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

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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
Kothrapalli Masti Road , Kolar District. The total Length of the Project Road is 24.0 Km. A
location map of the project road is shown in the figure 1.1. The Alignment of the project road
starts at Srinivaspura and runs through nearby villages namely Rojarhalli, Muduvadi and
ends at Kolar @ CH 19+300 Km of SH-5 (Overlap of SH-99, Ch- 52+400 and SH-5,
21+200).
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

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Figure 1- 1: Location map of the project Road


2

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


Project Highway
3. Minimal adverse impact on the local 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,
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
3

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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

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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


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

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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
facilities and street furniture are essentially based on IRC
standards

and

MoRT&H

specifications.

Whenever,

the

IRC: 86-1983
AASHTO-Green
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 80 - 100 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
80 - 100 kmph.

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Table 2- 1: Relevant IRC Codes / Specifications


Sl. No.

Design Parameters
Geometric Design Standards

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
c. Earthen Shoulder Width

Desirable 80 kmph
Minimum 65 kmph
3.5m
-

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Description

Standards

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 100kmph)
b. Requiring no super elevation (for 80kmph)
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

1.0m
-

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


IRC: 64-1990 is the main reference for determining capacity
standards for roads in India. The following Table summarises the

2.50%
3.00%
Maximum 7.0%
1 in 150
2000m
1200m
360 m
240 m
50m
0.60%
73.6
41.5
3.30%
0.30%
0.50%
0.30%

360m
180m
References
IRC: 64-1990
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).
Table 2- 3: Capacity Standards
8

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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.

2.5 Design
of Bridges,
Structures
The Design
and

the

be
are
based on the

Table 2- 4: Transition Lengths for different Design Speeds


Radius
Transition Length
Transition Length
(m)
(m)
100
kmph
(m) 8035kmph
600
80
45
700
70
35
60
800
60
30
90
900
55
30
100
1000
50
30
150
1200
40
NR
170
1500
35
200
NA
1800
30
240
90
2000
NR
NA
300
75
130
360
60
115
400
55
95
500
45

Standard
Culverts &
Standards
loading

to

considered
generally

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:
9

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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 m

Bridges (without footpath) outer to


outer parapets For 2-lane bridge

13 m

Width of Safety Kerb

750 mm

Width of Crash barrier

450mm

Width of Footpath and Railing

2225 mm

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CHAPTER 3

TRAFFIC SURVEY AND ANALYSIS


3.1 General
The Alignment of the project road starts at Srinivaspura and runs through nearby villages
namely Rojarhalli, Muduvadi and ends at Kolar @ CH 19+300 Km of SH-5 (Overlap of
SH-99, Ch- 52+400 and SH-5, 21+200). 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 (Srinivaspura)
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
Kothrapalli Masti Road
SH-5 and SH-99
Ch: 28+800 Km (SH 99)
Ch: 19+300 Km (SH 5)
27.500 km
24.000 km
Varies From 14 m to 18 m
2 - Lane
65-80 Kmph

5
5
0
2
11
23
2
18
20 Nos.
Rojarhalli and Muduvadi

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Details

13

Major Connectivity

It connects the NH 234, SH 96.

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

3.2 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
Type of
survey
Classifie
d Volume
Counts

Chainag
e

Turning
Volume
Counts

30+400

Axle
Load
Survey

52+700

52+300
1+700

Location
Near
Moorandahall
i
Mulabagal
Circle
Chintamani
road
Near
Moorandahall
i

Survey dates
From
To

Duration

10/08/201
5

16/08/201
5

14/08/201
5

14/08/201
5

13/08/201
5

13/08/201
5

8:00 AM to 12:00 PM
and
04:00 PM to 08:00
Pm
(8 Hours)

19/08/201
5

19/08/201
5

1 Day
(24 Hours)

7 days X 24 Hours

3.3 Methodology for Traffic Surveys


3.3.1 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
Variation and the Traffic Composition. The survey was carried out by manual vehicle
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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.
3.3.2

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.
3.4

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
3.5
3.5.1

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.

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3.5.1.1

Average Daily Traffic Near Moorandahalli,

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(CH: 52+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 Moorandahallihalli (CH: 52+700 Km) Direction: Kolar to Srinivasapura is 4,350 (4,223
PCUs) and Srinivasapura to Kolar is 4,445 (4,233 PCUs) and total vehicles observed were
8,795 (8,456 PCUs). The details are shown in Table 3.4.
As per the seven days volume count conducted at CH: 52+700Km (Near Moorandahalli)
total PCUs observed is 8,456.

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Table 3- 4: Average Traffic Volume count near Moorandahalli (CH: 52+700 Km)

Truck
Direction

Srinivaspur to
Kolar Road
Kolar to
Srinivasapura
Average Daily
Traffic (ADT)

15

Minibu
Multi

LCV

s / Van /

Buses

Cars /

Motor

Jeeps

Cycle

Auto

Tractor
s

Cycles

Cart
s

Volume

PCU'
s

Govt

Other

Buses

Buses

108

134

62

560

2788

221

86

42

4,445

4,233

337

109

139

62

554

2665

234

87

41

4,350

4,223

663

217

273

124

1114

5453

455

173

83

8,795

8,456

2-Axle

3-Axle

55

32

29

326

54

37

28

109

69

57

Tempo

-Axle

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3.6 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.
3.6.1 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
3.6.2 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

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Table 3- 5: Traffic Projections of location near Moorandahalli (CH: 52+700 Km)


Truck

Year
2015
2016
2017
2018
2019
2020
2021
2022
2023
2024
2025
2026
2027
2028
2029
2030
2031
2032
2033
2034
2035

17

2-Axle

3-Axle

MultiAxle

109
115
121
127
133
140
147
154
162
170
178
187
197
206
217
227
239
251
263
277
290

69
73
76
80
84
88
93
97
102
107
113
118
124
130
137
144
151
158
166
175
183

57
59
62
65
69
72
76
80
84
88
92
97
102
107
112
118
123
130
136
143
150

Buses

LCV

Minibus /
Van /
Tempo

Govt
Buses

Other
Buses

663
696
731
768
806
846
889
933
980
1029
1080
1134
1191
1250
1313
1379
1448
1520
1596
1676
1760

217
228
240
252
264
277
291
306
321
337
354
372
390
410
430
452
474
498
523
549
577

273
287
301
316
332
348
366
384
403
424
445
467
490
515
541
568
596
626
657
690
724

124
130
136
143
150
158
166
174
183
192
202
212
222
233
245
257
270
284
298
313
328

Cars /
Jeeps

Motor
Cycle

Auto

Tractors

Cycles

Carts

Volume

PCU's

1114
1169
1228
1289
1354
1421
1492
1567
1645
1728
1814
1905
2000
2100
2205
2315
2431
2553
2680
2814
2955

5453
5725
6011
6312
6628
6959
7307
7672
8056
8459
8882
9326
9792
10282
10796
11336
11902
12497
13122
13778
14467

455
478
502
527
553
581
610
641
673
706
742
779
818
859
901
947
994
1044
1096
1150
1208

173
182
191
200
210
221
232
244
256
269
282
296
311
326
343
360
378
397
417
438
459

83
87
92
96
101
106
111
117
123
129
135
142
149
157
164
173
181
190
200
210
220

5
5
5
6
6
6
7
7
7
8
8
8
9
9
10
10
11
11
12
12
13

8795
9235
9696
10181
10690
11225
11786
12375
12994
13644
14326
15042
15794
16584
17413
18284
19198
20158
21166
22224
23335

8456
8879
9323
9789
10278
10792
11332
11898
12493
13118
13774
14462
15186
15945
16742
17579
18458
19381
20350
21368
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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 Moorandahalli
(CH: 52+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:

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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.


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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
(Km)
Sl No.

1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23

20

From

To

0.000
0.727
1.213
4.344
5.149
5.926
6.523
7.259
10.109
10.218
10.915
13.429
13.885
14.232
14.353
14.627
14.768
14.989
15.626
17.323
18.174
19.430
21.746

0.348
1.090
1.720
4.714
5.411
6.304
6.798
7.818
10.218
10.481
11.166
13.545
14.054
14.293
14.407
14.682
14.877
15.266
15.704
17.497
18.876
19.795
22.001

Existing
Radius of
Curve (r)

716
228
365
346
241
319
188
2169
131
414
435
267
155
105
188
311
227
417
294
369
1411
1202
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24
25
26

21

22.810
22.873
23.611

22.873
23.009
23.627

155
266
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Table 4- 2: Details of Proposed Horizontal Curves


End Chainage of

Radiu
s

Curve

Curve

500

0+085

800

240

500

Transition
Length,Ls

Start Chainage of

Sl.
No.

0+126

0+105

0+136

0+153

0+158

0+22
0+275

1000

0+311

1200

300
100

9
10

12
13

15

5000

35

3+240

0+475

65

0.717

0.001

NR

60.28

0+679

40

199.766

0.666

NR

60.25

7.00%

27.04

NR

90.02

NR

88.41

5.69%

86.57

NR

69.78

NR

67.32

2.96%

56.61

NR

66.90

220.863

7.00%

62.74

207.109

7.00%

178.16

NR

58.36

171.186

7.00%

64.66

198.825

7.00%

107.85

NR

56.71

7.00%

59.11

NR

72.49

0.583

80

151.227

0.126

100

56.599

0.023

2+255

2+232

2+732

2+543

4+072

4+124

3+550

0.090

58.335

80

3+515

53.47
57.86

1+579

3+275

3.76%
NR

1+245

2+354

38.43

1.283

108.623

0.217

80

45.908

0.038

100

377.297

0.189

3+395

100

4+098

100

0.307

0.184

240.332

0.160

52.561

0.011

0.052

2.042

0.169

0.034

0.025

0.350

0.045

0.012

16

240

90

4+313

4+403

4+615

4+705

4+509

80

1.259

212.274

0.884

1.406

0.188

17

240

90

5+069

5+159

5+353

5+443

5+256

80

1.183

193.922

0.808

1.406

0.188

18

2000

5+62

5+654

5+637

100

34.838

0.017

19

300

75

5+982

6+057

6+233

6+308

6+145

80

0.837

175.976

0.587

0.781

0.125

20

300

75

6+539

6+614

6+835

6+910

6+725

80

0.985

220.413

0.735

0.781

0.125

21

5000

7+012

7+358

7+185

100

346.185

0.069

22

400

23

2000

22

55

7+381

7+436

7+482

7+768

7+822

7+537

7+459

80

7+795

100

0.252

45.946

0.115

54.459

0.027

0.315

0.069

0.556

12.50
0

Ts

0.035

1+274

2000

NR

35.171

1+078

2+21

0.257

Es

65

1+154

1200

61.585

0.040

50

1+678

39.69

19.861

0+889

1+633

1500

1+479

NR

35

0+779

1+524

14

45

0.022

0+189

0+579

1+217

17.574

50

0+476

2500

82.36

0+145

0+475

1+003

NR

40.317

0+329

0+989

0.081

50

0+346

1200

0+300

Rotation
Angle

Dc

65

0+919

500

0+790

Transition

Lc

0+265

0+86

11

70

0+230

Design
Speed,V

0+255

25

Transition

HIP
Chainage

27.37
8

6.129

34.85
8

22.49
8

6.374

17.50
0

58.70
3
50.81
5

44.94
7
44.94
7

29.16
0
41.32
3

37.48
0
37.48
0

3.523

27.49
6

34.948

111.098

99.946

155.557

78.278

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2500

7+944

7+978

25

5000

8+198

8+425

26

2000

8+508

8+638

27

2000

9+5

9+511

9+506

28

500

45

9+703

9+748

29

360

60

9+950

10+01

30

500

45

10+368

31

800

30

10+587

32

500

45

10+880

33

2000

34

2500

35

500

45

13+336

36

300

60

13+799

37

2000

38

300

75

14+590

39

240

50

14+995

40

800

60

15+545

41

1200

42

2500

43

360

44

2500

45

1000

46

1500

47

1000

23

10+41
3
10+61
7
10+92
5

18+151

10+13
3
10+45
5
10+72
6
11+104

11+854

11+862

12+93
6
13+38
1
13+85
9
14+12
6
14+66
5
15+04
5
15+60
5
16+17
6
16+33
9
17+31
3

12+94
8
13+61
2
14+01
7
14+27
9
14+82
4
15+14
2
15+66
3
16+17
7
16+34
8
17+41
2
17+68
3
18+74
6
19+30
7
19+67
3

17+66
30

9+822

18+18
1
19+10
4
19+42
1

7+961

REPORT ON
ALIGNMENT

100

34.832

0.014

NR

71.42

8+311

80

226.390

0.045

NR

72.22

8+573

100

129.308

0.065

NR

74.81

100

10.896

0.005

NR

71.11

82.155

5.69%

70.31

123.828

7.00%

59.03

66.081

5.69%

85.04

84.647

3.56%

77.10

136.316

5.69%

85.38

NR

61.05

NR

60.96

164.042

7.00%

61.31

144.749

7.00%

90.23

NR

52.68

160.809

7.00%

56.28

100.969

7.00%

96.20

89.087

5.56%

65.32

9+867

9+785

80

0.237

73.712

0.147

0.169

0.045

3.714

10+193

10+071

80

0.509

123.382

0.343

0.417

0.083

12.43
1

10+500

10+434

80

0.174

41.916

0.084

0.169

0.045

2.064

10+756

10+671

80

0.174

108.937

0.136

0.047

0.019

3.073

11+149

11+015

80

0.447

178.748

0.357

0.169

0.045

12.95
5

11+858

100

8.249

0.004

12+942

100

11.563

0.005

13+657

13+496

100

0.552

230.780

0.462

0.169

0.045

19.811

14+077

13+938

80

0.730

158.880

0.530

0.500

0.100

21.66
7

14+202

100

153.108

0.077
25.08
3
12.15
3

22.49
8
29.99
3
22.49
8
15.00
0
22.49
8

22.49
8
29.99
0
37.48
0
24.99
1
29.99
9

14+899

14+744

80

0.778

158.472

0.528

0.781

0.125

15+192

15+094

65

0.612

96.915

0.404

0.434

0.104

15+723

15+634

100

0.147

57.934

0.072

0.188

0.038

16+177

80

1.314

0.007

NR

72.65

16+343

100

8.992

0.004

NR

72.47

17+363

80

98.261

0.273

7.00%

72.68

17+672

100

23.430

0.009

NR

88.32

2.84%

88.53

18+776

18+463

80

19+205
19+547

0.595

0.038

0.015

2.366

46.01
7

15.00
0

565.199

0.565

321.719

80

202.790

0.135

NR

55.09

100

251.768

0.252

4.44%

47.00

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2500

20+28
5

49

5000

20+47

50

2500

51

2500

52

4000

53

1200

20+67
5
21+13
2
21+40
3
21+68

54

500

45

22+699

55

240

90

22+906

56

1200

57

500

58

60

59

2500

24

45
55

23+500
23+782

22+74
4
22+99
6
23+34
1
23+54
5
23+83
7
23+93
9

20+29
7
20+52
6
20+70
2
21+16
3
21+41
9
21+95
6
22+81
8
23+00
5
23+63
7
23+84
8
23+95
8

100

11.810

0.005

NR

61.43

20+498

100

55.770

0.011

NR

61.70

20+689

100

27.414

0.011

NR

62.34

21+148

100

30.103

0.012

NR

61.71

21+411

100

16.301

0.004

NR

62.40

21+818

80

276.486

0.230

NR

62.17

82.215

5.69%

75.51

95.809

7.00%

86.67

NR

66.19

91.523

5.69%

69.22

65.285

7.00%

86.03

NR

141.24

22+781

80

0.238

73.830

0.148

0.169

0.045

3.721

23+095

23+000

80

0.415

9.674

0.040

1.406

0.188

6.706

23+375

80

69.152

0.058

23+591

80

92.136

0.184

23+682
23+903

ALIGNMENT

20+291

22+863

23+41

REPORT ON

23+842

35

23+948

80

0.274
1.098

10.863

0.181

18.939

0.008

0.169
2.101

0.045

4.909

0.458

12.79
2

22.49
8
44.94
7
22.49
8
27.30
9

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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)
Sl
No

25

Chainage
(km)

Length
(Km)

Row (m)
(Approx)

Remarks

From

To

0.000

1.000

1.000

18.0

1.000

1.600

0.600

18.0

1.600

2.000

0.400

14.0

2.000

3.000

1.000

14.0

3.000

4.000

1.000

18.0

4.000

5.000

1.000

15.0

5.000

6.000

1.000

15.0

6.000

7.000

1.000

15.0

7.000

8.000

1.000

15.0

10

8.000

9.000

1.000

15.0

11

9.000

10.000

1.000

15.0

12

10.000

11.000

1.000

15.0

13

11.000

12.000

1.000

15.0

14

12.000

13.000

1.000

15.0

RojarHalli

15

13.000

14.000

1.000

15.0

16

14.000

15.000

1.000

15.0

Muduvadi

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17

15.000

16.000

1.000

15.0

18

16.000

17.000

1.000

14.0

19

17.000

17.400

0.400

14.0

20

17.400

18.000

0.600

18.0

21

18.000

19.000

1.000

15.0

22

19.000

20.000

1.000

15.0

23

20.000

21.000

1.000

15.0

24

21.000

22.000

1.000

15.0

25

22.000

23.000

1.000

18.0

26

23.000

24.000

1.000

15.0

27

24.000

25.000

1.000

15.0

4.4 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
Sl
No

Chainage
(Km)

Junction
Type

Junction
Configuration

1.600

Major

2.900

Minor

26

Direction
LHS

RHS

3 Arm

Mulbagal circle

3 Arm

Panasamakana
halli

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4.400

Minor

3 Arm

Kodicherevu

4.600

Minor

3 Arm

Panasamakanahalli

5.400

Minor

4Arm

Hebetta

Chaldiganahalli

7.400

Minor

4Arm

Yalavahalli

C Hosur ,
Chiruvavahalli

8.300

Minor

3 Arm

Hosalli

10.100

Minor

4Arm

Gummareddipura

10.800

Minor

3 Arm

Hoohalli,
NaganayakanaHall
i

10

11.900

Minor

4Arm

Mulabagal

Rojar halli cross

11

14.900

Minor

34Arm

Muidavadi

Varanasi

12

15.400

Minor

3 Arm

Hosalli

13

17.100

Minor

3 Arm

Nukkanahalli
Mallasandra

14

18.300

Minor

3 Arm

Jannagatta

15

19.200

Minor

3 Arm

Thordenahalli

16

20.400

Minor

3 Arm

Veerapura

17

23.400

Minor

4 Arm

Barandahalli

Arahalli

18

23.500

Major

3 Arm

Chintamani road

19

24.600

Minor

3 Arm

Kodikannur

20

26.200

Minor

3 Arm

Mekhri circle

C Hosur

4.5 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
Sl
Chainage
Area
Area
N
(sqmt) (Hectares)
From
To
o
1
12000
1.2
0.00
1.00
27

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

REPORT

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


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

ON
ALIGNMEN
T

2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27

1.00
1.60
2.00
3.00
4.00
5.00
6.00
7.00
8.00
9.00
10.00
11.00
12.00
13.00
14.00
15.00
16.00
17.00
17.40
18.00
19.00
20.00
21.00
22.00
23.00
24.00

1.60
2.00
3.00
4.00
5.00
6.00
7.00
8.00
9.00
10.00
11.00
12.00
13.00
14.00
15.00
16.00
17.00
17.40
18.00
19.00
20.00
21.00
22.00
23.00
24.00
25.00
Total

7200
6400
16000
12000
15000
15000
15000
15000
15000
15000
15000
15000
15000
15000
15000
15000
16000
6400
7200
15000
15000
15000
15000
12000
15000
15000
3,65,20
0

0.7
0.6
1.6
1.2
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.5
1.6
0.6
0.7
1.5
1.5
1.5
1.5
1.2
1.5
1.5
36.5

4.6 Existing CD StructuresThere are 23 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


Type of CD structures

Sl.
No

Distric
t

Name of the Road

Kolar

Kothrapalli Masti Road

28

Box
slab

Minor
Bridge
s

Pipe
Culvert
s

Stone
Culvert
s

RC
C

TOTAL

- 23 Nos.

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

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