Alignment Report (Kolar-Malur)

CONSULTING SERVICES FOR PREPARATION OF DETAILED PROJECT REPORT (DPR) FOR
THE CONSTRUCTION OF 4 LANE AND 2 LANE ROAD IN PWD, BANGALORE CIRCLE,

BANGALORE.
REPORT ON
ALIGNMEN
T
CHAPTER 1
INTRODUCTION
1.1. Project Background
The Government of Karnataka, Public works, ports and inland water transport department,
Bangalore has contemplated for "The Construction of 4 lane and 2 lane road in PWD,
Bangalore Circle, Bangalore" in Bangalore, Bangalore Rural, Kolar, Chikkaballapura,
Tumkur and Ramanagara Districts, in the state of Karnataka.
1.2. The Project Highway
The Government of Karnataka, Public works, ports and inland water transport department,
Bangalore has contemplated for Widening to 2 Lane (Road connecting District to Taluk) of
Kolar Malur Hosur Road , Kolar District. The total Length of the Project Road is 27.5 Km. A
location map of the project road is shown in the figure 1.1. The Alignment of the project road
starts at CH 0.000 Km of MDR (KOL14) at Kolar and runs through nearby villages namely
Amerahalli, BettaBenjenaHalli, Vakkaleri, Agrahara Hosalli, Dodda Shivara, Malliyappana
halli and ends at Malur @ CH 27+500 Km of MDR (MLR1).
1.3. Objective of the Consultancy Services
The objective of this consultancy is to undertake feasibility studies and prepare a Detailed
Project Report of the Project Highway for the purpose of firming up the Authoritys
requirements in respect of development and construction of the Project Highway and Project
Facilities and enabling the prospective bidders to assess the Authoritys requirements in a
clear and predictable manner with a view to ensuring:
1. Enhanced safety and level of service for the road users
Public Works,Ports and Inland Water Transport Department, Bangalore

division.
CONSULTING SERVICES FOR PREPARATION OF DETAILED PROJECT REPORT (DPR) FOR THE CONSTRUCTION OF 4 LANE AND 2 LANE ROAD IN PWD,
BANGALORE CIRCLE, BANGALORE.
REPORT ON
ALIGNMENT
Figure 1- 1: Location map of the project Road
Public Works,Ports and Inland Water Transport Department, Bangalore division.

THE CONSTRUCTION OF 4 LANE AND 2 LANE ROAD IN PWD, BANGALORE CIRCLE, BANGALORE.
REPORT ON
ALIGNMEN
T
2. Superior operation and maintenance enabling enhanced operational efficiency of the

Project Highway
3. Minimal adverse impact on the loc-29al population and road users due to road
construction
4. Minimal adverse impact on environment
5. Minimal additional acquisition of land
6. Phased development of the Project Highway for improving its financial viability
consistent with the need to minimise frequent inconvenience to traffic that may be
caused if additional works are undertaken within a period of seven years from the
commencement of construction of the Project Highway.
1.4. Scope of Consultancy Services
The scope of service shall comprise:
1. Traffic surveys and demand assessment
2. Engineering surveys and investigations
3. Location and layout of truck lay byes
4. Location and layout of bus bays and bus shelters
5. Preparation of designs for road, (Pavement/Geometric Design)
6. Preparation of designs for bridges for (Old and New, x number of Major/Minor bridges)
and bridge components.
7. Preparation of Land Plan Schedules and Utility Relocation Plans
8. Preparation of BOQ and Cost Estimates
9. Final Detailed Project Report and final drawings.
1.5. Progress Achieved
The Project Consultants Team members have visited the Projects road, carried out extensive
inventory and visual condition survey of existing road alignment, road pavement, shoulder,
3

REPORT ON
ALIGNMEN
T
major junctions, minor junctions, accident prone locations and collected other existing
features and other relevant secondary data. The team members were also visited the Office of
the Superintending engineer, Office of the Executive Engineer, Bangalore and interacted with
concerned Section Officers and Assistant Executive Engineers. The Team Leader has also
visited the project site and discussed the salient features of project road with the concerned
Executive Engineer, Public works, ports and inland water transport department, Kolar. The
team has made site visits along the project corridor to gather primary information on land use,
traffic characteristics, soil characteristics, pavement as well as structure conditions,
intersections and status of land availability along the same. We believe that, this knowledge
regarding project site will definitely help us in providing sufficient inputs for the
formulations of an engineering and sequential approach and methodology for the proposed
study. This will further enable us to address the problem in a rational and logical manner.
The following progress has been achieved so far.
i)
Road, Pavement and Shoulder Inventories and visual conditions survey - completed
ii) Major Junctions, Minor Junctions and other intersections survey - completed
iii) Identification of Traffic Survey locations - Completed
iv) CD Structures inventories and visual condition survey - Completed
v) Topo Survey and Level Survey - Completed
vi) Traffic Volume Count and TMC Survey - Completed
vii) Axle Load Survey - Completed
viii) Pavement Investigations - Trial Pits, recording of existing pavement layer crest
thicknesses, field Density, Field Moisture content, Soil Sampling - Completed
ix) Program of Inventory, Visual Condition Survey, Investigations and Reports preparation /
Submission - Completed
x) Inception Report - Submitted
The Present Submission is the Report on Alignment and First Traffic survey

REPORT ON
ALIGNMEN
T
CHAPTER 2
DESIGN STANDARDS AND ALIGNMENT

PROPOSALS
2.1 General
A highway system development involves huge irreversible investments, and requires rigorous
modelling and analysis before the implementation decision is made. Objectives of setting
design standards is to confirm the proposed road with the codes of practice, to give a clear
picture of how the proposed facility would look like once implemented and also to maintain
uniformity throughout the corridor to achieve the desired purpose of the facility and to ensure
safety and comfort for the road users. Non-uniform or inadequate design standards lead to
confusion for the drivers to adapt to the changing road characteristics and cause accidents.
For the present Project it is proposed to follow design standards given in Indian Roads
Congress (IRC) codes of practice, guidelines and special publications, as well as applicable
MoRT&H circulars and reports. Where the said standards are silent for any particular element
of design, other standards, like, American Association of State Highway and Transport
Officials (AASHTO) Standards and Any other National or International Standard as
considered suitable shall be referred to and the one considered the best and relevant adopted.
2.2 Geometric Design
2.2.1 Base Plan
Base plan of the existing project road showing all natural and manmade features has been
prepared using the topographical survey data collected through Total Station Survey. All the
features within a band width of 60m have been captured with a unique description code
during the topographical survey along with the details of existing carriageway centreline,
edge of pavement, edge of shoulder, toe line of the embankment etc. This data has been
downloaded into the software environment to prepare the base plan. The following activities
elucidate the preparation of base plans in more details:
Download the data into software

REPORT ON
ALIGNMEN
T
Define main corridor features by joining the points of centreline, edge of pavement,
embankment toe line

Join the points with same description codes for all physical features like rivers,
buildings, religious structures, shops, telephone poles, electric poles, cross roads etc
within the above specified limits

Establish break lines for features such as edge of the road, shoulder, nalas, top and
bottom of ditches, etc;

Insert the details of existing cross drainage structures such as bridge number, span
arrangement etc.
Insert details of underground utility services collected from secondary sources.
Cross check the so prepared base plans by walkover surveys
Update and finalize the base plans with additional survey data if necessary.
2.2.2 Geometric Design Standards
References
IRC: 38-1988
2.2.2.1 General
Planning and design of roads & CD structures, pedestrian
IRC: 86-1983
AASHTO-Green
facilities and street furniture are essentially based on IRC

standards
and
MoRT&H
specifications.
Whenever,
the
Book
IRC: SP-73-2007
codes/standards are silent on some of the aspects, the same will be planned/designed based on
sound engineering practices and consultants experience in similar projects. Design standards
relevant to the project road along with the broad list of design parameters and the relevant
IRC codes/specifications have been detailed in Table 2.1
The design standards corresponding to 65 - 80 kmph have been adopted in general for the
project road to ensure uniform and consistent design standards for safety reasons. Locations
of horizontal curves have been checked for the adequacy of radius for the set design speed.
Most of the curves satisfy the requirements of design standards for a design speed of
65-80 kmph
Table 2- 1: Relevant IRC Codes / Specifications

6

Sl. No.
Design Parameters
Geometric Design Standards
REPORT ON
ALIGNMEN
T
Reference Code
Carriageway width
Shoulder
Footpath
1
As per
IRC: 38-1988, IRC: 73-1980,
IRC: 86-1983 & IRC:SP: 23-1983
Median
Camber
Super elevation
Horizontal Alignment
Vertical Alignment
Road Furniture
Road Markings
As per IRC:79-1981
Road Signs
As per IRC:35-1997
Road Delineators
As per IRC:67-2001
As per IRC:103-1988
As per IRC:64-1990
Pedestrian Facilities
4
5
Road Capacity
Traffic Forecast
Pavement Design
Overlay Design
Road Drainage
Culverts & Bridges
As per IRC:108-2015
As per IRC:37-2012
As per IRC:81-1997
As per IRC:SP:42-1994 & IRC:SP:50-1999
As per relevant IRC codes and MORT&H
Table 2- 2: Design Standards

Sl.
No.
1
Description
Standards
ROAD LAND WIDTH

a. Right of Way
25 - 30m
b. Set Back Between Building Line and Road Boundary
3m to 6m
Design Speed
Main carriageway
a. Traffic lane width
b. Paved Shoulder width
In rural areas
In urban/semi urban areas
Desirable 80 kmph
Minimum 65 kmph
3.5m
-

Sl.
No.
Description
REPORT ON
ALIGNMEN
T
Standards
c. Earthen Shoulder Width

In rural areas
In urban/semi urban areas
d. Cross Slope
In Bituminous surface
In Hard shoulder
e. Super elevation
f. Rate of Change of Super elevation
Horizontal Curves
a. Requiring no super elevation (for 80kmph)
b. Requiring no super elevation (for 65kmph)
Super Elevation
a. Absolute minimum requiring 7% super elevation
(for 80kmph)
b. Absolute minimum requiring 7% super elevation
(for 65kmph)
Vertical curves
a. Minimum length of Vertical Curve
b. Maximum Grade Change not Requiring Vertical Curve
c. Minimum k value for summit curves
d. Minimum k value for valley curves
Gradient
a. Maximum
b. Minimum
In cut and kerbed sections
On un kerbed sections on embankment
Sight Distance
(Sight distance shall be in accordance with the intermediate
sight criterion preferably but in no case shall be less than the
stopping sight distance)
a. Desirable (intermediate)
b. Minimum (stopping)
2.3 Capacity Standards
1.0m
2.50%
3.00%
Maximum 7.0%
1 in 150
1200m
800m
360 m
240 m
50m
0.60%
32.6
25.3
3.30%
0.30%
0.50%
0.30%
240m
120m
References
IRC: 64-1990 is the main reference for determining capacity
IRC: 64-1990
standards for roads in India. The following Table summarises the
IRC: 106- 1990
capacity standards and design service volumes for various categories

of roads in plain areas for the peak hour traffic of 6-8% and design service level
corresponding to level of service-B (LoS B).
Public Works,Ports and Inland Water Transport
8
Department, Bangalore division.

REPORT ON
ALIGNMEN
T
Table 2- 3: Capacity Standards

Type
Design Service Volume PCUs/day
2- Lane carriageway (Plain Terrain)

Without Paved Shoulders
With minimum 1.5m Paved Shoulders on
eitherside
15,000
18,000
2.4 Transition Curves

As per IRC: 73-1980, Geometric Design Standards for Rural Highways, suggests that the
length of the transition curve should be the larger of the two values arrived at on the basis of
the following criteria:
i.
Rate of change of centrifugal acceleration; and
ii.
Rate of change of super elevation (not steeper than 1 in 150)

The values given in the IRC Geometric Design Standards for Rural Highways are obtained
from the criterion of rate of change of centrifugal acceleration, with a pavement width of
7.00m. The transition lengths so obtained for various radii are presented in table below.
Table 2- 4: Transition Lengths for different Design Speeds
Radius
Transition Length
Transition Length
(m)
(m) 80 kmph
(m) 65 kmph
2.5 Design
of Bridges,
Structures
The Design
and
the
be
are
based on the
45
60
90
100
150
170
200
NA
240
90
300
75
360
60
400
55
500
45
600
35
700
35
800
30
900
30
1000
30
1200
NR
Public
Water Transport
1500Works,Ports and Inland
1800
-
NA
80
70
60
50
40
35
30
25
20
20
NR
Department,
-
Standard
Culverts &
Standards
loading
to
considered
generally
Bangalore division.

REPORT ON
ALIGNMEN
T
requirements laid down in the latest editions of IRC/ IS codes of practices & standard
specifications, and guidelines of Ministry of Surface Transport. Additional technical
references would be used wherever the provisions of IRC/IS codes are found inadequate.
Following IRC/IS codes are proposed to be used in the design
For items not covered in the above specifications, provisions of following standards will be
followed in the given order of priority:
i.
Provisions of IS codes of practices; and
ii.
Relevant provisions of BS codes of practices

Sound Engineering Practice, Technical Literatures/ Papers & provision of relevant
codes of other nations.
Table 2- 5: Design Standards
Sl. no
10
CD STRUCTURES
& Culverts)
(Bridges
Standards
Culverts, Clear width for new 2-lane

Without service road
15.00
Bridges (without footpath) outer to

outer parapets For 2-lane bridge
12.9 m
Width of Safety Kerb
750 mm
Width of Crash barrier
450mm
Width of Footpath and Railing
2225 mm

REPORT ON
ALIGNMEN
T
CHAPTER 3
TRAFFIC SURVEY AND ANALYSIS

3.1 General
The Alignment of the project road starts at CH 0.000 Km of MDR (KOL14) at Kolar and
runs through nearby villages namely Amerahalli, BettaBenjenaHalli, Vakkaleri, Agrahara
Hosalli, Dodda Shivara, Malliyappana halli and ends at Malur @ CH 27+500 Km of MDR
(MLR1). The salient features of the Project Road are detailed below.
Table 3- 1: Salient Features of the Project Road
Sl.
No
1
2
3
4
5
6
7
8
9
10
11
12
11
Description
Name of the Road
Type of the Road
Start of the Project (Kolar)
End of the Project (Malur)
Length of the Project Road
Proposed Length of the Project
Road after Re-alignment and
Curve improvements
Right Of Way (ROW)
Proposed Lane Configuration
Proposed Design Speed
CD Structures
Existing Structues
Pipe Culvert
Stone Culvert
Major Bridge
Minor Bridge
RCC Slab
Total
Junctions
Major Junctions
Minor Junctions
Total
City/ Villages along the project
stretch
Details
Kolar Malur Hosur Road
MDR
Ch: 0+000 Km (NH 4 Junction)
Ch: 27+500 Km
27.500 km
27.500 km
Varies From 10 m to 25 m
2 - Lane
65-80 Kmph
8
12
0
5
14
39
2
18
20 Nos.
Amerahalli, BettaBenjenaHalli, Vakkaleri,
Agrahara Hosalli, Dodda Shivara,
Malliyappana halli

Sl.
No
Description
REPORT ON
ALIGNMEN
T
Details
13
Major Connectivity
It connects the NH 4, SH 95.
14
Road Marking, Sign Boards, Road Side

Project Safety Features - Proposed Safety Barriers and Safety During
Construction
15
Proposed Project Facilities
Pedestrian Footpath, Street Lighting, Truck

Lay Byes, Bus Shelters, Junction
improvements etc
3.1 Traffic Surveys

To assess the present day traffic characteristics, primary surveys are intended to understand
the existing traffic scenario on the project road. The following surveys were carried out:
Classified Volume counts

Turning Movement Volume Count (TMC) at Major junctions
Axle Load Surveys
The above all traffic surveys has been carried out according to the ToR mandate and analysed
as per IRC codes.
Table 3- 2: Details of Traffic Survey and Locations
Survey dates
From
To
Type of
survey
Classifie
d Volume
Counts
Chainag
e
Location
1+700
Near
Amerahalli
10/08/201
5
16/08/201
5
Turning
Volume
Counts
17+500
Dodda Shivra
Circle
20/08/201
5
20/08/201
5
22+200
Tekal Road
Junction
20/08/201
5
20/08/201
5
8:00 AM to 12:00 PM
and
04:00 PM to 08:00 Pm
(8 Hours)
1+700
Near
Amerahalli
17/08/201
5
17/08/201
5
1 Day
(24 Hours)
Axle
Load
Survey
Duration
7 days X 24 Hours
3.2 Methodology for Traffic Surveys

3.2.1 Classified Traffic Volume Counts
Hourly Traffic Counts Were Conducted For Seven Day (24 Hours) simultaneously in both
directions at each survey Location to obtain data on The Magnitude of Traffic flow, Hourly
12

REPORT ON
ALIGNMEN
T
Variation and the Traffic Composition. The survey was carried out by manual vehicle
counting and classifying the vehicles passing the survey station in both directions, in 15
minutes intervals. The counts were made separately for motorized and non-motorized traffic
as per the vehicle classification system.
The volume count data was processed and compiled using Excel Spread Sheet software
packages to get hourly and direction-wise classified traffic data.
3.2.2
Intersection Turning Movement Count Survey (TMC)
The surveys were conducted for one day (8 hours) to obtain classified turning movement at
the identified junctions. The data was collected by deploying enumerators to record data for
each hour within fifteen minutes intervals. All the surveys were conducted through trained
enumerators and were supervised by traffic engineers.
3.3
PCU factors Adopted For the Study as Per IRC: 64 1990
Since most of the length of project corridor falls in the rural are, the PCUs applicable for
rural section has been adopted. PCU values adopted for the present study are as per IRC: 64
1990 Guidelines for the Capacity of Rural Roads recommended for rural roads.
Table 3- 3: PCU factors adopted for the study as per IRC: 64 - 1990
Sl.
No.
Vehicle Type
PCU
1
Two wheeler
0.5
2
Car
1
3
Auto
1
4
Bus
3
5
LCV
1.5
6
2 Axle Truck
3
7
3 Axle Truck
3
8
MAV
4.5
9
Cycle
0.5
10
Tractor
4.5
3.4
3.4.1
Data Analysis
Classified Volume Count Characteristics
Classified traffic volume count data has been analysed with respect to traffic intensity, hourly
variation of traffic and composition.
13

3.4.1.1
Average Daily Traffic Near Amerahalli,
REPORT ON
ALIGNMEN
T
(CH: 1+700 Km)
Classified traffic volume counts data has been analyzed with respect to traffic intensity,
hourly variation of traffic and composition. The total volume of vehicular traffic is observed
near Amerahalli (CH: 1+700 Km) Direction: Kolar to Malur is 3,279 (3,402 PCUs) and
Malur to Kolar is 3,367 (3,486 PCUs) and total vehicles observed were 6,646 (6,888
PCUs). The details are shown in Table 3.4.
As per the seven days volume count conducted at CH: 1+700Km (Near Amerahalli) total
PCUs observed is 6,888.
14
CONSULTING SERVICES FOR PREPARATION OF DETAILED PROJECT REPORT (DPR) FOR THE CONSTRUCTION OF 4 LANE AND 2 LANE ROAD IN PWD, BANGALORE
CIRCLE, BANGALORE.
REPORT
ON
ALIGNME
NT
Table 3- 4: Average Traffic Volume count near Amerahalli (CH: 1+700 Km)
Truck
Direction
LC
V
Minibus
/ Van /
Tempo
Cars /
Jeeps
Moto
r
Cycle
Aut
o
Tractor
s
Cycle
s
Cart
s
Volum
e
PCU'
s
Govt
Buse
s
Other
Buses
14
103
25
485
1941
136
35
10
3,367
3,486
373
20
108
35
482
1878
134
35
3,279
3,402
756
34
211
61
966
3819
270
70
18
6,646
6,888
2-Axle
3-Axle
Multi
-Axle
Malur to
Kolar Road
158
50
26
382
Kolar to
Malur
146
36
19
Average
Daily Traffic
(ADT)
305
86
45
15
Buses

BANGALORE.
REPORT
ON
ALIGNME
NT
3.5 Traffic Forecast

Forecasting the traffic is an important element for planning and design of infrastructure
facility, especially when it is proposed to be taken up on a commercial format. The present
traffic demand will increase primarily due to the growth in activities earmarked for industrial
development besides socio economic characteristics of the traffic in influencing regions.
Estimation of traffic growth rates is further needed for deciding suitable development strategy
and assessing the financial viability of the project.
3.5.1 Growth of Vehicle Population
The vehicle population in the state is showing an increasing trend. The average number of
vehicles registered in the state has been increasing every year. The future growth pattern is
likely to be affected by the following factors:
Recent economic changes taking place in the project influence region

Future modal shift among the vehicle types, in road traffic as well as between various
modes.
Development of vehicle technology
Development of Industries and production of Agricultural products
3.5.2 Suggested Traffic Growth rates for the project road
As per the IRC guidelines, Five percent growth is to be considered for the
Determination of lane requirements/ project preparation and for financial
viability of the project.
References
IRC: 37-2012
Applying the traffic growth rates of 5 % to AADT, traffic projections on the basis of average
traffic in two locations for a period of 20 years are presented
16
REPORT
ON
ALIGNMENT
Table 3- 5: Traffic Projections of location near Amerahalli (CH: 1+700 Km)

Year
2015
2016
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
2027
2028
2029
2030
2031
2032
2033
2034
2035
17
2Axle
305
320
336
353
370
389
408
429
450
472
496
521
547
574
603
633
665
698
733
770
808
Truck
3Axle
86
90
94
99
104
109
115
120
126
133
139
146
154
161
169
178
187
196
206
216
227
Multi
-Axle
45
47
49
52
55
57
60
63
66
70
73
77
81
85
89
93
98
103
108
113
119
LCV
756
794
833
875
919
965
1013
1063
1117
1172
1231
1293
1357
1425
1496
1571
1650
1732
1819
1910
2005
Minibu
s / Van /
Tempo
34
36
37
39
41
43
46
48
50
53
55
58
61
64
67
71
74
78
82
86
90
Buses
Govt Other
Buses Buses
211
61
221
64
232
67
244
70
256
74
269
77
282
81
296
85
311
90
327
94
343
99
360
104
378
109
397
114
417
120
438
126
460
133
483
139
507
146
532
153
559
161
Cars /
Jeeps
Motor
Cycle
Auto
Tractor
s
Cycle
s
Cart
s
Volume
PCU's
966
1015
1065
1119
1175
1233
1295
1360
1428
1499
1574
1653
1736
1822
1913
2009
2110
2215
2326
2442
2564
3819
4010
4210
4421
4642
4874
5118
5374
5642
5925
6221
6532
6858
7201
7561
7939
8336
8753
9191
9650
10133
270
284
298
313
328
345
362
380
399
419
440
462
485
509
535
562
590
619
650
683
717
70
74
77
81
85
89
94
98
103
109
114
120
126
132
139
146
153
160
168
177
186
18
19
20
21
22
23
25
26
27
28
30
31
33
34
36
38
40
42
44
46
49
6
6
6
7
7
7
8
8
9
9
10
10
11
11
12
12
13
13
14
15
16
6646
6978
7327
7693
8078
8482
8906
9351
9819
10310
10825
11367
11935
12532
13158
13816
14507
15232
15994
16794
17633
6888
7233
7594
7974
8373
8791
9231
9692
10177
10686
11220
11781
12370
12989
13638
14320
15036
15788
16577
17406
18276

BANGALORE.
REPORT
ON
ALIGNME
NT
CHAPTER 4
ALIGNMENT DESIGN AND PROPOSALS

4.1 General
Primary objective of highway design is to make improvements on the project road as per the
recommendations provided in the IRC guidelines and special publications of MORT&H.
These standards are required to establish the technical, economical, environmental, social,
and financial feasibility of the project. As discussed in the previous chapters, the project road
passes through plain terrain and hence the appropriate design speed for the respective terrain
classification is adopted for the design.
Highway design not only includes the geometric design of road sections, but also the design
of intersections, interchanges and provision of wayside amenities and facilities. Design of
road sections has been done according to the design standards set for the project and
improvements identified. This chapter describes the various features of the horizontal
alignment and highlights the design of alignment, intersections and other aspects related to
highway appurtenances.
4.2 Lane Configuration
As per our Scope of work and traffic survey conducted at location near Amerahalli
(CH: 1+700 Km) Two Lane has been Proposed.
4.2 Geometric Design
4.2.1 Base Plan
Base plan of the existing project road showing all natural and manmade features has been
prepared using the topographical survey data collected through Total Station Survey. All the
features within a band width of 45m have been captured with a unique description code
during the topographical survey along with the details of existing carriageway centreline,
edge of pavement, edge of shoulder, toe line of the embankment etc. This data has been
downloaded into the software environment to prepare the base plan. The following activities
elucidate the preparation of base plans in more details:
18

BANGALORE.
REPORT
ON
ALIGNME
NT
Download the data into software

Define main corridor features by joining the points of centreline, edge of pavement,
embankment toe line
Join the points with same description codes for all physical features like rivers,
buildings, religious structures, shops, telephone poles, electric poles, cross roads etc
within the above specified limits

Establish break lines for features such as edge of the road, shoulder, nalas, top and
bottom of ditches, etc;

Insert the details of existing cross drainage structures such as bridge number, span
arrangement etc.
Insert details of underground utility services collected from secondary sources.
Cross check the prepared base plans by walkover surveys
Update and finalize the base plans with additional survey data if necessary
4.2.2 Horizontal Alignment Design

The horizontal alignment design for the project road is done using most sophisticated road
design software MX Roads. The design standards corresponding to a design speed of
65kmph - 80kmph. Extensive field checks to verify the feasibility of the proposed alignment
have been carried out and suitable modifications to the alignment have been done wherever
considered essential to safeguard sensitive elements. It can be observed from the base plan
that the existing alignment of the project corridor consists of many horizontal curves and few
steep vertical curves.
The main criterion that has been followed in finalizing the alignment includes:
19
Available ROW from the existing centreline;
Minimum land acquisition;
Location of utility lines;
Abutting land use;
Adjacent cultural properties;
Adjacent socially sensitive structures;
Geometric improvements necessary;
Location and type of trees required to be cut;
Transmission line towers; and
Waterlogged Areas / Ponds.


BANGALORE.
REPORT
ON
ALIGNME
NT
4.2.3 Conceptual Design of Horizontal Alignment

The design standards corresponding to 65kmph and 80kmph have been adopted in general for
the project road to ensure uniform and consistent design standards for safety reasons.
Locations of horizontal curves have been checked for the adequacy of radius for the set
design speed. All the curves satisfy the requirements of design standards for a design speed of
65-80 kmph.
The Alignment of the project road starts at CH: 0+000 Km of MDR at Kolar and ends at
Kolar @ CH 27+500 Km of MDR. The total length of the project stretch is 27.500 km in
Kolar district.
This alignment is designed for the speed of 65 - 80 Kmph throughout the project stretch.
Table 4- 1: Details of Existing Horizontal Curves
Existing Chainage
Existing
Sl
(Km)
Radius of
No.
Curve (r)
From
To
1
0.633
1.023
372
2
1.480
1.704
1020
3
2.196
2.448
626
4
3.046
3.237
140
5
3.265
3.402
187
6
3.616
3.687
160
7
3.995
4.085
111
8
4.139
4.193
97
9
6.685
6.791
379
10
9.528
9.732
290
11
10.538
10.590
51
12
10.610
10.801
161
13
10.871
10.937
43
14
11.249
11.508
748
15
12.664
12.722
135
16
12.722
12.785
85
17
14.270
14.594
798
18
19.049
19.338
428
19
20.767
20.938
387
20
23.097
23.209
215
21
24.829
25.037
316
22
25.096
25.247
201
20
REPORT
ON
ALIGNMENT
Table 4- 2: Details of Proposed Horizontal Curves

Sl.
No
Radius
3
6
0
8
0
0
8
0
0
2
2
0
0
2
4
0
2
2
0
0
5
0
0
21
2
2
Transitio
n Length,
Ls
Start Chainage of
Transitio
n
Curve
0+
04
9
End Chainage of
Curve
Transitio
n
HIP
Chainage
0+0
64
0+08
30
0+1
49
0+
17
9
0+
2
0+2
30
0+1
89
30
0+3
76
0+
40
6
0+
40
8
0+4
38
0+4
07
0+
50
1
0+
61
5
90
0+
73
3
0+
84
1+
13
3
1+
13
8
1+
60
6
1+
63
1
1+
69
1+
73
0+6
43
45
1+5
61
0+5
58
0+9
30
0+7
86
1+1
36
1+6
76
1+6
19
1+7
13
Design
Speed,
V
Lc
Dc
Es
40
0
.
0
8
6
31
.0
32
0
.
0
8
6
0
.
0
0
0
0
.
0
0
0
0
.
3
3
5
80
0
.
0
6
3
20
.6
15
0
.
0
2
6
0
.
0
4
7
0
.
0
1
9
0
.
4
4
7
80
0
.
0
4
0
2.
23
6
0
.
0
0
3
0
.
0
4
7
0
.
0
1
9
0
.
2
0
9
80
0
.
0
5
2
11
4.
16
8
0
.
0
5
2
0
.
0
0
0
0
.
0
0
0
80
0
.
8
2
2
10
7.
23
8
0
.
4
4
7
1
.
4
0
6
0
.
1
8
8
80
0
.
0
0
3
5.
65
6
0
.
0
0
3
0
.
0
0
0
0
.
0
0
0
0
.
7
4
1
2
3
.
3
2
6
0
.
0
0
2
65
0
.
1
4
0
25
.0
21
0
.
0
5
0
0
.
1
6
9
0
.
0
4
5
1
.
3
9
7
0
.
40
.2
0
.
0
.
0
.
0
.
80
Ts
0
.
0
0
0
1
5
.
0
0
0
1
5
.
0
0
0
0
.
0
0
0
4
4
.
9
4
7
0
.
0
0
0
2
2
.
4
9
8
0
.
Rotation
Angle
15
.5
26
N
R
82.
665
40
.3
17
3
.
5
6
%
72.
759
31
.1
21
3
.
5
6
%
76.
164
57
.0
97
N
R
78.
439
15
0.
13
2
7
.
0
0
%
71.
582
2.
82
8
N
R
31.
048
57
.5
78
3
.
7
6
%
28.
457
20
.1
N
R
35.
582
REPORT
Sl.
No
Radius
Transitio
n Length,
Ls
Start Chainage of
Transitio
n
0
0
End Chainage of
Curve
Curve
Transitio
n
HIP
Chainage
Design
Speed,
V
2
2
0
0
1+
82
1+
85
5
1+8
37
80
10
2
2
0
0
1+
97
4
2+
00
9
1+9
92
80
11
3
6
0
2+
34
6
2+
4
60
12
2
4
0
13
3
6
0
14
3
6
0
15
1
2
0
0
16
90
22
50
35
60
2+2
86
3+0
23
3+
07
3
3+
16
7
3+2
18
3+
25
3
3+
35
8
3+
63
3+
65
8
3+
74
7
3+
80
7
3+
4+
3+5
70
3+8
2+4
60
3+2
17
3+3
93
3+7
18
4+0
2+3
73
3+1
20
3+3
05
3+6
44
Lc
0
1
8
0
.
0
1
6
0
.
0
1
6
Dc
Es
0
0
0
0
.
0
0
0
0
.
0
0
0
0
0
0
0
.
0
0
0
0
.
0
0
0
0
9
2
0
.
0
7
1
0
.
0
6
8
54
.5
53
0
.
1
5
2
0
.
4
1
7
0
.
0
8
3
5
.
0
2
7
0
.
4
3
4
0
.
1
0
4
1
1
.
6
2
7
35
.3
58
34
.6
66
80
0
.
3
1
8
65
0
.
5
9
9
93
.7
06
0
.
3
9
0
65
0
.
3
8
9
10
5.
11
2
0
.
2
9
2
0
.
1
4
2
0
.
0
4
9
7
.
0
7
0
80
0
.
2
4
4
27
.7
65
0
.
0
7
7
0
.
4
1
7
0
.
0
8
3
3
.
1
1
1
0
.
0
5
0
0
0
.
0
0
0
1
0
.
0
0
0
0
0
.
3
7
2
1
3+7
77
80
3+9
80
0
.
0
5
0
0
59
.7
82
44
ALIGNMENT
0
1
8
0
.
0
1
6
0
.
0
1
6
32
ON
Ts
0
0
0
0
.
0
0
0
0
.
0
0
0
2
9
.
9
9
3
2
4
.
9
9
1
1
7
.
4
9
9
2
9
.
9
9
3
0
.
0
0
0
4
Rotation
Angle
16
17
.6
80
N
R
37.
383
17
.3
33
N
R
36.
461
87
.8
24
7
.
0
0
%
34.
966
99
.2
05
7
.
0
0
%
18.
140
88
.4
80
5
.
2
2
%
48.
615
74
.1
45
7
.
0
0
%
30.
343
29
.8
97
N
R
42.
089
11
37.
REPORT
Sl.
No
Radius
Transitio
n Length,
Ls
Start Chainage of
Transitio
n
Curve
End Chainage of
Curve
Transitio
n
HIP
Chainage
Design
Speed,
V
Lc
96
00
5
95
82
.
5
6
1
4+
17
4+
22
3
4+2
83
4+1
96
0
.
3
1
4
4+
40
7
4+
41
5
4+4
11
80
19
2
0
0
0
4+
81
3
4+
83
8
4+8
26
80
20
2
0
0
0
5+
06
4
5+
10
1
5+0
82
80
21
2
2
0
0
5+
15
5+
19
2
5+1
71
80
22
2
2
0
0
5+
56
9
5+
58
8
5+5
79
80
23
2
0
0
0
6+
12
7
6+
15
7
6+1
42
80
6+
38
6+
42
6+4
02
4
0
70
17
3
6
0
4+1
10
18
1
2
0
0
24
23
2
2
60
80
80
0
.
0
0
6
0
.
0
1
2
0
.
0
1
9
0
.
0
1
9
0
.
0
0
8
0
.
0
1
5
0
.
Dc
Es
.5
72
.
4
0
6
.
1
8
8
1
.
2
1
5
53
.0
83
0
.
1
4
7
0
.
4
1
7
0
.
0
8
3
4
.
9
0
8
0
.
0
0
6
0
.
0
1
2
0
.
0
1
9
0
.
0
1
9
0
.
0
0
8
0
.
0
1
5
0
.
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
.
0
0
6
0
.
0
3
8
0
.
0
8
7
0
.
0
9
9
0
.
0
2
0
0
.
0
5
3
0
.
7.
41
9
24
.5
46
37
.3
39
41
.6
47
18
.5
57
29
.2
36
43
.5
ALIGNMENT
.
1
8
6
ON
Ts
4
.
9
4
7
2
9
.
9
9
3
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
Rotation
Angle
4.
45
8
.
0
0
%
712
87
.0
70
7
.
0
0
%
11.
983
3.
70
9
N
R
25.
283
12
.2
73
N
R
26.
674
18
.6
71
N
R
25.
971
20
.8
24
N
R
24.
901
9.
27
9
N
R
25.
986
14
.6
18
N
R
25.
502
21
.7
N
R
26.
340
REPORT
Sl.
No
Radius
Transitio
n Length,
Ls
Start Chainage of
Transitio
n
Curve
End Chainage of
Curve
Transitio
n
Es
0
0
0
1
0
8
6+
72
4
6+
74
7
0
.
2
3
1
23
.2
75
0
.
0
6
5
0
.
4
1
7
0
.
0
8
3
2
.
8
4
1
7+
04
3
7+0
43
80
7+4
25
80
0
.
0
0
1
0
.
0
6
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
1
.
0
0
7
26
27
2
2
0
0
7+
35
8
7+
49
2
28
5
0
0
45
7+5
80
7+
62
5
7+
68
1
29
5
0
0
7+7
56
7+
80
1
7+
87
4
30
2
2
0
0
8+
46
7
8+
47
3
31
1
0
0
0
30
8+9
94
9+
02
4
9+
20
5
9+2
35
32
90
9+5
9+
9+
9+7
6+8
07
7+7
26
7+9
19
6+7
36
80
0
.
0
0
1
0
.
0
6
0
1.
44
0
13
3.
07
4
80
0
.
2
0
1
55
.6
48
0
.
1
1
1
0
.
1
6
9
0
.
0
4
5
2
.
7
1
3
80
0
.
2
3
6
72
.9
80
0
.
1
4
6
0
.
1
6
9
0
.
0
4
5
3
.
6
7
0
80
0
.
0
0
3
6.
81
0
0
.
0
0
3
0
.
0
0
0
0
.
0
0
0
0
.
0
0
3
9+1
15
80
0
.
2
1
0
18
0.
37
8
0
.
1
8
0
0
.
0
3
8
0
.
0
1
5
5
.
5
9
6
9+6
80
85
7+6
53
7+8
38
8+4
70
ALIGNMENT
0
0
0
7+
04
2
24
Dc
0
2
0
2
2
0
0
Lc
25
25
45
0
2
0
3
6
0
6+6
64
Design
Speed,
V
0
0
60
HIP
Chainage
ON
Ts
0
0
0
2
9
.
9
9
3
0
.
0
0
0
0
.
0
0
0
2
2
.
4
9
8
2
2
.
4
9
8
0
.
0
0
0
1
5
.
0
0
0
4
Rotation
Angle
63
71
.8
66
7
.
0
0
%
25.
659
0.
72
1
N
R
37.
968
66
.5
57
N
R
38.
423
73
.0
10
5
.
6
9
%
35.
441
81
.7
84
5
.
6
9
%
45.
175
3.
40
5
N
R
33.
181
12
0.
58
3
2
.
8
4
%
33.
014
13
22.
REPORT
Sl.
No
Radius
Transitio
n Length,
Ls
Start Chainage of
Transitio
n
Design
Speed,
V
Lc
76
43
9+
90
7
10
+0
19
10+
049
9+9
63
0
.
1
4
2
10
+0
66
10
+1
65
10+
115
10
+2
32
10
+3
37
10+
285
10
+5
21
10
+5
51
10+
536
45
10+
591
10
+6
36
10
+7
31
10+
776
10+
684
50
10+
796
10
+8
46
10
+8
77
10+
927
10+
862
11
+2
45
11
+3
48
11+3
83
11+
297
33
1
0
0
0
9+8
77
34
1
2
0
0
35
1
2
0
0
36
5
0
37
1
5
0
38
9
0
25
HIP
Chainage
68
6
10
6
0
0
Curve
Transitio
n
.
7
3
3
4
0
39
Curve
End Chainage of
30
35
11+
210
80
65
65
20
0
.
0
8
3
0
.
0
8
8
0
.
5
9
4
Dc
Es
.9
59
.
4
0
6
.
1
8
8
8
.
5
8
7
11
1.
93
9
0
.
1
1
2
0
.
0
3
8
0
.
0
1
5
2
.
5
6
1
0
.
0
8
3
0
.
0
8
8
0
.
5
9
4
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
1
.
0
2
2
1
.
1
5
0
2
.
2
8
6
1
8
.
5
5
1
1
1
.
2
9
4
4
.
0
9
2
99
.0
33
10
5.
03
5
29
.6
81
50
0
.
9
3
2
94
.8
65
0
.
6
3
2
0
.
5
6
3
0
.
1
5
0
40
0
.
9
0
2
31
.2
15
0
.
3
4
7
1
.
1
5
7
0
.
2
7
8
0
.
1
7
2
0
.
0
8
5
0
.
0
2
9
80
0
.
2
3
0
10
3.
28
7
ALIGNMENT
.
3
5
8
ON
Ts
4
.
9
4
7
1
5
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
2
2
.
4
8
3
2
4
.
9
3
6
1
7
.
5
0
Rotation
Angle
7.
63
2
.
0
0
%
744
86
.0
91
2
.
8
4
%
60.
468
49
.5
44
N
R
55.
342
52
.5
51
N
R
59.
698
15
.2
92
3
.
5
6
%
54.
682
98
.2
48
7
.
0
0
%
24.
348
69
.1
04
7
.
0
0
%
68.
173
86
.9
61
4
.
7
4
%
23.
813
REPORT
Sl.
No
Radius
Transitio
n Length,
Ls
Start Chainage of
Transitio
n
Curve
End Chainage of
Curve
Transitio
n
HIP
Chainage
Design
Speed,
V
Lc
Dc
Es
ON
ALIGNMENT
Ts
Rotation
Angle
80
0
.
1
3
2
10
2.
31
4
0
.
1
0
2
0
.
0
3
8
0
.
0
1
5
2
.
2
3
0
80
0
.
2
9
9
47
.6
02
0
.
1
3
2
0
.
4
1
7
0
.
0
8
3
4
.
4
7
9
80
0
.
0
0
6
13
.2
00
0
.
0
0
6
0
.
0
0
0
0
.
0
0
0
0
.
0
1
0
80
0
.
2
1
6
17
.7
93
0
.
0
4
9
0
.
4
1
7
0
.
0
8
3
2
.
5
3
1
0
.
0
1
3
0
.
0
3
7
0
.
0
4
3
0
.
0
1
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
.
0
4
3
0
.
4
2
6
0
.
2
7
8
0
.
0
8
40
1
0
0
0
41
3
6
0
42
2
2
0
0
43
3
6
0
44
2
2
0
0
14
+6
48
45
2
5
0
0
14
+8
42
14
+9
34
14+
888
80
46
1
2
0
0
15
+0
03
15
+0
54
15+
029
80
15
+2
37
15
+2
76
47
26
2
2
0
0
30
12+
512
12
+5
42
12
+6
45
12+
675
12+
593
60
12+
676
12
+7
36
12
+7
83
12+
843
12+
760
14
+1
75
14
+1
88
14
+3
53
14
+3
71
14
+6
75
14+
662
80
60
14+
293
14+
182
14+
431
14+
362
15+
256
80
0
.
0
1
3
0
.
0
3
7
0
.
0
4
3
0
.
0
1
27
.6
63
92
.3
28
51
.6
52
38
.7
04
1
5
.
0
0
0
2
9
.
9
9
3
0
.
0
0
0
2
9
.
9
9
3
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
81
.2
56
2
.
8
4
%
35.
555
84
.2
61
7
.
0
0
%
41.
602
6.
60
0
N
R
26.
199
69
.0
87
7
.
0
0
%
27.
161
13
.8
32
N
R
38.
316
46
.1
69
N
R
39.
497
25
.8
30
N
R
37.
382
N
R
34.
915
19
.3
53
REPORT
Sl.
No
Radius
48
2
2
0
0
49
Transitio
n Length,
Ls
Start Chainage of
Transitio
n
Curve
End Chainage of
Curve
Transitio
n
HIP
Chainage
Design
Speed,
V
15
+8
05
15
+8
27
15+
816
80
2
2
0
0
16
+0
86
16
+1
21
16+
103
80
50
2
5
0
0
16
+8
74
16
+8
87
16+
880
80
51
1
2
0
0
17
+6
15
17
+7
45
17+
680
80
52
2
2
0
0
17
+8
08
17
+8
33
17+
820
80
53
2
2
0
0
17
+8
93
17
+9
45
17+
919
80
54
2
2
0
0
17
+9
76
18
+0
04
17+
990
80
55
2
5
0
0
18
+1
94
18
+2
3
18+
212
80
56
2
5
18
+5
18
+5
18+
568
80
27
Lc
Dc
Es
ALIGNMENT
Ts
0
.
0
1
0
0
.
0
1
6
0
.
0
0
5
0
.
1
0
8
0
.
0
1
1
0
.
0
2
3
0
.
0
1
3
0
.
0
1
4
0
.
0
.
0
1
0
0
.
0
1
6
0
.
0
0
5
0
.
1
0
8
0
.
0
1
1
0
.
0
2
3
0
.
0
1
3
0
.
0
1
4
0
.
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
.
0
2
7
0
.
0
6
7
0
.
0
0
8
1
.
7
6
6
0
.
0
3
5
0
.
1
4
9
0
.
0
4
7
0
.
0
6
2
0
.
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
21
.9
21
34
.3
62
12
.7
60
13
0.
10
9
24
.8
56
51
.2
00
28
.6
46
35
.0
82
43
.7
ON
Rotation
Angle
10
.9
60
N
R
33.
907
17
.1
81
N
R
33.
336
6.
38
0
N
R
34.
231
65
.1
18
N
R
34.
524
12
.4
28
N
R
28.
311
25
.6
01
N
R
27.
664
14
.3
23
N
R
28.
997
17
.5
42
N
R
28.
251
21
.8
N
R
29.
055
REPORT
Sl.
No
Radius
Transitio
n Length,
Ls
Start Chainage of
Transitio
n
0
0
End Chainage of
Curve
Curve
46
Transitio
n
HIP
Chainage
Design
Speed,
V
57
2
5
0
0
18
+7
19
18
+7
34
18+
726
80
58
2
2
0
0
18
+8
59
18
+8
98
18+
878
80
59
2
4
0
19
+1
15
19
+1
22
60
2
5
0
0
19
+5
29
19
+5
44
19+
537
80
61
2
2
0
0
19
+9
34
19
+9
62
19+
948
80
62
2
2
0
0
20
+3
2
20
+4
04
20+
362
80
63
3
6
0
60
20
+7
6
20
+8
16
21
+0
38
21
+0
62
64
28
2
2
0
90
19+
025
20+
700
19+
212
20+
876
19+
118
20+
788
21+
050
80
80
80
Lc
0
1
7
0
.
0
0
6
0
.
0
1
8
0
.
4
0
8
0
.
0
0
6
0
.
0
1
3
0
.
0
3
8
Dc
12
14
.3
68
38
.9
46
7.
84
6
14
.3
06
27
.7
28
83
.7
02
Es
ALIGNMENT
0
1
7
0
.
0
0
6
0
.
0
1
8
0
0
0
0
.
0
0
0
0
.
0
0
0
0
0
0
0
.
0
0
0
0
.
0
0
0
0
9
6
0
.
0
1
0
0
.
0
8
6
0
.
0
3
3
1
.
4
0
6
0
.
1
8
8
6
.
5
1
0
0
.
0
0
6
0
.
0
1
3
0
.
0
3
8
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
1
0
0
.
0
4
4
0
.
3
9
8
0
.
3
2
2
56
.0
08
0
.
1
5
6
0
.
4
1
7
0
.
0
8
3
5
.
1
4
6
0
.
0
23
.9
37
0
.
0
0
.
0
0
.
0
0
.
0
ON
Ts
0
0
0
0
.
0
0
0
0
.
0
0
0
4
4
.
9
4
7
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
2
9
.
9
9
3
0
.
0
Rotation
Angle
57
7.
18
4
N
R
28.
054
19
.4
74
N
R
27.
724
94
.8
50
7
.
0
0
%
30.
252
7.
15
3
N
R
51.
228
13
.8
65
N
R
51.
770
41
.8
56
N
R
51.
048
88
.5
72
7
.
0
0
%
48.
329
N
R
31.
280
11
.9
68
REPORT
Sl.
No
Radius
Transitio
n Length,
Ls
Start Chainage of
Transitio
n
Curve
End Chainage of
Curve
Transitio
n
HIP
Chainage
Design
Speed,
V
65
2
2
0
0
21
+7
22
21
+7
32
21+
727
80
66
2
2
0
0
21
+9
76
21
+9
87
21+
981
80
67
2
5
0
0
22
+6
24
22
+6
36
22+
630
80
68
2
2
0
0
22
+8
5
22
+8
79
22+
865
80
69
1
5
0
23
+1
24
23
+1
55
70
4
5
71
2
2
0
0
72
29
2
2
0
0
45
23+
079
23
+6
54
23
+7
16
23
+8
66
24
+0
54
24
+2
86
24
+4
49
23+
200
23+
139
23+
685
23+
960
24+
367
Lc
1
1
0
.
0
0
5
0
.
0
0
5
0
.
0
0
5
0
.
0
1
3
50
0
.
5
0
6
20
1
.
3
7
8
65
80
0
.
0
8
5
0
.
0
7
Dc
Es
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
3
3
0
.
0
0
6
0
.
0
0
7
0
.
0
0
8
0
.
0
4
5
30
.9
64
0
.
2
0
6
0
.
5
6
3
0
.
1
5
0
5
.
5
2
2
62
.0
26
1
.
3
7
8
0
.
0
0
0
0
.
0
0
0
0
.
0
8
5
0
.
0
7
0
.
0
0
0
0
.
0
0
0
.
0
0
0
0
.
0
0
10
.3
13
10
.9
98
12
.4
85
28
.0
38
18
7.
78
6
16
2.
43
6
ALIGNMENT
1
1
0
.
0
0
5
0
.
0
0
5
0
.
0
0
5
0
.
0
1
3
1
3
.
3
0
8
2
.
0
0
5
1
.
5
0
ON
Ts
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
2
2
.
4
8
3
0
.
0
0
0
0
.
0
0
0
0
.
0
0
Rotation
Angle
5.
15
7
N
R
31.
028
5.
49
9
N
R
31.
296
6.
24
3
N
R
31.
010
14
.0
20
N
R
31.
296
61
.4
44
7
.
0
0
%
31.
073
37
.0
78
3
.
9
5
%
3.4
85
93
.9
50
N
R
81.
984
N
R
77.
093
81
.2
55
REPORT
Sl.
No
Radius
Transitio
n Length,
Ls
Start Chainage of
Transitio
n
Curve
End Chainage of
Curve
Transitio
n
HIP
Chainage
Design
Speed,
V
Lc
Dc
73
2
4
0
74
2
2
0
0
75
2
0
0
76
2
2
0
0
77
1
0
0
78
1
0
0
0
25
+6
87
79
1
5
0
0
25
+7
78
25
+9
39
26
+1
56
26
+1
75
80
30
1
2
0
0
80
0
.
0
2
5
55
.5
83
0
.
0
2
5
0
.
0
0
0
0
.
0
0
0
80
0
.
6
4
4
68
.8
19
0
.
3
4
4
0
.
7
5
0
0
.
1
5
0
65
0
.
0
1
3
28
.7
89
0
.
0
1
3
0
.
0
0
0
0
.
0
0
0
0
.
1
7
6
1
1
.
6
3
0
0
.
0
4
7
50
0
.
6
4
5
19
.4
78
0
.
1
9
5
0
.
8
4
4
0
.
2
2
5
6
.
3
2
1
0
.
0
1
5
0
.
1
0
7
0
.
0
1
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
.
0
2
9
2
.
1
5
6
0
.
0
3
25
+3
61
45
25
+4
64
25
+4
83
25
+7
02
25+
695
65
25+
858
80
25+
419
25+
137
25+
347
25+
528
25+
473
26+
165
80
25
+3
32
60
25+
231
7
.
8
3
7
25
+1
71
25+
043
0
.
1
8
8
25
+1
03
24+
978
1
.
4
0
6
25
+0
06
80
0
.
0
1
5
0
.
1
0
7
0
.
0
1
15
.2
24
16
0.
76
9
18
.7
93
ALIGNMENT
0
.
0
8
2
24
+9
5
90
24+
828
Es
19
.5
81
24
+8
38
24+
928
0
.
4
5
7
24
+8
18
24+
728
ON
Ts
Rotation
Angle
0
4
4
.
9
4
7
0
.
0
0
0
2
9
.
9
7
8
0
.
0
0
0
2
2
.
4
6
2
0
.
0
0
0
0
.
0
0
0
0
.
0
0
10
1.
03
7
7
.
0
0
%
71.
937
27
.7
93
N
R
49.
554
96
.9
60
7
.
0
0
%
51.
097
14
.3
95
N
R
82.
814
56
.1
48
7
.
0
0
%
83.
293
7.
61
2
N
R
50.
299
80
.4
61
N
R
49.
732
N
R
55.
873
9.
39
7
REPORT
Sl.
No
Radius
81
2
2
0
0
82
2
2
0
0
Transitio
n Length,
Ls
Start Chainage of
Transitio
n
Curve
End Chainage of
Curve
Transitio
n
HIP
Chainage
Design
Speed,
V
26
+3
76
26
+5
11
26+
443
80
26
+6
35
26
+6
96
26+
665
80
83
2
5
0
0
27
+0
96
27
+2
07
27+
152
80
84
2
2
0
0
27
+5
2
27
+5
6
27+
540
80
85
2
2
0
0
27
+7
28
27
+7
91
27+
759
80
86
2
2
0
0
27
+8
28
27
+8
88
27+
858
80
87
2
2
0
0
28
+0
03
28
+0
79
28+
041
80
31
Lc
Dc
Es
ALIGNMENT
Ts
0
.
0
6
1
0
.
0
2
8
0
.
0
4
4
0
.
0
1
8
0
.
0
2
9
0
.
0
2
7
0
.
0
3
5
0
.
0
6
1
0
.
0
2
8
0
.
0
4
4
0
.
0
1
8
0
.
0
2
9
0
.
0
2
7
0
.
0
3
5
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
1
.
0
2
9
0
.
2
1
3
0
.
6
1
7
0
.
0
8
9
0
.
2
2
4
0
.
2
0
6
0
.
3
2
9
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
0
.
0
0
0
13
4.
54
7
61
.2
40
11
1.
06
6
39
.6
48
62
.7
66
60
.1
62
76
.1
10
ON
Rotation
Angle
67
.2
95
N
R
54.
976
30
.6
22
N
R
58.
480
55
.5
42
N
R
56.
885
19
.8
25
N
R
59.
430
31
.3
85
N
R
60.
463
30
.0
82
N
R
58.
828
38
.0
58
N
R
60.
395

BANGALORE.
REPORT
ON
ALIGNME
NT
4.3 Right of Way

As per IRC standards, the RoW should normally be 45m, but can vary in the range of 30m to
60m. The land width requirement for the Project road shall be assessed depending upon the
extent of the existing RoW and the proposed improvements. The minimum berm width
required between the Toe of embankment to RoW boundary is 5m keeping in view the width
of longitudinal drain at the outer end of RoW as 2m. This is required to accommodate tree
plantation and for the vehicle driver to bring the vehicle under control in the event of
swerving off and leaving the roadway.
Table 4- 3: Existing ROW details (as per Inventory)
Chainage
Row (m)
(km)
Sl
Length
Remarks
No
(Km)
From
To
(Approx)
1
0.000
1.000
1.0
25.0
2
3
4
5
6
7
8
9
1.000
2.000
3.000
4.000
5.000
6.000
7.000
8.000
2.000
3.000
4.000
5.000
6.000
7.000
8.000
9.000
10.00
0
11.000
12.00
0
13.00
0
14.00
0
15.00
0
16.00
0
16.40
0
17.00
0
18.00
0
1.0
1.0
1.0
15.0
15.0
15.0
1.0
1.0
1.0
1.0
1.0
15.0
15.0
15.0
15.0
15.0
Ammerahalli
BettaBenjenaHalli
1.0
1.0
15.0
15.0
1.0
15.0
1.0
15.0
1.0
15.0
1.0
15.0
1.0
15.0
0.4
15.0
0.6
10.0
1.0
15.0
10
11
12
11.000
13
12.000
14
13.000
15
14.000
16
17
18
19
32
9.000
10.000
15.000
16.000
16.400
17.000
Vakkaleri
MalleshwaraNagara
Agrahara Hosalli
Dodda Shivara

BANGALORE.
REPORT
ON
ALIGNME
NT
20
21
22
23
24
25
26
27
28
29
30
31
32
33
18.000
19.000
20.000
21.000
22.000
23.000
23.600
24.000
24.400
25.000
26.000
26.600
27.000
19.00
0
20.00
0
21.00
0
22.00
0
23.00
0
23.60
0
24.00
0
24.40
0
25.00
0
26.00
0
26.60
0
27.00
0
27.50
0
1.0
15.0
1.0
15.0
1.0
12.0
1.0
12.0
1.0
15.0
0.6
15.0
0.4
20.0
0.4
13.0
0.6
18.0
1.0
18.0
0.6
15.0
0.4
20.0
0.5
20.0
Malliyappana halli
Malur
-
REPORT

BANGALORE.
ON
ALIGNMEN
T
4.5 Existing Intersections

There are many intersections along with cross roads having bituminous surfacing and falling
into the different categories of Rural roads, ODR, MDR and SH, most of them being rural
roads. The project road provides direct access to many villages.
Based on turning moments, detailed designs shall be carried during Detailed Project Report
preparation, keeping in view the guidelines given in IRC: SP-41-1994 and MoRT&H Designs
for Intersections. In this stage of project, all these intersections are divided into two categories
as major and minor, depending on their importance, and the necessary improvements have
been proposed accordingly.
Table 4- 4: Details of Existing Junctions
34
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Junction
Configura
tion
3 Arm
3 Arm
3 Arm
3 Arm
3 Arm
3 Arm
3 Arm
3 Arm
4 Arm
3 Arm
3 Arm
4 Arm
Vijayanagara
Beglihosahalli
Chikkanahalli
Shettikathanur
Bangarpet
Gangapura
Tirumalakoppa
Agrahara
Hongenahalli
Doddasabbenahalli
19.600
Minor
3 Arm
21.200
23.000
23.500
24.300
24.700
26.000
26.400
Minor
Minor
Minor
Major
Major
Minor
Minor
3 Arm
3 Arm
3 Arm
4 Arm
4 Arm
3 Arm
3 Arm
Doddakadathur
Tekkal road
Suddanahalli
Hosur
Masti
Malur industrial area
Kurandalli
Sl
No
Chainage
(Km)
Junction
Type
1
2
3
6
8
9
10
11
12
13
14
15
0.400
1.800
2.800
6.000
7.600
9.000
10.800
13.000
13.200
15.100
16.600
18.100
16
17
18
19
20
21
22
23
Direction
LHS
RHS
Chowdadenahalli
Chowganahalli
Birudalli
Vemgal
Chikkadatur,
Obalapura
Hoskote
Hosur
-

BANGALORE.
REPORT
ON
ALIGNMEN
T
4.6 Land Acquisition

The proposed project road is widened symmetrically by retaining the existing centreline for
most part. At the locations where the curves are improved and re-alignment is proposed, the
proposed alignment will deviate from the existing centreline. Land should be acquired at those
locations where the proposed alignment goes beyond the available RoW. Following table
shows the area to be acquired at re-alignment locations.
Table 4- 5: Tentative Land Acquisition Details
Chainage
Sl No
From
To
1
0.000
1.000
2
1.000
2.000
3
2.000
3.000
4
3.000
4.000
5
4.000
5.000
6
5.000
6.000
7
6.000
7.000
8
7.000
8.000
9
8.000
9.000
10
9.000
10.000
11
10.000
11.000
12
11.000
12.000
13
12.000
13.000
14
13.000
14.000
15
14.000
15.000
16
15.000
16.000
17
16.000
16.400
18
16.400
17.000
19
17.000
18.000
20
18.000
19.000
21
19.000
20.000
22
20.000
21.000
23
21.000
22.000
24
22.000
23.000
25
23.000
23.600
26
23.600
24.000
27
24.000
24.400
28
24.400
25.000
29
25.000
26.000
30
26.000
26.600
35
Area (sqmt)
0
10000
10000
10000
10000
10000
10000
10000
10000
10000
10000
10000
10000
10000
10000
10000
4000
9000
10000
10000
10000
13000
13000
10000
6000
2000
4800
4200
7000
6000
Area (Hecta
0.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
0.4
0.9
1.0
1.0
1.0
1.3
1.3
1.0
0.6
0.2
0.5
0.4
0.7
0.6
REPORT

BANGALORE.
ON
ALIGNMEN
T
31
32
26.600
27.000
27.000
27.500
2000
2500
2,63,500
Total
0.2
0.3
26.35
4.7 Existing CD Structures

There are 39 CD Structures are located all along the Project Road. The details of CD structures are as
follows.
Table 4- 6: Details of Existing CD Structures

Sl.
No
Distric
t
Kolar
Type of CD structures
Name of the Road
Major
Bridge
s
Minor
Bridge
s
Pipe
Culvert
s
Stone
Culvert
s
RC
C
Kolar - Malur - Hosur Road
12
14
TOTAL
36
39 Nos.

Alignment Report (Kolar-Malur)

Enviado por

Dados do documento

Direitos autorais

Formatos disponíveis

Compartilhar este documento

Compartilhar ou incorporar documento

Opções de compartilhamento

Você considera este documento útil?

Este conteúdo é inapropriado?

Direitos autorais:

Formatos disponíveis

Alignment Report (Kolar-Malur)

Enviado por

Direitos autorais:

Formatos disponíveis

CONSULTING SERVICES FOR PREPARATION OF DETAILED PROJECT REPORT (DPR) FOR

THE CONSTRUCTION OF 4 LANE AND 2 LANE ROAD IN PWD, BANGALORE CIRCLE,

Public Works,Ports and Inland Water Transport Department, Bangalore

Figure 1- 1: Location map of the project Road

Public Works,Ports and Inland Water Transport Department, Bangalore division.

CONSULTING SERVICES FOR PREPARATION OF DETAILED PROJECT REPORT (DPR) FOR

2. Superior operation and maintenance enabling enhanced operational efficiency of the

Public Works,Ports and Inland Water Transport Department, Bangalore division.

CONSULTING SERVICES FOR PREPARATION OF DETAILED PROJECT REPORT (DPR) FOR

Public Works,Ports and Inland Water Transport Department, Bangalore division.

CONSULTING SERVICES FOR PREPARATION OF DETAILED PROJECT REPORT (DPR) FOR

DESIGN STANDARDS AND ALIGNMENT

Download the data into software

Public Works,Ports and Inland Water Transport Department, Bangalore division.

CONSULTING SERVICES FOR PREPARATION OF DETAILED PROJECT REPORT (DPR) FOR

embankment toe line

within the above specified limits

bottom of ditches, etc;

2.2.2 Geometric Design Standards

facilities and street furniture are essentially based on IRC

Table 2- 1: Relevant IRC Codes / Specifications

Public Works,Ports and Inland Water Transport Department, Bangalore division.

CONSULTING SERVICES FOR PREPARATION OF DETAILED PROJECT REPORT (DPR) FOR

Culverts & Bridges

Table 2- 2: Design Standards

ROAD LAND WIDTH

b. Set Back Between Building Line and Road Boundary

Public Works,Ports and Inland Water Transport Department, Bangalore division.

CONSULTING SERVICES FOR PREPARATION OF DETAILED PROJECT REPORT (DPR) FOR

c. Earthen Shoulder Width

2.3 Capacity Standards

IRC: 64-1990 is the main reference for determining capacity

standards for roads in India. The following Table summarises the

IRC: 106- 1990

capacity standards and design service volumes for various categories

Department, Bangalore division.

CONSULTING SERVICES FOR PREPARATION OF DETAILED PROJECT REPORT (DPR) FOR

Table 2- 3: Capacity Standards

Design Service Volume PCUs/day

2- Lane carriageway (Plain Terrain)

2.4 Transition Curves

Rate of change of centrifugal acceleration; and

Rate of change of super elevation (not steeper than 1 in 150)

CONSULTING SERVICES FOR PREPARATION OF DETAILED PROJECT REPORT (DPR) FOR

Provisions of IS codes of practices; and

Relevant provisions of BS codes of practices

Culverts, Clear width for new 2-lane

Bridges (without footpath) outer to

Width of Safety Kerb

Width of Crash barrier

Width of Footpath and Railing

Public Works,Ports and Inland Water Transport Department, Bangalore division.

CONSULTING SERVICES FOR PREPARATION OF DETAILED PROJECT REPORT (DPR) FOR

TRAFFIC SURVEY AND ANALYSIS

Public Works,Ports and Inland Water Transport Department, Bangalore division.

CONSULTING SERVICES FOR PREPARATION OF DETAILED PROJECT REPORT (DPR) FOR

It connects the NH 4, SH 95.

Road Marking, Sign Boards, Road Side

Proposed Project Facilities

Pedestrian Footpath, Street Lighting, Truck

3.1 Traffic Surveys

Classified Volume counts

3.2 Methodology for Traffic Surveys

Public Works,Ports and Inland Water Transport Department, Bangalore division.