERITS OF ALTERNATIVE ROUTES S$. No. Item of Work Route Route Route “At “B ‘Cc! A. Part - I 1 Length of Route (Kms) Dice Length of Major Bridges (Metres) 3. Length of Minor Bridges (Metres) 4, Length of Causeways (Metres) 5, Approximate Cost (Rs. Lacs) B. Part - if 1, Merits 2. Demerits Cc. Part - Ill Route No... is preferred over other alternatives.Appendix ‘K’ to T. I. No. 9 CHECK LIST OF POINTS ABOUT EROSION CONTROL IN THE CONSTRUCTION OF ROADS IN HILLY AREAS Does the Road Construction Project Estimate provide for the necessary measures against soil erosion? Have soil maps and aerial photographs studied and investigation made to locate areas or sections with high erosion potential? Has erosion potential been considered for each alignment? Have geological maps been studied or local Geological Department consulted to avoid unstable strata? Does the selected alignment avoid large scale cutting? Has use of tunnels to avoid deep cut been investigated? Is the road alignment susceptible to damage/erosion by streams and torrents? Is consultation/co-ordination with other departments like Forest Deparment necessary? If so, have they been consulted? How will adjacent and nearby streams, ponds and lakes be affected by project construction? Will special erosion control measures be required to protect adjacent properties? Does the road cross-section involve a lot of disturbance fo natural ground? Are the design cut-slopes stable for the type of strata? Are slope stabilising structures like breast wall, pitching, etc. required?Does the cut hill face require any special treatment to prevent slips? Has the area for clearing and grubbing been clearly demarcated? Has a work schedule been worked out for the different construction operation? What erosion control works are required before clearing and other work is started? Are any temporary erosion control measures required between successive construction stages? Have sediment traps, benches, catch water drains, side drains, sodding, ditch paving, slope protection works and other erosion control items been identified on the plans and provided in the RSTC Report? Have the location and alignment of culverts been fixed with due consideration to erosion at outlets and siltation at inlets? Have the necessary erosion control measures been taken at the outfalls of Culverts? Has the proper disposal of surplus excavated material been thought of and provided for? What action has been taken to establish vegetative cover on cut/fill slopes and plantings on the disturbed road side land? Are the existing drainage facllities , if any, maintained in good order? Have any inadequacies in planning, design and survey been identified and reported to higher authorities? Does any of the design measures require modification in the light of field conditions? Does any of the problems require consultation with specialist organisations like CRRI, GSI, etc?Appendix ‘L' to T. 1. No. 9 RSTC REPORT - ABSTRACT OF KM WISE RISE AND FALL S$. No. Location Reduced Level Rise/Fall Remarks From To RL Starting RL. Ending Rise Fall Km Km point in point in in in Mtts Mitts Mtrs Mts Appendix ‘M’ to T. |. No. 9 RECCE, SURVEY AND TRACE CUT GRADIENT CHART S. No. Location Meterage Gradient Total rise or Remarks fall in Mtrs/Km, From, To From To Km Km Metre | Metre|Appendix to T. |. No. 9 RSTC REPORT - LOCATION STATEMENT OF CROSS-DRAINAGE WORKS s. [Location Span of Culverts [Remarks No. }]0.90/1.00 } 1.20 1.80 | 2.40 3.00 3.60 4.50] 6.00 Mtr Mtr Mir Mtr Mtr Mtr aa Mtr | SUMMARY Culvert span 0.90/1.00 metre : Nos. Culvert span 1.20 metre: Nos. Culvert span 1.80 metre : Nos. Culvert span 2.40 metre 7 Nos. Culvert span 3.00 metre: Nos. Culvert span 3.60 mete: Nos, Culvert span. 4,50 metre ‘ Nos. Culvert span 6,00 metre i Nos CATCH PIT 1.2Metre X 1.2 Metre : Nos. 1.8Metre X 1.2 Metre : Nos.Appendix ‘0’ to T. |. No. 9 RSTC REPORT - LOCATION STATEMENT OF RETAINING WALLS, BREAST WALLS AND TOE WALLS Retaining walls Toe Walls Breast Walls Remarks 7] 18 19 3.60 400] 480 600 8.00 { 2.50 | 3.00 | 4.00 | 4.50 | 2.50 | 3.00 | 3.50 | 4.00 | 4.50 16 6s] 6{171{s6{ 9 {wl ui{i2]13 |i | 15 i jt Bait summary (©) Retaining walls Ht. Mitts 2.50 3.00 3.60 4,00 4.0 6,00 8.00 (0) Toe walls 2.60 3,00 4.00 450 (c) Breast walls 260 3.60 4.00 450Appendix ‘P’ to T. I. No. 9 RSTC REPORT - DETAILS OF BAD PATCH SOLING 8. Location in Km Length in Mirs { Remarks Appendix ‘Q’ to T. |. No. 9 RSTC REPORT - LOCATION STATEMENT OF MAJOR/MINOR WATER GAPS SHOWING PROPOSAL FOR SERVICE BRIDGES gap in metre Service Bridge Ss. Location No. in Km Existing | Proposal for RemarksAppendix '‘R’ to T. I. No. 9 RSTC REPORT - LOCATION STATEMENT OF QUARRIES OF STONES, AGGREGATES, SAND AND WATER Location in Km Details of Quarry Product Length of Remarks Approach Road, if any, to Quarry Approximate Product Quantity