DPR - Smart Road Shivamoga

SHIVAMOGGA SMART CITY LIMITED
PROJECT DEVELOPMENT AND MANAGEMENT CONSULTANT FOR

IMPLEMENTATION OF SMART CITY PROJECT FOR SHIVAMOGGA
SMART CITY
DETAILED PROJECT REPORT

“DEVELOPMENT OF SMART ROAD FROM ASHOKA CIRCLE TO PROF. KRISHNAPPA
CIRCLE”
TCE.10659A-CV-3054-DP-30541D
VOLUME - I
MAIN REPORT SEPTEMBER - 2017
In consortium with
4 th Floor, Tower ‘A’ 247 Park Pricewaterhouse Coopers Pvt Ltd

Lal Bahadur Shastri Marg, 7th Floor Building No 8, Tower-C
Vikhroli ( West), Mumbai- 400083 DLF Cyber city, Gurgaon, Haryana 122002
REVISION STATUS
Sl.No. Revision Prepared Checked Passed Submitted Purpose

No. By By By On
NBK, BG,DB, SAC,

1. R0 VS,CRD,SAC, SKH,USN, SB 02-09-2017 Submission
VW, RK SMP
Shivamogga Smart City Limited (SSCL) I DPR - Development of Smart Road from
Ashoka Circle to Prof. Krishnappa Circle
TCE.10659A-CV-3054-DP-30541D (P0)
Volume – I: Main Report
Volume – II: Cost Estimates
Volume – III: Drawings
CONTENT
CONTENT................................................................................................................................................................................... I
LIST OF TABLES..................................................................................................................................................................... IX
LIST OF DRAWINGS.............................................................................................................................................................. XII
EXECUTIVE SUMMARY ............................................................................................................................................................ I
CHAPTER: 1 PROJECT INTRODUCTION .................................................................................................................... 1
1.1 PROJECT BACKGROUND .................................................................................................................................... 1
1.2 VISION AND OBJECTIVES ................................................................................................................................... 1
1.3 SCOPE OF WORK ................................................................................................................................................. 2
1.4 PROJECT STAGES ............................................................................................................................................... 2
1.5 STRUCTURE OF THE REPORT ........................................................................................................................... 2
CHAPTER: 2 SOCIO – ECONOMIC PROFILE .................................................................................................................. 3
2.1 BACKGROUND ...................................................................................................................................................... 3
2.2 DEMOGRAPHICS .................................................................................................................................................. 3
2.3 ECONOMIC SNAPSHOT ....................................................................................................................................... 3
2.4 AGRICULTURE IN FOCUS .................................................................................................................................... 3
2.5 INDUSTRIAL LANDSCAPE ................................................................................................................................... 3
2.6 LAND AND SOIL .................................................................................................................................................... 4
2.7 WATER RESERVES .............................................................................................................................................. 4
2.8 POWER SUPPLY ................................................................................................................................................... 4
2.9 KNOWLEDGE CAPITAL ........................................................................................................................................ 5
2.10 MEDICAL RESOURCES ........................................................................................................................................ 5
2.11 CLIMATE ................................................................................................................................................................ 5
2.12 LAND USE .............................................................................................................................................................. 5
2.13 GEOLOGY .............................................................................................................................................................. 6
2.14 TRANSPORT CONNECTIVITY .............................................................................................................................. 6
2.14.1 BY ROAD ...................................................................................................................................................... 6
2.14.2 BY RAIL ........................................................................................................................................................ 7
2.14.3 BY AIR .......................................................................................................................................................... 7
2.14.4 SHIVAMOGGA BUS TERMINAL .................................................................................................................. 7
2.15 PROJECT AREA .................................................................................................................................................... 8
CHAPTER: 3 EXISTING SYSTEM AND ANALYSIS ................................................................................................... 10
3.1 INTRODUCTION .................................................................................................................................................. 10
3.2 RECONNAISSANCE SURVEY ............................................................................................................................ 10
3.3 REVIEW OF SECONDARY DATA ....................................................................................................................... 20
3.4 TRAFFIC SURVEY ............................................................................................................................................... 21
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3.5 EXISTING PUBLIC UTILITIES ............................................................................................................................. 22
3.5.1 WATER SYSTEM ....................................................................................................................................... 22
3.5.2 SEWERAGE SYSTEM ............................................................................................................................... 22
3.5.3 DRAINAGE SYSTEM ................................................................................................................................. 23
3.5.4 EXISTING ELECTRICAL POWER DISTRIBUTION & ICT: ........................................................................ 26
3.5.5 EXISTING UTILITY CROSS SECTION ...................................................................................................... 26
3.6 CONCLUSION OF EXISTING SYSTEM .............................................................................................................. 27
CHAPTER: 4 DESIGN STANDARDS & SPECIFICAITON .......................................................................................... 28
4.1 DESIGN BASIS .................................................................................................................................................... 28
4.2 DESIGN ELEMENTS ........................................................................................................................................... 28
4.3 SMART STREET COMPONENT ......................................................................................................................... 28
4.4 SALIENT FEATURES OF SMART STREET ........................................................................................................ 28
4.5 GEOMETRIC DESIGN STANDARDS .................................................................................................................. 28
4.5.1 GENERAL CONSIDERATIONS ................................................................................................................. 28
4.5.2 GUIDING STANDARDS FOR HIGHWAY DESIGN .................................................................................... 29
4.5.3 TERRAIN CLASSIFICATION ...................................................................................................................... 29
4.5.4 DESIGN SPEED ......................................................................................................................................... 29
4.5.5 CROSS SECTIONAL ELEMENTS ............................................................................................................. 29
4.5.6 HORIZONTAL ALIGNMENT ....................................................................................................................... 31
4.6 VERTICAL ALIGNMENT ...................................................................................................................................... 34
4.7 PAVEMENT DESIGN ........................................................................................................................................... 35
4.7.1 GENERAL ................................................................................................................................................... 35
4.7.2 PAVEMENT DESIGN OPTIONS ................................................................................................................ 35
4.8 DESIGN OF ROAD JUNCTION ........................................................................................................................... 37
4.8.1 INTERSECTION ......................................................................................................................................... 37
4.8.2 DESIGN FACTORS .................................................................................................................................... 37
4.8.3 DESIGN STANDARDS ............................................................................................................................... 38
4.8.4 DESIGN TRAFFIC VOLUME ...................................................................................................................... 38
4.8.5 DESIGN VEHICLE ...................................................................................................................................... 38
4.8.6 DESIGN CURVES ...................................................................................................................................... 38
4.8.7 TRAFFIC SIGNS AND MARKINGS AT INTERSECTIONS ........................................................................ 38
4.9 ROAD SIGNS, MARKINGS, SAFETY FEATURES & OTHER ACCESSORIES .................................................. 38
4.9.1 TRAFFIC SIGNS ......................................................................................................................................... 38
4.9.2 MANDATORY / REGULATORY SIGNS ..................................................................................................... 38
4.9.3 WARNING / CAUTIONARY SIGNS ............................................................................................................ 38
4.9.4 INFORMATORY SIGNS ............................................................................................................................. 38
4.9.5 ROAD MARKINGS ..................................................................................................................................... 38
4.9.6 KILOMETER STONES ............................................................................................................................... 39
4.9.7 DELINEATORS ........................................................................................................................................... 39
4.10 TRAFFIC SAFETY MEASURES .......................................................................................................................... 39
4.10.1 GUARDRAILS ............................................................................................................................................. 39
4.10.2 CONCRETE CRASH BARRIERS ............................................................................................................... 39
4.10.3 LIGHTING ................................................................................................................................................... 39
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4.11 CAPACITY ............................................................................................................................................................ 39
4.11.1 CAPACITY OF CARRIAGEWAY ................................................................................................................ 39
4.12 NON-MOTORIZED TRANSPORT (NMT) FACILITIES (CYCLE TRACK AND FOOTPATHS) ............................ 39
4.12.1 CYCLE TRACKS ........................................................................................................................................ 39
4.12.2 GENERAL INFORMATION ABOUT CYCLE TRACKS ............................................................................... 40
4.12.3 JUSTIFICATION FOR THE PROVISION OF CYCLE TRACKS ................................................................. 40
4.12.4 CAPACITY .................................................................................................................................................. 40
4.12.5 TYPES OF CYCLE TRACKS ...................................................................................................................... 41
4.12.6 HORIZONTAL CURVES ............................................................................................................................. 41
4.12.7 VERTICAL CURVES .................................................................................................................................. 41
4.12.8 GRADIENTS ............................................................................................................................................... 41
4.12.9 SIGHT DISTANCES ................................................................................................................................... 42
4.12.10 LANE WIDTH ......................................................................................................................................... 42
4.12.11 VERTICAL CLEARANCES .................................................................................................................... 42
4.12.12 ROAD CROSSINGS .............................................................................................................................. 42
4.12.13 CYCLE TRACKS AT INTERSECTIONS/JUNCTIONS .......................................................................... 42
4.12.14 RIDING SURFACE AND LIGHTING ...................................................................................................... 42
4.12.15 FOOTPATHS ......................................................................................................................................... 42
4.12.16 GENERAL INFORMATION ABOUT FOOTPATHS ............................................................................... 43
4.12.17 CLEARING WALKING ZONE FOR FOOTPATHS ................................................................................. 43
4.12.18 WIDTH ................................................................................................................................................... 44
4.12.19 FRONTAGE ZONE OR DEAD WIDTH .................................................................................................. 45
4.12.20 CROSS FALLS ...................................................................................................................................... 45
4.12.21 SERVICE COVERS ............................................................................................................................... 45
4.12.22 PEDESTRIAN GUARDRAILS ................................................................................................................ 45
4.12.23 KERBS ................................................................................................................................................... 46
4.12.24 KERB RAMPS........................................................................................................................................ 46
4.12.25 CONTINUITY AND CONSISTENCY ...................................................................................................... 46
4.12.26 MAINTENANCE ..................................................................................................................................... 46
4.12.27 STREET FURNITURE ........................................................................................................................... 46
4.12.28 LIGHTING .............................................................................................................................................. 47
4.12.29 SCHOOL ZONE IMPROVEMENTS ....................................................................................................... 47
4.13 STRUCTURAL DESIGN BASIS ........................................................................................................................... 47
4.13.1 SCOPE ....................................................................................................................................................... 47
4.13.2 DESIGN CRITERIA FOR FOUNDATION ................................................................................................... 48
4.14 CODES, STANDARDS AND SPECIFICATIONS ................................................................................................. 48
4.14.1 REINFORCED CEMENT CONCRETE ....................................................................................................... 48
4.14.2 STRUCTURAL STEEL ............................................................................................................................... 49
4.15 COMPUTER PROGRAMS ................................................................................................................................... 49
4.16 MATERIAL, WORKMANSHIP AND DESIGN CRITERIA ..................................................................................... 49
4.16.1 STRUCTURAL DESIGN OF RCC ELEMENTS .......................................................................................... 49
4.16.2 DESIGN LOADS ......................................................................................................................................... 51
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4.17 DESIGN CONDITIONS FOR UNDERGROUND OR PARTLY UNDERGROUND LIQUID RETAINING
STRUCTURES .................................................................................................................................................................... 54
4.17.1 OVERTURNING ......................................................................................................................................... 54
4.17.2 SLIDING ...................................................................................................................................................... 55
4.17.3 FOUNDATIONS .......................................................................................................................................... 55
4.17.4 DESIGN REQUIREMENTS ........................................................................................................................ 55
4.17.5 RCC DUCTS ............................................................................................................................................... 56
4.18 UNDER GROUND UTILITY CORRIDOR ............................................................................................................. 56
4.18.1 DESIGN CRITERIA FOR ELECTRICAL SYSTEM ..................................................................................... 57
4.19 VISUAL IMPROVEMENTS ................................................................................................................................... 57
4.19.1 POLICY FRAMEWORK AND URBAN DESIGN GUIDELINES FOR VISUAL IMPROVEMENT OF
ROADS& JUNCTIONS .................................................................................................................................................. 57
CHAPTER: 5 SURVEY, INVESTIGATIONS AND ANALYSIS ..................................................................................... 59
5.1 SITE DESCRIPTION ............................................................................................................................................ 59
5.2 TOPOGRAPHICAL SURVEY ............................................................................................................................... 59
5.2.1 LOCATION OF GPS POINTS ..................................................................................................................... 59
5.2.2 LOCATION OF TBM REFERENCE PILLARS (BENCH MARKS) .............................................................. 59
5.2.3 LONGITUDINAL SECTIONS ...................................................................................................................... 59
5.2.4 CROSS-SECTIONS .................................................................................................................................... 60
5.3 TRAFFIC SURVEY AND ANALYSIS ................................................................................................................... 60
5.3.1 PROJECT ROAD APPRECIATION ............................................................................................................ 60
5.3.2 TRAFFIC SURVEY ..................................................................................................................................... 60
5.3.3 SEASONAL CORRECTION FACTORS ..................................................................................................... 63
5.4 TRAFFIC FORECAST .......................................................................................................................................... 73
5.4.1 VEHICLE REGISTRATION GROWTH ....................................................................................................... 73
5.5 CAPACITY ANALYSIS ......................................................................................................................................... 76
5.6 LEVEL OF SERVICE (LOS) ................................................................................................................................. 76
5.7 SPEED AND DELAY STUDIES ........................................................................................................................... 77
5.7.1 SECTION FOR STUDY .............................................................................................................................. 77
5.7.2 METHOD OF STUDY ................................................................................................................................. 77
5.7.3 TIME FOR STUDY ...................................................................................................................................... 77
5.7.4 RESULTS ................................................................................................................................................... 78
5.7.5 FUEL SAVINGS .......................................................................................................................................... 80
5.8 ACCIDENT SPOT STUDY ................................................................................................................................... 81
5.9 EXISTING PAVEMENT COMPOSITION ............................................................................................................. 81
5.10 SOIL INVESTIGATIONS ...................................................................................................................................... 81
5.11 PUBLIC UTILITIES ............................................................................................................................................... 82
5.11.1 EXISTING UTILITIES ................................................................................................................................. 82
CHAPTER: 6 DESIGN ADOPTED ............................................................................................................................... 84
6.1 COMPLETE STREET COMPONENTS ................................................................................................................ 84
6.2 GENERAL STUDY OF PROJECT CORRIDOR ................................................................................................... 84
6.2.1 LAND TYPE ................................................................................................................................................ 84
6.2.2 CROSS SECTIONAL ELEMENTS ............................................................................................................. 84
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6.3 SALIENT FEATURES OF PROPOSED ROAD DEVELOPMENT........................................................................ 84
6.4 PROPOSED CROSS SECTIONS ........................................................................................................................ 85
6.5 GEOMETRIC DESIGN ......................................................................................................................................... 87
6.5.1 GENERAL ................................................................................................................................................... 87
6.5.2 DESIGN SPEED ......................................................................................................................................... 87
6.5.3 HORIZONTAL ALIGNMENT ....................................................................................................................... 87
6.5.4 VERTICAL ALIGNMENT ............................................................................................................................ 87
6.6 PAVEMENT DESIGN ........................................................................................................................................... 88
6.6.1 GENERAL ................................................................................................................................................... 88
6.6.2 DESIGN LIFE .............................................................................................................................................. 88
6.6.3 CONSTRUCTION PERIOD ........................................................................................................................ 89
6.6.4 SUBGRADE STRENGTH ........................................................................................................................... 89
6.6.5 MSA ............................................................................................................................................................ 89
6.6.6 DESIGN OF FLEXIBLE PAVEMENT .......................................................................................................... 89
6.7 DESIGN OF PAVER BLOCK ............................................................................................................................... 90
6.8 DESIGN OF ROAD JUNCTION ........................................................................................................................... 90
6.8.1 INTERSECTION ......................................................................................................................................... 90
6.8.2 TYPICAL JUNCTION DESIGNS ................................................................................................................. 91
6.8.3 ADICHUNCHANGIRI CIRCLE (IB CIRCLE) ............................................................................................... 91
6.8.4 AYNUR GATE JUNCTION ......................................................................................................................... 92
6.8.5 PROF. KRISHNAPPA CIRCLE (ALKOLA CIRCLE) ................................................................................... 92
6.9 UTILITY CORRIDOR ............................................................................................................................................ 93
6.9.1 PROPOSED SYSTEM ................................................................................................................................ 93
6.9.2 CROSS DUCTS ........................................................................................................................................ 100
6.9.3 PROPOSED ELECTRICAL POWER DISTRIBUTION IN SMART ROAD: ............................................... 100
6.9.4 PROPOSED UTILITY CROSS SECTION ................................................................................................ 101
6.9.5 RECOMMENDATION ............................................................................................................................... 103
6.10 ELEMENTS FOR VISUAL IMPROVEMENT ...................................................................................................... 103
6.10.1 PROPOSED STANDARD ELEMENTS .................................................................................................... 103
6.10.2 ROADS - VISUAL IMPROVEMENTS ....................................................................................................... 107
6.10.3 JUNCTIONS - VISUAL IMPROVEMENT .................................................................................................. 111
6.11 E-TOILETS ......................................................................................................................................................... 115
6.11.1 BRIEF INTRODUCTION ........................................................................................................................... 115
6.11.2 LOCATION OF SMART TOILETS ............................................................................................................ 116
6.11.3 FINANCIALS ............................................................................................................................................. 116
6.12 POWER SUPPLY: .............................................................................................................................................. 116
6.12.1 PROPOSED UNDERGROUND SYSTEM FOR SMART ROAD............................................................... 116
6.12.2 TYPES OF CABLES ................................................................................................................................. 117
6.12.3 CABLE MANHOLE ................................................................................................................................... 117
6.12.4 SMART STREET LIGHTING: ................................................................................................................... 118
6.13 INFORMATION COMMUNICATION TECHNOLOGY (ICT) INTERVENTION ................................................... 118
6.13.1 EXISTING SYSTEM AND ITS DRAW BACKS ......................................................................................... 118
6.13.2 ICT INFRASTRUCTURE NETWORK AVAILABILITY .............................................................................. 119
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6.13.3 PROPOSED SYSTEM IMPROVEMENTS PLAN: IMPLEMENTATION MECHANISM ............................ 119
6.14 STAKEHOLDER INTERACTION AND OUTCOME............................................................................................ 121
6.15 CONCLUSIONS AND RECOMMENDATIONS .................................................................................................. 121
CHAPTER: 7 PROJECT COSTING ........................................................................................................................... 122
7.1 GENERAL .......................................................................................................................................................... 122
7.2 MATERIAL RATES ............................................................................................................................................. 122
7.3 MACHINERY AND LABOUR RATES ................................................................................................................. 122
7.4 LEAD CHARGES ............................................................................................................................................... 122
7.5 RATE ANALYSIS ............................................................................................................................................... 123
7.6 ESCALATION ..................................................................................................................................................... 123
7.7 CONTINGENCIES .............................................................................................................................................. 123
7.8 CONSTRUCTION COST ITEMS ........................................................................................................................ 123
7.8.1 DIRECT COST .......................................................................................................................................... 123
7.8.2 BASE COST ............................................................................................................................................. 124
7.8.3 PROJECT COST ...................................................................................................................................... 124
7.8.4 OPERATION & MAINTANANCE .............................................................................................................. 126
CHAPTER: 8 STATUTORY AND LEGAL FRAMEWORK ......................................................................................... 127
8.1 LEGAL AND REGULATORY FRAMEWORK ..................................................................................................... 127
8.2 LOCAL REGULATORY FRAMEWORK ............................................................................................................. 127
CHAPTER: 9 PROCUREMENT PLAN AND IMPLEMENTATION SCHEDULE ........................................................ 128
9.1 ..................................................................................................................................................................................... 128
9.1 GENERAL .......................................................................................................................................................... 128
9.2 TOTAL COST OF THE PROJECT ..................................................................................................................... 128
9.3 CONTRACT PACKAGING ................................................................................................................................. 128
9.4 CONTRACT APPROACH .................................................................................................................................. 129
9.5 CONDITIONS OF CONTRACT .......................................................................................................................... 129
9.6 IMPLEMENTATION SCHEDULE ....................................................................................................................... 129
CHAPTER: 10 INDICATIVE SOCIAL & ENVIRONMENTAL IMPACTS ...................................................................... 131
10.1 INTRODUCTION ................................................................................................................................................ 131
10.2 AIR QUALITY ..................................................................................................................................................... 131
10.2.1 IMPACTS DURING CONSTRUCTION FOR PROPOSED PROJECT ..................................................... 131
10.2.2 IMPACTS DURING OPERATION ............................................................................................................. 131
10.2.3 MITIGATION MEASURES ........................................................................................................................ 131
10.3 NOISE QUALITY ................................................................................................................................................ 132
10.3.2 IMPACTS DURING OPERATION ............................................................................................................. 132
10.4 WATER QUALITY .............................................................................................................................................. 132
10.5 LAND ENVIRONMENT ...................................................................................................................................... 133
10.5.1 IMPACTS OF CONSTRUCTION WASTES .............................................................................................. 133
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10.6 SOCIO ECONOMIC IMPACTS FOR PROPOSED PROJECT .......................................................................... 133
10.7 POTENTIAL ENVIRONMENTAL IMPACT MATRIX........................................................................................... 134
10.8 CONCLUSION .................................................................................................................................................... 138
CHAPTER: 11 OPERATING FRAMEWORK ............................................................................................................... 140
11.1 INDICATIVE PROJECT STRUCTURING........................................................................................................... 140
11.1.1 MILESTONES ........................................................................................................................................... 140
11.1.2 OPERATION AND MAINTENANCE ......................................................................................................... 141
11.2 RISKS AND MITIGATION .................................................................................................................................. 141
11.2.1 RISKS ....................................................................................................................................................... 141
11.2.2 MITIGATION ............................................................................................................................................. 141
CHAPTER: 12 WAY FORWARD AND CONCLUSIONS ............................................................................................12-1
12.1 GENERAL .........................................................................................................................................................12-1
LIST OF FIGURES
FIGURE 2-1: EXISTING LAND USE PATTERN (2010) ........................................................................................................................ 6

FIGURE 2-2: PROPOSED LAND USE PATTERN (2031) ..................................................................................................................... 6
FIGURE 2-3: TRANSPORT CONNECTIVITY OF SHIVAMOGGA CITY ..................................................................................................... 7
FIGURE 2-4: SHIVAMOGGA KSRTC BUS STAND ........................................................................................................................... 8
FIGURE 2-5: PROJECT LOCATION .................................................................................................................................................. 8
FIGURE 2-6: PROJECT ROAD ALIGNMENT (ASHOKA CIRCLE TO ALKOLA CIRCLE).............................................................................. 9
FIGURE 3-1: SITE VISIT OBSERVATION ........................................................................................................................................ 14
FIGURE 3-2: ASHOKA CIRCLE WITHIN THE PROJECT ALIGNMENT.................................................................................................... 16
FIGURE 3-3: ADICHUNCHANAGIRI CIRCLE (IB CIRCLE) WITHIN THE PROJECT ALIGNMENT................................................................ 16
FIGURE 3-4: AYNUR GATE JUNCTION WITHIN THE PROJECT ALIGNMENT ........................................................................................ 17
FIGURE 3-5: APMC YARD JUNCTION WITHIN THE PROJECT ALIGNMENT ........................................................................................ 18
FIGURE 3-6: ALKOLA CIRCLE WITHIN THE PROJECT ALIGNMENT .................................................................................................... 19
FIGURE 3-7: SCHEMATIC OF EXISTING WATER SUPPLY NETWORK ................................................................................................. 22
FIGURE 3-8: EXISTING SEWER NETWORK .................................................................................................................................... 23
FIGURE 3-9: PROJECT LOCATION AND NATURAL DRAINAGE PATTERN ............................................................................................ 23
FIGURE 3-10: DRAINAGE CATCHMENT ZONE................................................................................................................................ 24
FIGURE 3-11: EXISTING CONDITIONS OF DRAINS.......................................................................................................................... 25
FIGURE 3-12: EXISTING CROSS SECTIONS NEAR ALONG THE NH .................................................................................................. 26
FIGURE 3-13: EXISTING CROSS SECTION NEAR ASHOKA HOTEL ................................................................................................... 27
FIGURE 3-14: EXISTING LOCATIONS OF BUS SHELTERS................................................................................................................ 27
FIGURE 4-1: FLEXIBLE PAVEMENT CROSS SECTION ..................................................................................................................... 36
FIGURE 4-2: RIGID PAVEMENT CROSS-SECTION .......................................................................................................................... 36
FIGURE 4-3: CYCLE TRACK DIMENSIONS: BEST PRACTICES.......................................................................................................... 40
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FIGURE 4-4: CLEAR WALKING ZONE IS SEPARATE FROM PLANTING ZONE ...................................................................................... 43
FIGURE 4-5: MINIMUM WIDTH OF CLEAR FOOTPATH ..................................................................................................................... 44
FIGURE 5-1: PROPOSED TRAFFIC SURVEY LOCATIONS ................................................................................................................. 61
FIGURE 5-2: TRAFFIC COMPOSITION ........................................................................................................................................... 62
FIGURE 5-3: DIRECTIONAL DISTRIBUTION AT KM 212.00 .............................................................................................................. 63
FIGURE 5-4: TRAFFIC VARIATION AT ASHOKA CIRCLE, BUS STAND (3-ARM) .................................................................................. 66
FIGURE 5-5: TRAFFIC COMPOSITION AT ASHOKA CIRCLE, BUS STAND (3-ARM) ............................................................................. 66
FIGURE 5-6: PEAK HOUR TRAFFIC FLOW DIAGRAM AT ASHOKA CIRCLE, BUS STAND (3-ARM) ........................................................ 67
FIGURE 5-7: TRAFFIC VARIATION AT ASHOKA CIRCLE, GOPALNAGAR (3-ARM) ............................................................................... 68
FIGURE 5-8: TRAFFIC COMPOSITION AT ASHOKA CIRCLE, GOPALNAGAR (3-ARM) .......................................................................... 68
FIGURE 5-9: PEAK HOUR TRAFFIC FLOW DIAGRAM AT ASHOKA CIRCLE, GOPALNAGAR (3-ARM) ..................................................... 69
FIGURE 5-10: TRAFFIC VARIATION AT IB CIRCLE (3-ARM)............................................................................................................. 70
FIGURE 5-11: TRAFFIC COMPOSITION AT IB CIRCLE (3-ARM)........................................................................................................ 70
FIGURE 5-12: PEAK HOUR TRAFFIC FLOW DIAGRAM AT ADICHUNCHANGIRI (IB) CIRCLE (3-ARM).................................................... 71
FIGURE 5-13: TRAFFIC VARIATION AT ALKOLA CIRCLE (4-ARM) .................................................................................................... 72
FIGURE 5-14: TRAFFIC VARIATION AT ALKOLA CIRCLE (4-ARM) .................................................................................................... 72
FIGURE 5-15: PEAK HOUR TRAFFIC FLOW DIAGRAM AT PROF. KRISHNAPPA CIRCLE (ALKOLA CIRCLE) (4-ARM) .............................. 73
FIGURE 5-16: GRAPHICAL REPRESENTATION OF SPEED & DELAY STUDIES FOR D1........................................................................ 78
FIGURE 5-17: GRAPHICAL REPRESENTATION OF SPEED & DELAY STUDIES FOR D2........................................................................ 79
FIGURE 5-18: YEARLY ACCIDENT DATA IN SHIVAMOGGA CITY ....................................................................................................... 81
FIGURE 6-1: TYPICAL CROSS SECTION ......................................................................................................................................... 86
FIGURE 6-2: JUNCTION DESIGN AT ADICHUNCHANGIRI CIRCLE (IB CIRCLE) ................................................................................... 91
FIGURE 6-3: JUNCTION DESIGN AT AYNUR GATE JUNCTION .......................................................................................................... 92
FIGURE 6-4: JUNCTION DESIGN AT PROF. KRISHNAPPA CIRCLE (IB CIRCLE) .................................................................................. 93
FIGURE 6-5: DRAINAGE CATCHMENT ZONE.................................................................................................................................. 94
FIGURE 6-6: TYPICAL CROSS DUCTS AT JUNCTIONS................................................................................................................... 100
FIGURE 6-7: TYPICAL CROSS SECTION- 32M ROW .................................................................................................................... 102
FIGURE 6-8: TYPICAL CROSS SECTION- 40 M ROW.................................................................................................................... 102
FIGURE 6-9: EXISTING CONDITION OF ROAD FROM ASHOKA CIRCLE TO IB CIRCLE ....................................................................... 108
FIGURE 6-10: PROPOSED VISUAL IMPROVEMENT FROM ASHOKA CIRCLE TO IB CIRCLE ................................................................ 108
FIGURE 6-11: EXISTING CONDITION OF ROAD FROM IB CIRCLE TO AYNUR GATE JUNCTION ........................................................... 109
FIGURE 6-12: PROPOSED VISUAL IMPROVEMENT FROM IB CIRCLE TO AYNUR GATE JUNCTION...................................................... 109
FIGURE 6-13: EXISTING CONDITION OF ROAD FROMAYNUR GATE JUNCTION TO ALKOLA CIRCLE ................................................... 110
FIGURE 6-14: PROPOSED VISUAL IMPROVEMENT FROMAYNUR GATE JUNCTION TO ALKOLA CIRCLE .............................................. 110
FIGURE 6-15: IB CIRCLE – EXISTING CONDITION........................................................................................................................ 111
FIGURE 6-16: IB CIRCLE – PROPOSED VISUAL IMPROVEMENTS .................................................................................................. 112
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FIGURE 6-17: AYNUR GATE JUNCTION – EXISTING CONDITION .................................................................................................... 112
FIGURE 6-18: AYNUR GATE JUNCTION – PROPOSED VISUAL IMPROVEMENTS ............................................................................... 113
FIGURE 6-19: ALKOLA CIRCLE – EXISTING CONDITION ............................................................................................................... 113
FIGURE 6-20: ALKOLA CIRCLE – PROPOSED VISUAL IMPROVEMENTS .......................................................................................... 114
FIGURE 6-22: SMART BIO-TOILET IN GOPI CIRCLE ..................................................................................................................... 116
FIGURE 10-1: POTENTIAL ENVIRONMENTAL IMPACT MATRIX FOR SHIVAMOGGA CITY.................................................................... 135
FIGURE 11-1: GOVERNANCE MECHANISM .................................................................................................................................. 140
LIST OF TABLES
TABLE 2-1: EXISTING LANDUSE DATA OF SHIVAMOGGA CITY .......................................................................................................... 5

TABLE 3-1: FEATURES OF THE EXISTING ROAD ............................................................................................................................ 11
TABLE 3-2: EXISTING CROSS ROADS ALONG THE ROAD ALIGNMENT................................................................................................ 20
TABLE 3-3: TRAFFIC ON PROJECT STRETCH (NEAR ALKOLA CIRCLE) ............................................................................................ 21
TABLE 3-4: CATCHMENT AREA DETAILS........................................................................................................................................ 24
TABLE 4-1 : DESIGN SPEED ........................................................................................................................................................ 29
TABLE 4-2: ROAD LAND WIDTH OR THE RIGHT OF WAY (ROW) .................................................................................................... 30
TABLE 4-3: CARRIAGEWAY WIDTH RECOMMENDED FOR DIFFERENT ROAD CATEGORIES ................................................................... 30
TABLE 4-4: MINIMUM RADII OF HORIZONTAL CURVES FOR DIFFERENT DESIGN SPEEDS ................................................................. 32
TABLE 4-5: MINIMUM VALUES OF TRANSITIONS ............................................................................................................................ 32
TABLE 4-6: SIGHT DISTANCES FOR VARIOUS SPEEDS .................................................................................................................. 33
TABLE 4-7: RECOMMENDED GRADIENTS ...................................................................................................................................... 34
TABLE 4-8: MINIMUM LENGTH OF VERTICAL CURVES (IRC: 86-1983) ........................................................................................... 34
TABLE 4-9: CARRIAGEWAY CAPACITY .......................................................................................................................................... 39
TABLE 4-10: CAPACITY OF CYCLE TRACK .................................................................................................................................... 41
TABLE 4-11: GRADIENT .............................................................................................................................................................. 41
TABLE 4-12: CAPACITY OF FOOTPATH ......................................................................................................................................... 44
TABLE 4-13: REQUIRED WIDTH OF FOOTPATH AS PER ADJACENT LAND USE .................................................................................. 45
TABLE 5-1: PROPOSED LOCATIONS OF THE VARIOUS TRAFFIC SURVEYS: ...................................................................................... 60
TABLE 5-2: RECOMMENDED PCU FACTORS FOR VARIOUS TYPES OF VEHICLES ON URBAN ROADS ................................................. 61
TABLE 5-3: ADT SUMMARY ........................................................................................................................................................ 62
TABLE 5-4: DIRECTIONAL DISTRIBUTION OF VEHICLES AT PROJECT SITE ....................................................................................... 63
TABLE 5-5: FUEL SALES DATA AND SEASONAL CORRECTION FACTORS ......................................................................................... 64
TABLE 5-6: ADT AND AADT – ALKOLA LOCATION, AFTER APPLYING SCF...................................................................................... 64
TABLE 5-7: ADT AND AADT – AYNUR GATE LOCATION, AFTER APPLYING SCF .............................................................................. 64
TABLE 5-8: PEAK HOUR TRAFFIC ASHOKA CIRCLE, BUS STAND (3-ARM)....................................................................................... 65
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TABLE 5-9: PEAK HOUR TRAFFIC ASHOKA CIRCLE, GOPALNAGAR (3-ARM) ................................................................................... 67
TABLE 5-10: PEAK HOUR TRAFFIC ADICHUNCHANGIRI (IB) CIRCLE (3-ARM) .................................................................................. 69
TABLE 5-11: PEAK HOUR TRAFFIC PROF. KRISHNAPPA CIRCLE (ALKOLA CIRCLE) (4-ARM) ............................................................ 71
TABLE 5-12: SUMMARY OF CUMULATIVE AVERAGE ANNUAL GROWTH RATE OF VEHICLES (%) IN SHIVAMOGGA ............................... 74
TABLE 5-13: GROWTH CALCULATION ON DIFFERENT METHODS ...................................................................................................... 74
TABLE 5-14: PROJECTED TRAFFIC ON THE PROJECT ROAD .......................................................................................................... 74
TABLE 5-15: PROJECTED TRAFFIC ON THE PROJECT ROAD .......................................................................................................... 75
TABLE 5-16: CAPACITY FOR URBAN ROADS ................................................................................................................................. 76
TABLE 5-17: LEVEL OF SERVICE (LOS) FOR PROJECTED TRAFFIC ................................................................................................. 76
TABLE 5-18: RESULTS OF SPEED AND DELAY STUDIES FOR (D1) .................................................................................................. 78
TABLE 5-19: RESULTS OF SPEED AND DELAY STUDIES FOR (D2) .................................................................................................. 79
TABLE 5-20: FUEL SAVINGS CHART FOR EXISTING AND PROPOSED ROAD ....................................................................................... 80
TABLE 5-21: ACCIDENT DATA ..................................................................................................................................................... 81
TABLE 5-22: EXISTING PAVEMENT COMPOSITION ......................................................................................................................... 81
TABLE 5-23: TEST RESULTS OF SOIL SAMPLES – PROJECT STRETCH ............................................................................................ 82
TABLE 5-24: LIST OF EXISTING UTILITIES ON THE PROJECT STRETCH ............................................................................................ 83
TABLE 6-1: SALIENT FEATURES OF THE PROPOSED ROAD ............................................................................................................. 85
TABLE 6-2: DESIGN SPEED CONSIDERATION ................................................................................................................................ 87
TABLE 6-3: PROPOSED GEOMETRIC STANDARDS ......................................................................................................................... 87
TABLE 6-4: PROPOSED VERTICAL ALIGNMENT STANDARDS .......................................................................................................... 87
TABLE 6-5: DESIGN TRAFFIC VOLUME ......................................................................................................................................... 88
TABLE 6-6: PAVEMENT COMPOSITION FOR 26MSA DESIGNED FOR 5 YEARS.................................................................................... 89
TABLE 6-7: PAVEMENT COMPOSITION FOR 125MSA DESIGNED FOR 20 YEARS................................................................................ 90
TABLE 6-8: CATCHMENT AREA DETAILS........................................................................................................................................ 95
TABLE 6-9: DRAINAGE DETAILS ................................................................................................................................................... 97
TABLE 6-10: OUTFALL DETAILS ................................................................................................................................................... 97
TABLE 6-11: PROPOSED CULVERT DETAILS ................................................................................................................................. 98
TABLE 6-12: EXISTING CAMERAS IN THE PROJECT STRETCH ...................................................................................................... 119
TABLE 7-1: UNIT RATES OF MATERIAL ....................................................................................................................................... 122
TABLE 7-2: AVERAGE LEAD CHART ........................................................................................................................................... 123
TABLE 7-3: SUMMARY OF COST ESTIMATES ............................................................................................................................... 124
TABLE 7-4: SUMMARY DETAILED COST ESTIMATES – NH SCOPE ................................................................................................ 125
TABLE 7-5: SUMMARY DETAILED COST ESTIMATES – SSCL SCOPE ............................................................................................ 125
TABLE 7-6: SUMMARY DETAILED COST ESTIMATES – MESCOM SCOPE ..................................................................................... 126
TABLE 7-7: OPERATION AND MAINTENANCE COST...................................................................................................................... 126
TABLE 10-1: POTENTIAL ENVIRONMENTAL IMPACT MATRIX FOR SHIVAMOGGA CITY ..................................................................... 134
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TABLE 10-2: SUMMARY OF ENVIRONMENTAL MANAGEMENT PLAN ............................................................................................... 135
TABLE 11-1: MAJOR MILESTONES AND TIME ALLOCATED............................................................................................................ 140
TABLE 12-1: MAJOR MILESTONES AND TIME ALLOCATED...........................................................................................................12-1
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LIST OF DRAWINGS
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LIST OF ACCRONYMS
Abbreviations
For sake of clarity and precision in presentation, many abbreviations of technical

words and agencies/organizations are mentioned throughout this Report. Rather than
spell them out each time, they are listed, abbreviated, and defined as follows:
ADT – Average Daily Traffic
AADT – Annual Average Daily Traffic
AMRUT - Atal Mission for Rejuvenation and Urban Transformation
BC-Bituminous Concrete
BOQ - Bill of Quantities
CBR - California Bearing Ratio, %
CC – Cement Concrete
CD – Cross Ducts
CVC – Classified Volume Count
DBM-Dense Bituminous Macadam
GSB-Granular sub base
ICT – Information Communication Technology
IRC - Indian Road Congress
IUT – Institute of Urban Transport
KSRTC – Karnataka State Road Transport Corporation
KUIDFC – Karnataka Urban Infrastructure Development and Finance Corporation
LOS - Level of Service
MORTH – Ministry of Road Transport and Highways
MOST - Ministry of Surface Transport
MOUD – Ministry of Urban Development
MSA - Million Standard Axles
NH – National Highways
NMT - Non Motorist Traffic
PwC - Pricewater Coopers Private Limited
PWD - Public Works Department
ROW - Right of Way
SDBC – Semi Dense Bituminous Macadam
SF – Seasonal Factors
SPV – Special Purpose Vehicle
SSCL – Shivamogga Smart City Limited
SUDA - Shivamogga Urban Development Authority
TCE - TATA Consulting Engineers Limited
WMM – Wet Mix Macadam
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Executive Summary
E 1. Introduction
The Government of India intends to transform 100 Indian cities into Smart Cities.
Shivamogga was one of the twenty Seven cities selected in the Second round of
smart cities challenge. In this context, Shivamogga City Corporation has incorporated
a special purpose vehicle (SPV) – Shivamogga Smart City Limited (SSCL) to plan,
design, implement, coordinate and monitor the smart city projects in Shivamogga.
Pursuant to above, TATA Consulting Engineers Limited (TCE) in association with
Pricewaterhouse Coopers Pvt Ltd (PwC) has been appointed as Project
Management Consultant for implementation of Smart City Mission Projects in
Shivamogga City.
E 2. Project Background
National Highway’s Shivamogga Sub-Division has prepared the Detailed Project
Report for Upgradation of the Existing two lane carriageway to Four Lane Divided
Carriageway with paved shoulder from Km 205.200 to 220.00 of NH-206 part which
falls within Shivamogga City limit. Now, SSCL intends to develop part of the road
stretch in the city limits under the Smart City Project. The Road stretch proposed
under Smart City Development is between km 209.950 to km 212.750 of NH
Chainage (Ashoka circle to Alkola circle).The approximate length of the project road
alignment is 2.8 Km out of which 1.5 Km falls under ABD and remaining 1.3 Km is
beyond ABD area; but within Corporation limits.
E 3. Socio-Economic Profile
The project road starts from Ashoka Circle (KSRTC Bus Terminal) in the centre of
the Shivamogga town and ends at Prof. Krishnappa Circle (Alkola Circle) of NH-206
(Tumkur - Honnavara Road). The project stretch lies in Shivamogga Municipal
Corporation Jurisdiction. The total population of Shivamogga city is 3,22,650
according to 2011 census. The literacy rate for Shivamogga city is 90.80% for male
and 84.75% for female.
E 4. Existing System and its analysis
Project road stretch which has been identified for widening from existing two lane
falls under Municipal Corporation area and has been taken for improvements under
Smart City Project. The existing features of the project stretch have been analysed to
come up with suitable solutions for upgrading the existing two lane road on smart
road concept with complete street components. Initial feasibility of widening of the
road has been checked with the available secondary data collected from the National
Highways and Municipal Corporation, and also following studies and surveys were
conducted to justify the proposals;
 Reconnaissance Survey
 Review of Secondary Data
 Traffic Surveys
 Topographical Surveys
 Public Utility Surveys
 Soil Investigations
 Environmental Impact Assessment
 Estimation of Quantities and Project Costing
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E 5. Reconnaissance Survey
During the reconnaissance, some of the observations about the existing site
conditions are as follows;
a. Existing carriageway width is about 10m at start of project.
b. No Footpaths or Pedestrian Pathways were found throughout the stretch.
c. Existing Carriageway is not in good condition with minor cracks, few
potholes, minor rutting, edge drop and water logging observed at few
locations.
d. There are existing trees on either side of the road from Ashoka circle to
McGhann Hospital. Also Municipal Corporation has recently carried out
plantation on the left hand side of the road for the same stretch.
e. There are existing Storm Water Drains on either side of the road which are in
good condition.
f. There are several Utilities along the road side, such as Electrical lines,
OFC’s buried underground; Water supply lines both Rising main and
distribution lines, presently working meeting the requirements of the area.
g. There are several minor cross roads with three major junctions.
h. There is no bus bays found on the entire stretch.
i. There are bus shelters missing in bus stops at few locations and few bus
shelters are close to junctions, which reduce the speed of through moving
traffic and increase in journey time.
j. There are about three culverts present in the project stretch. Out of which
one culvert is in good working condition and other two are choked with
debris.
k. No public toilets were observed on the entire stretch.
Features of the Existing Road
Sl. No. Features Existing
1 Length (in m) 2800
2 Right of Way (ROW) in m 30-40
3 Average width of Carriageway (in m) 2-Lane (10m)
4 Median 0
5 Road Level 578.776 – 601.759
6 Availability of Footpath (Both Side/One Side/No) No
7 Traffic Movement (One way/ Two way) Two way
8 Parking (Both Side/One Side/No) No
9 Street Light Partially Present
10 Level of Service LOS - E
11 Pavement Surface Type Bituminous
HT – Underground
12 Electrical (HT/LT) (Underground/above ground)
LT – Above ground
13 NMT/Cycle Track (yes/no) No
14 Water Supply Pipes (Both side/one side/no) Both Side
15 Sewerage/Drainage (Both Side/One Side/No) One Side (400m stretch)
16 Storm Water Drains (Both Side/One Side/No) Partially Present on Both Side
17 Underground Utility Corridor (Yes/No) No
18 Gas Pipe (Yes/No) No
19 Smart Street Pole No
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Features of the Proposed Road
Sl. No. Features Proposed
1 Length (in m) 2800
2 Right of Way (ROW) in m 30-40
Six lane Divided Carriageway
3 Average width of Carriageway (in m)
(19m)
4 Median 1m
5 Road Level 578.776 – 601.759
6 Availability of Footpath (Both Side/One Side/No) Both Side
7 Traffic Movement (One way/ Two way) Two way
Both Sides (At Identified
8 Parking (Both Side/One Side/No)
Locations)
9 Street Light Proposed for entire stretch
10 Level of Service LOS - B
11 Pavement Surface Type Bituminous
HT – Underground
12 Electrical (HT/LT) (Underground/above ground)
LT – Underground
13 NMT/Cycle Track (yes/no) Yes
14 Water Supply Pipes (Both side/one side/no) Both Side
15 Sewerage/Drainage (Both Side/One Side/No) Both Side (400m stretch)
16 Storm Water Drains (Both Side/One Side/No) Both Side
17 Underground Utility Corridor (Yes/No) Yes
18 Gas Pipe (Yes/No) Yes (space provision)
19 Smart Street Pole Yes
E 6. Review of Secondary Data
The following data / documents have been collected and also discussions were
carried out with Shivamogga Smart City Limited Personnel to have the knowledge of
project influence area.
a. Data related to Climate
b. Topographical survey maps
c. Road inventory
d. Traffic Survey Data (Classified Volume Count)
e. Soil Investigations Data
f. Comprehensive Mobility Plan for Shivamogga City
g. Development plans of various cities / towns within the project influence area
h. Master Plan and Report, prepared by Shivamogga Urban Development Authority
(SUDA)
i. Vehicle Registration from Regional Transport Office (RTO), to find out the traffic
growth rate
j. Fuel sales data from Fuel stations on the project stretch, to identify the seasonal
factors
k. Accident data from Police department, to identify Black spots in the project
stretch
E 7. Engineering Surveys, Investigation & Analysis
The Consultants carried out various field studies, engineering surveys and
investigations to collect the necessary data for the project. The investigations were
carried out to generate adequate supportive database for preparing the most
appropriate proposal to meet the functional and structural efficiency and safety
requirements.
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The various investigations and surveys, which have been carried out by the
Consultants, are as follows:
 Inventory and condition survey of culverts and other cross-drainage structures
 Topographic Survey
 Pavement Investigations
 Soil and Material Investigations
 Traffic Survey
E 8. Existing Pavement Composition
The existing pavement composition was measured at test pit locations dug at
pavement-shoulder interface. The summary of the thickness and composition of the
pavement crust in both directions is provided below.
Existing Pavement Composition
Sl. Bituminous Coarse Total Thickness

WMM GSB
No. SDBC (mm) BM (mm) (mm)
1 25 75 250 200 550
2 25 50 250 200 525
E 9. Traffic Survey and Analysis

Average Daily Traffic:National Highways had conducted Volume count surveys for 7
days 24 hours on the project stretch;traffic on the existing two lane road as per the
NH surveys was observed to be 31,419 PCU.Same Surveys has been conducted
again for 3 days, by the consultant to see if there is any variation in the traffic and the
volume considered by NH was found to be 33,479 PCUs. As per the existing traffic
and IRC:106-1990 (Guidelines for Capacity of Roads in Urban Areas) this road falls
under the Level of Service “E”, which warrants for widening to improve the service.
Existing AADT on the Project stretch

Vehicle Category AADT
Cars 9667
Motor Cycles 14326
LCV 1505
Auto 1736
Buses 1832
Two Axle Trucks 890
Multi Axle Trucks 305
Agricultural Tractors 229
Cycle 548
Animal Drawn Vehicles 6
Other (Specify) 1
Commercial Vehicles Per Day (CVPD) 3,653
Fast Moving Vehicles 30,491
Volume 31,046
PCU 33,479
E 10. Traffic Forecast
For establishing realistic growth rates, the number of vehicles registered in the
Shivamogga district has been collected for a past 10 years from Office of the
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Regional Transport, Shivamogga. The estimation of traffic growth rate has been
carried out based on the vehicle registration method and econometric method and
the details are tabulated below.
Goods Car / Two Three

Methods Buses
Vehicles Jeep Wheeler Wheeler
Cumulative Average Annual Growth

13.19% 5.95% 15.18% 13.27% 10.65%
Rate of Vehicles
By Vehicle Registration Method (IRC
13.88% 6.76% 15.68% 13.88% 11.50%
108-1996)
By Econometric Method (IRC 108-
9.69% 2.44% 9.57% 4.91% 8.02%
1996)
Traffic Growth Rate has been calculated by considering proposed Bypass to NH-206
Two
Motor Agricultural
Years Cars LCV Auto Buses Axle MAV Cycle
Cycles Tractors
Trucks
2018-2022 7.50% 7.00% 6.00% 6.50% 4.50% 4.50% 4.00% 6.00% 5.00%
2023-2027 5.50% 6.00% 6.00% 5.50% 5.00% 5.00% 5.00% 8.00% 7.00%
2028-2032 5.00% 5.00% 5.00% 5.00% 3.00% 5.00% 5.00% 5.00% 7.50%
2033-2037 4.00% 4.00% 5.00% 4.00% 3.00% 3.00% 2.50% 4.00% 8.00%
2038-2042 4.00% 4.00% 4.00% 4.00% 2.50% 2.50% 2.50% 3.00% 8.50%
2043-2047 3.50% 4.00% 3.00% 3.50% 2.50% 2.50% 2.50% 2.50% 8.50%
E 11. Level of Service (LOS)
The recommended design service volume for different type of terrain and shoulders
are as per “Guidelines for Capacity of Roads in Urban Areas” IRC 106-1990. The
Project road almost passes through the plain terrain. Table below shows the LOS for
the present and future year section wise for various lanes.
Level of Service on the Project stretch
LOS for 4- LOS for 6-
Sl. Lane Lane
Year Volume PCU's Remarks
No. Divided Divided
C/W C/W
1 2017 31046 33479 Existing Two Lane Road
LOS E LOS E
2 2018 33154 32863 Construction Period
3 2019 35406 34984
4 2020 37815 37247
5 2021 40390 39661 LOS C
6 2022 43143 42236 LOS B
7 2023 45626 44639
8 2024 48252 47179
9 2025 51031 49866
10 2026 53970 52707
LOS D
11 2027 57079 55711
LOS C
12 2028 59899 58378
13 2029 62860 61176 LOS E
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Sl. Lane Lane
No. Divided Divided
C/W C/W
14 2030 65970 64110
15 2031 69235 67188
16 2032 72664 70416
17 2033 75600 73153
18 2034 78658 75999
19 2035 81844 78958 LOS D
20 2036 85161 82037
21 2037 88618 85239
22 2038 92148 88418
23 2039 95825 91720 LOS F &
24 2040 99654 95152 above LOS E
25 2041 103643 98716
26 2042 107799 102420
27 2043 111870 106007
28 2044 116105 109726 LOS F &
29 2045 120510 113582 above
30 2046 125093 117580
31 2047 129861 121727
It is intended to upgrade the road to meet the higher level of service. In the above
context, by upgrading of the road to 4 lane road will not make any substantial
improvements in the level of service (LOS ‘E’ can be achieved) . Here for the
proposed road, it is intended to opt for a 6 lane carriage way which can meet the
LOS ‘B’. This is the maximum carriageway that can be constructed in the view of the
available ROW width. Hence adopted for Design
E 12. Design Standards
The design standards adopted for the study have been evolved on the basis of a
study of the existing standards and practices in the country keeping in view the
standards recommended by IRC and MoUD. The standards so evolved are
presented below.
Design Standards Adopted
Sl. No. Details Proposed Standards

1 Road Classification Sub-Arterial Road
2 Design Speed 50 KMPH
3 ROW Varies from 30m to 40m
4 Carriageway 2 x 9.5 m for 6-lane Proposal
5 Median 1.0 m wide
6 Tree Lane 1.0 to 1.5 m on either side of carriageway
7 Footpath cum Cycle Track 3.5 to 5.0 m on either side of carriageway
8 Camber 2.5% to 3.0%
9 Cross-fall for Footpath/Cycle Track 2%
10 Safe Stopping Sight Distance 120 m
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Sl. No. Details Proposed Standards
11 Super Elevation Min – 2.5%; Max – 7.0%
12 Minimum radii of Horizontal curve (r) 230 m (corresponding to 7 % Super Elevation)
13 Transition curve Required r > 200
14 Vertical Gradient Min – 0.5 %
15 Length of Vertical Curve 50 m
16 Bus Bay Recess 15 m
17 Bus Bay depth of Recess 3.5 m
18 Minimum Width of Footpath & Cycle Track 1.5 m & 2.0 m
Based on the above design considerations, the up gradation of the Existing road was
carried out and the salient design features are as follows:
Salient Features of the Proposed Project
a) Start Point of the Project Km: 209.95 near Ashoka Circle
b) End Point of Project Road Km: 212.75 near Alkola Circle
c) Length 2.8 Km
d) Configuration 6 Lane Divided Carriageway
e) Land Use Built-up and Open Land/Government property
f) Junction Improvements Three Junctions
1. Adichunchanagiri Circle (IB Circle)
2. Aynur gate Junction
3. Alkola Circle
g) Major Crossings 100 feet Ring Road at Alkola Circle
h) Bus Bays Eight Bus bays has been proposed at following location;
1. 210+000 RHS 2. 210+050 LHS
3. 210+525 RHS 4. 210+550 LHS
5. 211+450 RHS 6. 211+450 LHS
7. 212+300 RHS 8. 212+350 LHS
f) Tree Lane / Avenue 1.0 to 1.5m wide Tree lane is proposed on both side of the
Plantation Carriageway
g) Footpath cum Cycle Track Minimum 1.5m wide Footpath and 2.0m wide cycle track
has been proposed on either side of the carriageway
h) Strom Water Drain 0.5m to 1.0m wide RCC Drains are proposed on both side
of the carriageway.
i) Utility Corridor Minimum 2.5m wide space has been identified both side of
the carriageway under Footpath
E 13. Improvement Proposal

From the topographical survey conducted for the project road, concentric widening is
proposed all along the road.
The horizontal alignment design has been carried out using “MX Road” software as
per the widening scheme suggested on the base plans. The design standards
corresponding to 50 kmph have been adopted for the project corridor. 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 not only safeguard sensitive elements, but also to avoid congested
areas. Design considerations made are:
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 Available ROW from the existing Centre line
 Geometric improvements
 Built-up/ Urban areas requiring footpath
 Road-side properties
 Road-side utilities
E 14. Pavement Design
Pavements are designed as per IRC: 37-2012 and the pavement composition has
been shown in the table below. 500mm prepared subgrade shall be considered in
both the cases.
Pavement composition - New pavement
Pavement Thickness (in mm)
Pavement Composition 26 msa designed 125msa designed
for 6 years for 20 years
1. Wearing Course
(a) Bituminous Concrete (BC) 40 mm 50 mm
(b) Dense Bituminous Macadam (DBM) 60 mm 125 mm
2. Base: Wet Mix Macadam (WMM) 250 mm 250 mm
3. Sub-base: Granular Sub base (GSB) 200 mm 200 mm
Total 550 mm 625 mm
E 15. Cost Estimates
The project cost estimates have been prepared considering various items of works
associated with the identified improvements and based on the rates calculated as per
Dharwad Circle Schedule of Rates 2016-17 for Shivamogga district. The rates for the
items of work not included in Dharwad Schedule of Rates have been assessed from
MoRT&H Standard data book / from current market rates. Loading unloading and
lead from source to site is added on the SOR rate and final rate used for generating
the project cost
As NH also intends to carry out the same road improvement project, cost comparison
between NH cost estimates and SSCL estimates have been worked out and same
has been tabulated below
Grand Abstract
Sl. Executing
Particulars Amount in Rs.
No. Agency
1 PART - I (Widening of Road) NH 92466322.00
2 PART - II (Widening of Roads at Junctions) NH 16991468.00
3 PART - III (Road Furniture) NH 2175282.00
4 PART - IV (Widening of Culverts) NH 6501975.00
5 PART - V (SW Drains) NH 38703253.00
6 Add 2.8% contingency NH 4392000.00
7 Cost of Afforestation (Rs. 1911 for 1 tree, to plant 600 Trees) NH 1146600.00
Total Amount - NH Scope of Work, Rs. 16,23,76,900.00
8 PART - A (Footpath Cum Cycle Track) SSCL 50491899.00
9 PART - B (Road Furniture, Marking and Signages) SSCL 6760766.00
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Sl. Executing
No. Agency
PART - C (Dismantling and Reconstruction of C-Wall and SSM
10 SSCL 4627904.00
Retaining Wall)
PART - D (Water Supply, Sewer Lines, Property Connection with
11 SSCL 9102182.00
SWD and Utility Cross Duct Chambers)
12 PART - E (Visual Improvements & Miscellaneous) SSCL 33794741.00
PART - F-1 (Infrastructure for Electrical/OFC - Laying of Pipe
13 SSCL 65283023.00
ducts)
14 PART - F-2 (Street Lighting) SSCL 21171281.00
15 PART - G (Storm Water Drain at Alkola Outfall) SSCL 9723516.00
16 PART - H (Gas Pipe Line) SSCL 7945549.00
17 Escalation and Tender Premium at 10% SSCL 20890086.10
18 Contingency at 5% SSCL 10445043.05
19 Miscellaneous and Rounding off SSCL 64009.85
Total Amount - SSCL Scope of Work, Rs. 24,03,00,000.00
20 PART - F-3 Cabling and Other Accessories (MESCOM intervention) MESCOM 19019355.00
21 PART - F-3 Shifting of Electrical Poles MESCOM 3010552.00
Total Amount - SSCL – MESCOM Scope of Work, Rs. 2,20,29,907.00
Grand Total, Rs. 42,47,06,807.00
Grand Total, Crore Rs. 42.47
Cost Per KM, Crore Rs. 15.17
E 16. Conclusions and Recommendations

As providing 6 lane road is found to be more suitable considering the level of service
B attained/ retained by the road till year 2030, six lane up-gradation is proposed.
The upgradation work will be of flexible payment type with dedicated utility corridor.
Streetscaping, ICT components, such as CCTV, Smart poles, LED lighting, Bus
bays, e-toilets, etc., have also been considered to improve the smart features and
road aesthetics.
Shivamogga Smart City Limited (SSCL) ix DPR - Development of Smart Road from
TCE.10659A-CV-3054-DP-30541D (P0)
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CHAPTER: 1 PROJECT INTRODUCTION
1.1 PROJECT BACKGROUND
The Government of India intends to transform 100 Indian cities into Smart Cities.
Shivamogga was one of the twenty Seven cities selected in the Second round of
smart cities challenge. As mandated in the smart city guidelines, Shivamogga has
incorporated a special purpose vehicle (SPV) – Shivamogga Smart City Limited
(SSCL) to plan, design, implement, coordinate and monitor the smart city projects in
Shivamogga.
Shivamogga’s Area Based Development (ABD) proposal includes Retrofitting and

Redevelopment of 1500 acres within the city which impacts about 23 % (83,000) of
the city population as per census. As per SCP, the area has 2 distinct divisions with
respect to its character and land use, CBD of the city (1225 acres) and scarcely
developed land stretch along both the side of River Tunga (275 acres). Area
selection has been done in concurrence of the city’s vision serving dual purpose of
triggering the tourism economy supported by well-developed sustainable CBD area
with state of smart city infrastructure in the heart of the city of Shivamogga with all
modern features in most climate resilient manner generating more job opportunities.
Pursuant to above, TATA Consulting Engineers Limited (TCE) in association with

Pricewaterhouse Coopers India Pvt Ltd (PwC) has been appointed as Project
Management Consultant for implementation of Smart City Mission Projects in
Shivamogga City.
National Highway – Shivamogga Sub-Division has prepared the Detailed Project

Report for Construction of four lane divided carriageway with paved shoulder from
Km 205.200 to 220.00 of NH-206 which falls within Shivamogga City. Now, SSCL
intends to develop the part of the stretch which falls in the city limits under the Smart
City Development Programme.
The Road stretch proposed under Smart City Development is between km 209.950 to
km 212.750 (Ashoka circle to Alkola circle).The approximate length of the existing
project alignment is 2.8 Km out of which 1.5 Km falls under ABD and remaining 1.3
Km is beyond ABD area.
1.2 VISION AND OBJECTIVES
The objective of the consultancy services is to prepare Detailed Project Report (DPR)
for the “Development of Smart Road from Ashoka Circle to Prof. Krishnappa Circle
(Alkola Circle)”.
The current report for the purpose of firming up the Authority’s requirements in
respect of development and construction of the Project Highway and Project
Facilities and enabling the prospective bidders to assess the Authority’s requirements
in a clear and predictable manner with a vision to ensure:
 Enhanced safety and level of service for the road users

 Superior operation and maintenance enabling enhanced operational efficiency of
the Project Road;
Shivamogga Smart City Limited (SSCL) 1 DPR - Development of Smart Road from
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 Minimal adverse impact on the local population and road users due to road
construction
 Minimal adverse impact on environment
 Minimal additional acquisition of land
1.3 SCOPE OF WORK

The project scope includes the following Tasks:
 Traffic surveys and demand assessment
 Location and layout of Utility Ducts & other Pavement Components proposed
 Design of road, footpaths, cycle tracks, structures, etc.
 Preparation of Utility Relocation Plans
 Identification of possible improvements in the existing alignment (horizontal &
vertical), Junction improvements and other Road Furniture identification
 Inventory and condition surveys for Road, Cross drainage works & Miscellaneous
works
1.4 PROJECT STAGES
Refined methodology is followed in submitting the Project deliverables in accordance
with the following stages:
 Deliverable 1: Draft Concept Report
 Deliverable 2: Draft DPR
 Deliverable 3: Final DPR
1.5 STRUCTURE OF THE REPORT
This Detailed Project Report (DPR) consists of following chapters:-
1. Introduction
2. Socio – Economic Profile
3. Existing System and Analysis
4. Design Standards and Specifications
5. Survey, Investigations and Analysis
6. Design Adopted
7. Project Costing
8. Statutory and Legal Framework
9. Procurement Plan and Implementation Schedule
10. Indicative Social and Environmental Impacts
11. Operating Framework
12. Way forward and Conclusions
TCE.10659A-CV-3054-DP-30541D (P0)
CHAPTER: 2 SOCIO – ECONOMIC PROFILE
2.1 BACKGROUND
Shivamogga city is located in Shivamogga district in the central part of the state of
Karnataka. It lies on the banks of River Tunga and is the administrative headquarters
of the district. The rivers Tungabhadra, Sharavathi, Varada and Kumudavathi
overwhelm the luxuriant greens of the region.
Apart from being a tourist destination, the rich tradition in education, fine arts and
culture remain deeply etched in its people and place of Shivamogga. The world
famous Jog falls is situated about 100km from the Shivamogga city.
Agro based industries Automobile based industries and Engineering based industries
are the prominent ones in the district. The foundry units in the district have been very
successful in producing quality products. They have been manufacturing components
for automobile sector, electric motors etc. Some of them have been exporting their
products that have obtained ISO certification.
2.2 DEMOGRAPHICS
The population of Shivamogga is 3,22,428 consisting of 1,61,978 males and
1,60,450 females, as per 2011 census. Males constitute 51% of the population and
females 49%. Shivamogga has an average literacy rate of 88.02%, higher than the
national average of 59.5%: male literacy is 91.32%, and female literacy is 84.70%.
2.3 ECONOMIC SNAPSHOT
Shivamogga’s total GDP stands at INR 75.85 billion contributing 2.54% to state
GSDP. Per capita annual income in the district is INR.61, 271.
2.4 AGRICULTURE IN FOCUS
Shivamogga has 31.35% of its land under cultivation. Cereals are cultivated across
87.24% of the net sown area. Paddy (66%) and Maize (23%) occupy major share
with Ragi, Jowar, Tur ; area under Pulses is scanty.
It grows Oil Seeds like Groundnut, Sunflower and Commercial Crops like Sugarcane
and Cotton. The other Horticulture Crops are Coconut, Areca nut, Cashew, Ginger,
Pepper, Cardamom, Vanilla, Chilies, Tomato, Bhendi, Watermelon, Muskmelon,
Mango, Banana, Sapota, Pineapple, Chrysanthemum, Jasmine and Tuberose.
2.5 INDUSTRIAL LANDSCAPE
Shivamogga is the leading industry sector in terms of investments and income is
generated both in Agriculture and Food Processing segment. Proposal for Maize
Food Park, Proposed Animal Feed Unit with an investment of INR 0.25 billion are on
the anvil. 2 Rice Mills Clusters in Shikaripura and Shivamogga Taluk present here
augment the sector profile in the region.
Shivamogga has 11 Large and Medium scale Industries with aggregated investment
of INR 8.49 billion and 7,664 MSME industries with aggregated investment of INR
2.40 billion well served by 4 Industrial Area and 6 Industrial Estates. It also has a
Special Economic Zone existing at Machenahalli with focus on IT spread across
221.62 acres. The district also has a 40 acre IT/BT park being started in Shivamogga
by KEONICS with an investment of INR 0.16 billion.
TCE.10659A-CV-3054-DP-30541D (P0)
Plans are on to build Malnad Multipurpose Exhibition Centre with an investment of
INR .0425 billion on PPP basis. With 13,126 self-employed artisan in the district;
Handicraft is a booming sector. 3 Wood Carving Clusters in Sagar, Shivamogga and
Sorab Taluks, A Wood Turning and Laquerware Cluster in Bhadravati Taluk, a Cane
and Bamboo Cluster in Agumbe Taluk and a Shopping bags/fancy items and Toys
Cluster in Shivamogga Taluk add the much needed impetus to help them thrive in the
district.
The region is looking forward to a proposed Manufacturing Hub with an investment
range of INR 0.48-0.96 billion. Other opportunities for investment include Mini Hydro
Power Plants of 3MW to 5 MW, Wind mills and more
The focus sector in Shivamogga includes Iron and Steel, Paper Mills, Dairy Units,
Soaps and detergents and Automobile based units.
2.6 LAND AND SOIL
Shivamogga has 32.66% forest cover in its region. It holds 24.37% uncultivated land
and 11.62% remaining land is available too. A 3105 acre land bank has been
identified for development in the district. Soils are suited for different crops with
varied Agro climatic conditions. It has natural resources like Lime Stone, Manganese,
China Clay, Building Stone, Laterite and Alluvial Soil.
2.7 WATER RESERVES
Shivamogga has 7 major rivers Tunga, Bhadra, Kumudwathi, Varada, Kushawati,
Dandawati and Sharavathi and 9 major reservoirs including Linganamakki, Ambligola
and Tunga that account for 350 Kms of river flow and 48000 Ha of water sheet in the
district.
The district net irrigated area is 55% to the net area sown.
Shivamogga’s average water demand in the district both Industry and Domestic is
1350 LPCD whereas the consumption remains high with average consumption
including Industry and Domestic at 1098 LPCD.
2.8 POWER SUPPLY
Shivamogga power distribution is carried out by Mangaluru (Mangalore) Electricity
Supply Company Ltd. Shivamogga generates its own power. In fact, the district has
surplus power and accounts for 30 % of the power generated in Karnataka.
The various generating units that contribute to the power supply are
 The Sharavathi Hydro Electric Project with10 units with an installed capacity of
1035 MW.
 Linganamakki Dam Powerhouse with 2 units with an installed capacity of 55 MW
 KPCL Gerusoppa Dam Project with 4 Units with an installed capacity of 60 MW
each, i.e. 240 MW in all.
 Stage I and Stage II of the Varahi Hydro Electric Project with a total installed
capacity of 230 MW each
The Average annual consumption of power in the district is way lower than the
average demand of power in this region. The industry demands 100 MW as against
their Consumption at 26.85 MU. Likewise the Domestic Consumption is mere 19.13
MU as compared to its demand of 70 MW.
TCE.10659A-CV-3054-DP-30541D (P0)
2.9 KNOWLEDGE CAPITAL
Shivamogga has a few good networks of educational institutions with 1 Dental, 2
Medical, and 2 Engineering Colleges present in the district. It also has 4 polytechnic
and 16 Degree colleges operational. Some of the key institutes include Kuvempu
University, Jawaharlal Nehru National College of Engineering, Shivamogga Institute
of Medical Sciences, Sharavathi Dental college and Prerana Education Society –
Institute of Technology and Management.
2.10 MEDICAL RESOURCES
The civic infrastructure for healthcare is well covered by 105 Primary healthcare
centres and 119 Government hospitals and 210 Community healthcare centres to
cater to the need of the people.
2.11 CLIMATE
In Shivamogga, the month of March ushers the warm summer season which
continues till June. The temperature ranges between 20°C to 36°C and averages
around 28°C. The month of July marks the onset of the monsoon season which is
characterised by heavy rainfall, and continues till September, witnessing an average
annual rainfall of about 3292 mm. The winter months from December to February
record an average temperature of about 24°C.
2.12 LAND USE
Spatial arrangements of activities determine the travel pattern in the city.Out of the
total developable land at city level of Shivamogga; Industries cover 8 percent of the
area. 41 percent of the developable area is under residential use, whereas 22
percent of the developable area is under transportation network. Commercial area is
only 5 percent with regulated market in Shivamogga.
To boost the economic activities, medium and small scale industries have been
developed at Kallur-Mandli Industrial estate, K.I.A.D.B. Industrial Estate and Auto
Complex at Kallahalli. Improvement in road network and road widening schemes are
proposed along with truck terminals and bus terminals outside town limit at entry
(Malligenahalli) and exit points at Vadrahatti and Topingatta. The existing and
proposed land use details of Shivamogga city is provided in Table below:
Table 2-1: Existing LandUse Data of Shivamogga City
Existing Land use (2010) Proposed Land use (2031)

Land use Developed Developed Area
Area (in HA) Area (in HA)
Area in % in %
Residential 1411.8 40.83 5147.80 52.81
Commercial 164.86 4.77 443.26 4.55
Industrial 288.74 8.35 547.14 5.61

Public and Semi
480.86 13.91 811.49 8.32
Public
Parks, Playgrounds
328.25 9.49 1094.77 11.23
& Open space
Transportation 745.03 21.55 1628.52 16.72
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Existing Land use (2010) Proposed Land use (2031)
Land use Developed Developed Area
Area (in HA) Area (in HA)
Area in % in %
Utilities & Services 38.14 1.10 73.81 0.76
Total 3457.68 100.0 9746.79 100.0
Water sheet 224.30 690.65
Grand Total 3681.98 10437.44
Figure 2-1: Existing Land Use Pattern (2010) Figure 2-2: Proposed Land Use Pattern (2031)
2.13 GEOLOGY
Shivamogga geology is composed of several rock types of diverse origin and can be
classified into three groups i.e. peninsular greiss, Dharwad super group and younger
formations. The Migmatites and older Granites forms the peninsular gneiss and it
forms the basement for other formations. The Dharwad super group composed of
Bababudan and Chitradurga group. The Bababudan group consists of meta-
volcanoes, conglomerates, quartzite’s, limestone, dolomites and grey whacks etc.
They occur in the form of belt called Shivamogga belt. All the important economic
minerals like Manganese, Iron ore, quartz; Titanomagnetite, limestone etc are
concentrated in Dharwad super group.
2.14 TRANSPORT CONNECTIVITY
Shivamogga is well connected across Road, Rail, Air and Sea. 221 km of National
Highway and 980 km of State Highways pass through the district with a Railway
route length of 130.88 km passing through the region too.
The city’s very own upcoming Airport is a Greenfield project made available for
enhanced connectivity. The nearby International airports are at Mangalore and
Bangalore. Shivamogga has access to Port infrastructure at Mangaluru, Karwar,
Goa and Chennai that ensures high accessibility to the region.
2.14.1 By road
From the state capital Bangalore, Shivamogga can be reached by road i.e. NH-206.
(via Tumkur, Tiptur, Arsikere, Banavara, Kadur, Birur, Tarikere, and Bhadravathi)
TCE.10659A-CV-3054-DP-30541D (P0)
KSRTC, the Karnataka State Road Transport Corporation, runs several buses from
Bangalore, including Volvo, Airavatha and other Hitech buses day and night.
Shivamogga is around 274 km (170 mi) by road from Bangalore. From coastal side,
Shivamogga is accessible by road. This route passes through Agumbe Ghat or
Balebare Ghat roads. Sringeri, Dharmastala, Hubli are connected by Road to this
city. Shivamogga is better connected with roads from all directions and as such, it is
an important bus junction also.
There are two National Highways passing through the city namely NH-206 (Tumkur-
Honnavar) and NH-13 (Sholapur-Mangalore)
Figure 2-3: Transport Connectivity of Shivamogga City
2.14.2 By rail
Shivamogga Town has a railway station and there are trains that run from Bangalore
and Mysore. Direct trains to Shivamogga from other parts of India are nonexistent.
Birur Junction, which is well-connected to most parts of India by rail (especially from
Mumbai), is approximately 70 kilometres (45 mi) from Shivamogga and can be used
as an alternative. The most popular trains from Shivamogga to Bangalore are the
Shivamogga Express and the Inter City Express Connection train. Intercity train has
been introduced between Mysore and Talaguppa via Sagar Town (about 98 km or 61
mi from Shivamogga and about 12 km or 7.5 mi from famous Jog Falls).
2.14.3 By air
Proposed Shivamogga Airport is about 6 km from Shivamogga. The nearest
international airports are Kempegowda International Airport (Bengaluru) and
Mangaluru Airport.
2.14.4 Shivamogga bus terminal
The new bus station is spacious and can cater to 882 departures per day and it is
one of the biggest bus terminals in the state. It offers facilities like parking bays,
TCE.10659A-CV-3054-DP-30541D (P0)
waiting lounges, restaurants, etc. This terminal is spread over five acres of land, has
police outpost, computerized reservation counter and waiting rooms.
Figure 2-4: Shivamogga KSRTC BUS Stand
2.15 PROJECT AREA

Project area is the ABD area of Shivamogga Smart City spread across 1500 acres
(to a large extent). The location of the ABD area and the proposed smart road project
with respect to ABD area is provided in Figure 2-5
Figure 2-5: Project Location
TCE.10659A-CV-3054-DP-30541D (P0)
The Proposed Smart Road stretch is between km 209.950 to km 212.750 (Ashoka
circle to Alkola circle) of NH 206 (Bangalore-Honnavar road).The approximate length
is 2.8 Km out of which 1.5 Km falls under ABD and remaining 1.3 Km is beyond ABD
area.
Figure 2-6: Project Road Alignment (Ashoka Circle to Alkola Circle)
TCE.10659A-CV-3054-DP-30541D (P0)
CHAPTER: 3 EXISTING SYSTEM AND ANALYSIS
3.1 INTRODUCTION
Project Road stretch which has been identified for widening and improvements on
Smart road concept, falls under the jurisdiction of Municipal Corporation area and
has been taken for improvements under Smart City Project. This report is prepared
by capturing the existing features of the project stretch, analysing the existing
situation with suitable solutions for upgrading the two lane road under smart road
approach with complete street components. The following studies and surveys were
conducted for the preparation of this report;
 Reconnaissance Survey
 Review of Secondary Data
 Traffic Surveys
 Topographical Surveys
 Public Utility Surveys
 Soil Investigations
 Road Inventory
 Environmental Impact Assessment Survey
 Estimation of Quantities and Project Costing
3.2 RECONNAISSANCE SURVEY
The detailed reconnaissance survey was undertaken from 27-04-2017 to 09-05-2017
under the guidance of SSCL officials and have also collected the relevant data. The
data collected from the reconnaissance surveys was used for planning and
programming the detailed surveys and investigations.
During the reconnaissance, the observations made about the site conditions are as
follows;
i. Existing carriageway width is about 10m at start of the stretch (at Bus Stand
locations) and varies at Junctions.
ii. Existing Right of Way varies from 30m to 40m.
iii. Unauthorized road side vendors with temporary shops were observed.
iv. No Footpaths or Pedestrian Pathways were found throughout the stretch.
v. Existing Carriageway is not in good condition with minor cracks, few potholes,
minor rutting, edge drop at shoulders and water logging observed at few
locations.
vi. There are existing trees on either side of the road from the start of the project till
McGhann Hospital. Also, Municipal Corporation has recently carried out
plantation on the left hand side (from Bus stand towards Alkola Junction) of the
road for the same stretch.
vii. There are existing Storm Water Drains (masonry drain) on either side of the
road which are in good condition.
viii. There are several Utilities along the road side, such as Electrical lines, OFC’s
buried underground, Water supply lines both transmission main and distribution
lines.
ix. There are several minor cross roads with three major junctions.
x. There is no bus bays found on the entire stretch.
TCE.10659A-CV-3054-DP-30541D (P0)
xi. There are bus shelters missing in bus stops at few locations and few bus
shelters are close to junctions, which reduce the speed of through moving traffic
and increases journey time.
xii. There arefour culverts present in the project stretch. Out of which three
culvertsare in good condition and one is choked with debris.
xiii. There are existing auto stands present at four locations.
xiv. No public toilets were observed on the entire stretch.
The salient features of the existing road is provided in Table 3-1

Table 3-1: Features of the Existing Road
Sl.
Description Status Remarks
No.
Carriageway - Two Lane with Paved
1 10 m
Shoulders
2 Traffic Movement 2 Way
3 Pavement Type Flexible
4 Traffic – AADT (Year 2017) 33,479 PCU

Based on Traffic as
5 Level of Service LOS E
per the Guidelines
Earthen Shoulders - On either side of
6 2m
Carriageway
7 Footpath Absent
8 Storm Water drain Partially Present
9 Street Lighting Partially Present
10 Road Side Plantation Partially Present
11 Underground Utility Corridor Absent
12 Rain water harvesting facilities Absent
13 CCTV / ICT components Partially Present
14 Bus Shelters Partially Present
15 Bus Bays Absent
16 Auto Stand Present
17 Parking facilities Absent
18 Cycle Track Absent
19 Road Side Litter Bins Absent
20 Road Furniture Absent

Pedestrian facilities for crossing at
21 Absent
Junctions
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The site conditions are depicted through the photographs shown in Figure 3-1:
Start of the Project – Ashoka Circle Ashoka Circle – Large no. of pedestrian
(Near KSRTC Bus Terminal) movement observed with no footpath
No bus shelters for Bus Stand location, existing auto stand and road side vendor establishments
observed
Existing Auto stand at McGhann Hospital Existing Road side drains
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Existing Road side Plantations Existing Culvert near Mc Ghann hospital
Existing Signalized Junction near Helipad (Adichunchanagiri Circle)
Non Signalised Junction, Gopal Gowda Circle Road side vendor establishments observed at
Alkola Circle Surroundings
Unauthorised parking of Commercial Vehicles
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Existing above ground Utility Pipes near culverts Existing Culvert near km 211+660
Water logging in few stretches Rutting of the Bituminous layer
Non-Sophisticated Bus Stops
End of Project Road Stretch at Prof. Krishnappa Circle (Alkola Circle)
Figure 3-1: Site Visit Observation
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Junctions within the Project stretch:
There are 3 Major junctions and 2 minor junctions in the road design aspects,
namely;
1. Ashoka circle
2. Adichunchanagiri Circle
3. Alkola Circle
The minor junctions are:

1. Aynur Gate Junction
2. APMC Yard entrance
The location of these junctions as observed in the google images along with relevant
site photographs are provided from Figure 3-2 to 3-6
 Ashoka Circle – Major
Alkola Circle
Ashoka Circle
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Figure 3-2: Ashoka circle within the Project Alignment
 Adichunchanagiri Circle (IB Circle) – Major
Figure 3-3: Adichunchanagiri Circle (IB Circle) within the Project Alignment
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 Aynur Gate Junction– Minor
Figure 3-4: Aynur Gate Junction within the Project Alignment
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 APMC Yard Entrance
Figure 3-5: APMC Yard Junction within the Project Alignment
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 Alkola Junction – Major
Figure 3-6: Alkola circle within the Project Alignment
The cross roads observed from Ashoka circle towards Alkola circle are provided in
the Table 3-2
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Table 3-2: Existing cross roads along the road alignment
Cross Road
Sl. No. LHS/RHS
Chainage
1 209.750 RHS
2 209.950 LHS
3 210.100 RHS
4 210.130 LHS
5 210.200 LHS
6 210.800 LHS
7 211.100 RHS
8 211.200 RHS
9 211.350 LHS
10 211.350 RHS
11 211.450 RHS
12 211.550 LHS
13 211.700 LHS
14 212.010 RHS
15 212.150 LHS
16 212.200 RHS
17 212.300 LHS
18 212.400 RHS
19 212.650 LHS
20 212.650 RHS
21 212.690 RHS
The Primary tasks accomplished after the reconnaissance survey included:

 Topographical survey of the area
 Typical physical features along the existing alignment within and outside
ROW i.e. land use pattern
 Alignment requirements identification, including the provision of Cycle Track,
Footpath, Culverts, Utility Ducts, Landscaping, Smart features, Junction
Improvements (Proposal of Rotary or Signalised Junctions) etc., with possible
alternatives
 Traffic pattern and preliminary identification of traffic homogenous links
 Sections through congested areas
 Inventory of major aspects including land width, terrain, pavement types,
carriageway, bridges and structures (type, size and location), intersections
(type, cross-road category, location), urban areas (location, extent),
geologically sensitive areas, environmental features
 Critical areas requiring detailed investigations
 Soil (textural classifications) and drainage conditions
 Type and extent of existing utility services along the alignment (within ROW)
3.3 REVIEW OF SECONDARY DATA
The following data / documents have been collected and discussions wereheld with
Shivamogga Smart City Limited personnel to have the knowledge of project influence
area. The data review included
a. Data related to Climate
TCE.10659A-CV-3054-DP-30541D (P0)
b. Topographical survey maps
c. Road inventory
d. Traffic Survey Data (Classified Volume Count)
e. Soil Investigations Data
f. Comprehensive Mobility Plan for Shivamogga City
g. Development plans of various cities / towns within the project influence area
h. Master Plan Report, prepared by Shivamogga Urban Development Authority
(SUDA)
i. Vehicle Registration from Regional Transport Office (RTO), to find out the traffic
growth rate
j. Fuel sales data from Fuel stations on the project stretch, to identify the seasonal
factors
k. Accident data from Police department, to identify Black spots in the project
stretch
3.4 TRAFFIC SURVEY
National Highways had conducted Classified Volume Count surveys for 7 days 24
hours dated from 8th Jan 2017 to 14th Jan 2017 on the project road stretch as part of
the road widening project for the same road and the abstract is tabulated below,
same data has been used to analyse the existing traffic condition of the Project
stretch due to the following
 As NH is a renowned government organization owner of this road and are
renowned for carrying out extraordinary Survey Investigations and Designs all
over India. The quality of surveys would also be similar standards and
accurate.
 They have also designed this road stretch (and further) using the same traffic
data.
 On random check through Physical surveys by us provided similar type of
data on this stretch.
 As surveys have been carried out recently by NH
The summary of the traffic survey carried out by NH authorities is provided in Table
3-3
Table 3-3: Traffic on Project Stretch (Near Alkola Circle)
Vehicle Category ADT AADT

Cars 9936 9240
Motor Cycles 11130 10351
LCV 1288 1198
Buses 1477 1374
Two Axle Trucks 1116 1038
Multi Axle Trucks 827 769
Agricultural Tractors 489 455
Cycle 874 813
Animal Drawn Vehicles 8 8
Other (Specify) 1 1
Commercial Vehicles Per Day (CVPD) 4,284 3,984
Fast Moving Vehicles 26,263 24,425
Volume 27,146 25,247
PCU 31,418 29,245
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AADT Traffic on the existing two lane road is 29,245PCU. As per IRC:106-1990
(Guidelines for Capacity of Roads in Urban Areas) this road falls under the Level of
Service “E”, which warrants for widening of this lane; if the level of service is to be
improved.
3.5 EXISTING PUBLIC UTILITIES
3.5.1 WATER SYSTEM
The main source of wartersupply for Shivamogga City is Tunga River. The existing
WTP is located along the Solapur Mangalore National Highway which about 3 km
from Ashoka Circle. There are 3 overhead tanks located along the proposed smart
road. Two overhead tanks are located inside Mc Mcgann Hospital and one Tank is
located near Mcgann hospital Junction. There is a booster pump house located near
the Mcgann hospital junction There are many Rising mains laid on both sides of the
road along the NH and distribution main run parallel on both sides of the road. There
are two rising main of 500 mm dia CI pipe and 350 mm dia AC pipe running on either
side of the roads. These rising mains are further slpit into pipes of smaller diameter
and are directly connected to Booster Pump house near Mcgann Hospital. The
distribution mains are of diameter ranging from 90mm to 315mm HDPE / GI pipes
running along side of the road. The Schematic drawing of existing water system on
the present road is provided in Figure 3-7.
OHT & Booster

Pump House
Tank 2
Tank 1
Figure 3-7: Schematic of Existing Water supply Network
3.5.1.1 CONDITION ANALYSIS/ EXISTING SYSTEM ANALYSIS
From visual inspection of the existing clear water pipeline at certain locations and by
discussions with the Municipality authorities, it is understood that, some of the pipes
are not in good condition. There is an ongoing plan to replace the existing
Transmission lines with 760mm dia MS pipe under AMRUT Scheme. The distribution
lines are laid on both sides of the roads and water supply connection has been
provided to the consumer’s already basically commercial/ bulk consumer category.
3.5.2 SEWERAGE SYSTEM
At present KUWS&DB has laid trunk sewer network of 500 mm dia RCC NP3 pipe ,
for 500m length from Ashoka Grand hotel to Auto Complex connecting to their
existing wet well. Apart from this stretch, no other existing sewer network exists along
the stretch of the proposed Smart road.
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Figure 3-8: Existing Sewer Network
The Existing sewerage system is newly laid which connects to the existing wet well
located near Auto-complex. The Collection system is located along the right side of
the road and is found to be in good condition.
3.5.3 DRAINAGE SYSTEM
The Road stretch from Ashoka circle to Alkola junction passes through 2 natural
valleys. The natural drainage pattern is shown in Fig 3-9
3.5.3.1 NATURAL DRAINAGE:
As discussed above, there are 2 primary drains which is flowing along the proposed
Smart Road Stretch between Ashoka circle to Alkola circle0
 Drain 1- Natural drain which starts at Govt. Residential Polytechnic For
Women and discharges to Canal near Auto Complex
 Drain 2- Gandhi Park Primary Drain
The Drainage 1 originates near the Polytechnic college and pass along Gopal Gowda
Extension crosses the NH near the Auto Complex and outfalls into lower tunga canal.
The Gandhi Park drain starts near the Ashoka circle and runs along the Gandhi park,
Tank Mohilla and outfalls to Tunga River. The major drains and flow pattern of
shivamogga is shown in Figure 3-9.
Figure 3-9: Project location and Natural Drainage pattern
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3.5.3.2 CATCHMENT:
Considering the topography of the area, drainage analysis for NH-206 has been
carried out and accordingly the catchments have been delineated. The catchment
area and direction of flow is provide in Figure 3-10
Culvert
Figure 3-10: Drainage Catchment Zone
The terrain near APMC yard is at the higher elevation of 601m. The terrain sloped on
both sides and outfalls to drain near outer ring road at Alkola junction near Auto
complex. The details of catchment area are provided in table below.
 Catchment -1 is subdivided in to 1a&1b which drain storm water from Alkola
circle and flows towards Drain-1
 Catchment -2 covers area between APMC yard and Circuit house. The
catchment Area is further subdivided in to 2a,2b,2c&2d leading to the
existing culvert on NH -206 constructed across the drain.
 Catchment -3 covers area between Circuit house to Police station and
catchment is sub divided in to 3a,3b and slopes to existing Culvert opposite to
Fire station on NH-206. This drain will ultimately join Drain-1
 Catchment -4 covers area between Police station to Ashoka circle and area
is sub divided in to 4a,4b and drained into Mahatma Gandi drainage finally
outfalls to Tunga River. The catchment area details are provided in Table 3-4.
Table 3-4: Catchment area details
Sl.No Catchment Area (Ha)
1 Catchment -1 55.10
2 Catchment -2 36.1
3 Catchment -3 4.7
4 Catchment- 4 17.0
3.5.3.3 EXISTING DRAINAGE NETWORK:
The storm water collection system comprises of kutcha as well as pucca drains
constructed on either side of the road from Ashoka circle to Alkola circle(NH-206).
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Total length of drains within the project area is 3310 m. The drains are made of
Stone masonry. Proper masonry drains exist from Ashoka circle to Ahinur circle
which drains towards the MG Park drain. In some stretches like in front of
Government ayurvedic medical college, sridevi traders, Bharath petrol bunk,APMC
yards have lined drains of 0.5 x0.5 m with improper continuity. These drains are open
drains, and are earthen in some stretch.
The Existing Drains are not in proper shape, has missing links and has occupied
more width in the existing RoW section. As the RoW of the proposed road is unable
to integrate this storm water drains in its proposed section, the same is intended to
be discarded completely and the new drains are proposed. The existing conditions of
drains are shown in Figure 3-11
Underground utilities crossing over natural drain Drain section near Hospital
near auto complex
LT cable laying work going on near Hospital Solid waste along the drain near Ashoka circle
Figure 3-11: Existing Conditions of Drains
3.5.3.4 EXISTING CULVERTS:
There are currently four culverts existing in the stretch from Ashoka Circle to Alkola
Circle. Of these the culverts situated in Ashoka circle, near fire station and one at
Drain-1 crossing are all slab culverts and culvert existing in Alkola Circle is of RCC
Hume pipe culvert. The current lengths of the existing culverts are 15m. The location
of culverts is shown in Figure 3-10.
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As discussed earlier due to discontinuity in the existing drains; existing masonry drain
occupying higher road width, and also as these drains are not fitting into the
proposed ROW section. These drains are intended to be dismantled completely and
new drains are to be constructed.
3.5.4 EXISTING ELECTRICAL POWER DISTRIBUTION & ICT:
InShivamogga 80% of the ABD area consists of overhead transmission line. Only
some stretches of 11Kv overhead transmission lines along the B.H Road & a portion
of Nehru Road has been converted to underground.
Atpresent in the stretch between Ashoka circle to Alkola circle, the electrical power
supply lines are on overhead poles. Service connections to individual consumers are
provided by tapping from overhead lines. 11kV/433 V oil filled transformers are
provided at various locations to derive LT supply.
In the city, power supply distribution is carried out through overhead lines at following
voltage levels.
 11kV supply to feed distribution transformers and HT consumers.
 415 V supply to feed LT consumers.
 240 V supply to small consumers and street lighting.
.
3.5.5 EXISTING UTILITY CROSS SECTION
The RoW of existing road section varies from 30 m to 42 m. The width of existing
carriageway varies from 10 m to 11 m. All the utilities are placed after the carriage
way. Water supply lines, Drainage and electrical power lines runs on both sides of
carriage ways whereas Telecom cables are laid on left hand side of the RoW. The
cross section of existing RoW is shown in Figure 3-12.&Figure 3-13
Figure 3-12: Existing Cross Sections near along the NH
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Figure 3-13: Existing Cross Section near Ashoka Hotel
The locations of existing bus shelters on Project Stretch is shown in figure below
Figure 3-14: Existing Locations of Bus Shelters
3.6 CONCLUSION OF EXISTING SYSTEM

Following are the conclusion drawn based on the analysis of the existing system;
a. For the existing traffic, 10m wide road has reached the saturation level and is
operating at Level of Service “E”, Hence the existing road width requires up-
gradation and widening to improve the service level.
b. There are no footpaths, cycle track, tree lane, utility ducts/dedicated corridor on
either side of the road. Facilities shall be proposed for the same.
c. Junctions are not as per standards, needs to be improved as per the standards
for smooth traffic flow at junctions.
d. There are no pedestrian crossing facilities at junctions. Provisions to be made for
crossings at suitable locations.
e. Project stretch is under up-gradation to Four Lane divided carriageway with
Flexible pavement specification by National Highways. Same pavement
composition needs to be used in the project stretch.
f. There is no road furniture present in the project stretch. Same shall be included in
the project proposal.
g. Bus shelters, Bus bays, On-street parking, Auto stand, Public/E-Toilets, Street
lighting and Sign boards, etc., shall be upgraded with smart features.
h. Smart street components such as Smart poles, CCTV, VMS, and other ICT
components shall be included in the development of Project stretch.
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CHAPTER: 4 DESIGN STANDARDS & SPECIFICAITON
4.1 DESIGN BASIS
The design basis for the Project Road has been adopted with the objective to
upgrade the present 4 lane road to 6 lane road. The General Technical Specification
are drawn from Road and Bridge works (Fifth Revision April 2013) of MORT&H,
Indian Road Congress (IRC) and Institute of Urban Transport (IUT), Ministry of Urban
Development (MoUD) guidelines, as per the letter issued to Urban Transport by
MoUD, letter reference no. DO. No. K-14011/21/2012-UT-IV (Pt.) Dated 9th
October, 2013.
4.2 DESIGN ELEMENTS
The design of following elements has been considered:
a. Road Links- Cross-section, Horizontal alignment, Vertical alignment
b. Road Junction - At-grade Junctions
c. Road Bed - Flexible / Rigid Pavement
d. Structures - Culverts, cross drainage works, utility cross ducts etc.
e. Road Signs, Markings, Safety Features and Other Accessories
f. Cycle Tracks
g. Footpaths
h. Utility Ducts
4.3 SMART STREET COMPONENT
The objective of these Smart Street standards is to make road for longer duration
usage and to be free from zig-zag movement of vehicles, to ease out the pedestrian
movement, and for the safety of children and elderly and to avoid future digging of
carriage way for maintenance of utility.
4.4 SALIENT FEATURES OF SMART STREET
 Uniform Carriage Way width along the length of the road
 Additional space towards provision of wide footpaths
 Development of cycle tracks / NMT
 Layering/ Sequencing of Services
 Clear labelling of the trenches for maintenance
 Provision for new utility etworks
 Construction of Bus bays, Auto bays wherever essential
 Beautification and Landscaping of the footpath, junctions
 Street furniture (Signage’s, Lane marking)
 Pedestrian footpath LED lights
 Installation of CCTV wherever necessary
 Installation of ICT components, Smart poles and controlling at command
centre
4.5 GEOMETRIC DESIGN STANDARDS
4.5.1 GENERAL CONSIDERATIONS
Geometric design for the project road shall cover alignment, profile, widening, cross-
sections of the road, improvement of existing carriageway and design of high
embankments if any, etc.
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4.5.2 GUIDING STANDARDS FOR HIGHWAY DESIGN
The design of various elements of highways for 6-laning road shall be governed by
the provisions of the following Guidelines / Manuals:
IUT:1 Cross Sections
IUT:2 Intersections
IUT:3 Road Marking
IUT:4 Signages
IUT:5 Traffic Calming
IRC: 37-2012 - Guidelines for the Design of Flexible Pavement
IRC: 35-2015 - Code of Practice for Road Markings
IRC: 106-1990 - Guidelines for capacity of Roads in Urban Areas
IRC: 67-2012 - Code of Practice for Road Signs
IRC: 86-1983 - Geometric Design Standards for Urban Roads in Plains
IRC: SP: 23-1983 - Vertical curves for Highways
IRC: SP: 41-1994 - Guidelines for the Design of At-Grade Intersections in Rural &
Urban Areas
IRC: SP: 50-2013 - Guidelines on Urban Drainage
IRC: SP: 44-1994 - Highways Safety Code
IRC: SP: 19-2001 - Manual for Survey, Investigation and Preparation of Road
Projects
MORT&H - Pocket book for Highway Engineers, 2002 (2nd Revision)
MORT&H - Type Designs for Intersections on National Highways, 1992
Manual for Safety in Road Design
Institute of Urban Transport
4.5.3 TERRAIN CLASSIFICATION
The project road lies in plain terrain. The geometric standards relevant to plain terrain
as per IRC: 86-1983, is adopted.
4.5.4 DESIGN SPEED
The Design Speed as perIUT-1 adopted for the various road categories are tabulated
in Table 4-1:
Table 4-1 : Design Speed
As per IUT
Sl. No. Classification
(Km/hr)
1 Arterial 50
2 Sub-arterial 50
3 Collector street 30
4 Local street 15
4.5.5 CROSS SECTIONAL ELEMENTS

The following road geometrics shall be adopted for 6-lane Road:
4.5.5.1 RIGHT-OF-WAY (ROW)
Based on the classification of road, the desirable Road Land Width or the Right of
Way (ROW) shall be as per IUT-1, as given in Table 4-2:
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Table 4-2: Road Land Width or the Right of Way (ROW)
Recommended land
Sl. No. Classification
width in meters
1 Arterial 50 –80
2 Sub - Arterial 30 –50
3 Collector Street 12– 30
4 Local Street 6– 15
4.5.5.2 CARRIAGEWAY WIDTH
According to IUT-1, the recommended width of paved carriageway on both sides of

median for 3-lane carriageway is provided in Table 4-3
Table 4-3: Carriageway width recommended for different road categories
Sl. Minimum width for Minimum width

Classification No of Lanes
No. car lane for bus lane
Minimum 6 lanes divided (using 3.0 to 3.5m width
1 Arterial 3.5
a raised median) each
Minimum 4 lanes divided (using 3.0 to 3.5m width
2 Sub - Arterial 3.5
a raised median) each
Maximum 4 lanes of 3m width
Collector 2 lanes of 3.0 to 3.5m
3 or 2 lanes of 3 to 3.3m width -
Street width each
each(excluding marking)
1 to 2 lanes,(undivided);of 2.75 2.75 to 3.0m width
4 Local Street -
to 3m width each each
4.5.5.3 MEDIAN
The divider between the two way traffic lane is called median. In urban areas
medians are often used as a pedestrian refuge. Pedestrians can use medians as
narrow as 1.2 m but the preferable width is 2 m where space permits.
Median width as per IUT-1 based on the ROW is;
 1.0m wide median if ROW is 24m
 1.5m wide median if ROW is in between 32.5 and 39m
4.5.5.4 PARKING LANES
For Arterial and Sub-Arterial Roads as per IUT-1

No parking on main carriageway is allowed. Service lanes can beused for parking
and may be provided on any one or both sides of the carriageway as per available
space. As arterial roads also serve the flow function, it is desirable that parking be
limited to dedicated service lanes. Though some conditions may require provision of
on street service/emergency parking as well parking for paratransit modes, which
may be located between carriageway and bicycle track on each side. This provision
should not be continuous for distances longer than 40m.
As per IRC, Parking lane width for parallel parking should be 3 m which may be
reduced to 2.5 m where available space is limited. If sufficient carriageway is
available, angle parking may be adopted if required.
4.5.5.5 BUSBAYS
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Busbays shall be provided as per IUT guidelines.
Busbays should not be located too close to intersections. It is desirable that they are
located 75 m from the intersection.
Busbays should be provided by recessing the kerb for a length of 15 m for single bus
stop. The taper should be 1:8 but not less than 1:6. The depth of the recess should
be 4.5 m for single bus stop and 7 m for multiple bus stops.
Suitable arrangement should be made for drainage of surface water from busbays.
4.5.6 HORIZONTAL ALIGNMENT
The essential elements of the horizontal alignment are as under:
 Minimum Radii of the Horizontal Curve
 Super elevation
 Transition Length
 Sight Distance
The design should follow the horizontal alignment of the existing highway unless
modification is required to meet the specific provisions or additional features /
facilities to be provided as per Manual. The existing facility is a two lane highway, the
following general principles shall be kept in view while designing the horizontal
alignment:
a. Alignment should be fluent and blend well with the surrounding topography.
b. On new roads, the curves should be designed to have largest practical radius but
in no case less than ruling value corresponding to ruling design speed.
c. As a normal rule, sharp curves shall not be introduced at the end of long tangent
since these can be extremely hazardous.
d. The curves shall be sufficiently long and have suitable transitions to provide
pleasing appearance.
e. Reverse curves may be needed in difficult terrain. Sufficient length between two
curves shall be provided for introduction of requisite transition curves, and
required super elevation.
f. The curves in the same direction separated by short tangents known as broken
back curves should be avoided as far as possible. Wherever possible, such
portion may be designed with longer single curve.
g. To avoid distortion in appearance, the horizontal alignment should be coordinated
carefully with the longitudinal profile.
4.5.6.1 RADII OF HORIZONTAL CURVES
The radius of horizontal curves for various design speed for 4% and 7% as per IRC-
86-1983 are given in the Table 4-4. Minimum radius of curve can be determined from
the equation:
R = V2/127(e+f)
Where,
V = vehicle speed in km/h
e = superelevation ratio in metre per metre
f= coefficient of side friction between vehicle tyres and
pavement (taken as 0.15)
R= radius in metres
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Table 4-4: Minimum Radii of Horizontal Curves for Different Design Speeds
Minimum Radius (m) when
Design speed
super elevation is limited to
Km/hr 7% 4%
30 30 40
50 90 105
60 130 150
80 230 265
4.5.6.2 SUPER ELEVATION
Super-elevation required on horizontal curves should be calculated from the following

formula:
e = V2 / 225R
Where,
e = superelevation in meter per meter,
V = speed in km/h, and
R = radius in meters
Super-elevation should however be limited to 7.0 percent in plain and rolling terrain, if
radius of curve is less than desirable minimum radius. It shall be limited to 5.0
percent, if radius is more than desirable minimum.
4.5.6.3 TRANSITION CURVES
The minimum length of transition curve shall be determined from the following two
considerations and the larger of the two values shall be adopted for design:
 Rate of Change of Centrifugal Acceleration
Ls =0.0215 V3 /CR
Where:
Ls = Length of Transition Curve in meters
V = Speed in Km/hr
R = Radius of Circular Curve in meters
C=80/ (75+V) (Subject to a maximum of 0.80 and minimum of 0.50)
 Rate of Change of Super elevation should not be steeper than 1 in 150 for
roads in Plain/Rolling Terrain, and 1 in 60 in Mountainous/Steep Terrain.
The minimum length of Transition Curve based on this consideration is given by the
equation:
Ls=2.7 V2 /R.
The minimum values of Transition lengths for different Speeds and Curve Radii are
given in Table 4-5:
Table 4-5: Minimum Values of Transitions
Curve Radius Design speed (kmph)

R (m) 30 50 60 80
30 80
50 50 NA
100 25 70 NA
150 20 45 65
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Curve Radius Design speed (kmph)
R (m) 30 50 60 80
200 15 35 50 NA
250 NR 30 40 85
300 25 35 75
400 20 25 55
500 NR 20 45
600 20 35
800 NR 30
1000 30
NA – Not applicable
NR – Transition not required
4.5.6.4 SIGHT DISTANCE
The design shall provide for values of intermediate sight distance as per IRC: 73
corresponding to the design speed unless the existence of any site constraints,
where a minimum of stopping sight distance shall definitely be available.
a. The sight distance of adequate length is necessary from consideration of safety
of travel on the road.
b. Though overtaking sight distance is desirable for two lane undivided carriageway,
it would be desirable to provide intermediate sight distance for majority road
sections from economy considerations.
c. The requisite sight distance shall be made available across the inner side of the
horizontal curves.
d. The sight distances to be adopted for various speeds are indicated in Table 4-6.
Table 4-6: Sight Distances for Various Speeds
Stopping Intermediate Overtaking
Speed
Sight Sight Distance Sight Distance
(Km/hr)
Distance (m) (m) (m)
100 180 360 640
80 120 240 470
65 90 180 340
60 80 160 300
50 60 120 235
4.5.6.5 CAMBER OR CROSS FALL
The camber or the cross falls on the carriageways and shoulders shall be as per
IRC:73-1990,
 The crossfall on straight sections of road carriageway, paved shoulders and
paved portion of median shall be 2.5 percent for bituminous surface and 2.0
percent for cement concrete surface.
 The crossfall for earthen shoulder shall be 0.5% steeper than that of the
carriageway subject to a minimum of 3.0%.
 On curves, the shoulder on the high side of superelevated portion shall be
provided with reverse slope from the superelevated carriageway portion. At
the same time it should not be too great to give break in the cross slope. The
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rate of change between pavement cross slope and outside shoulder should
not exceed 5%.
4.6 VERTICAL ALIGNMENT
4.6.1.1 GRADIENT
Most of the urban roads carry mixed traffic including slow moving vehicles like
bicycles and animal/hand carts. Besides such conditions, urban roads generally have
intersections at frequent intervals.
Considering all such circumstances, as a general rule, a gradient of 4% should be
considered the maximum for urban roads. On roads with predominantly slow moving
traffic the gradient should not exceed 2 %. The desirable and absolute minimum
gradient for various pavements is shown in Table 4-7.
Table 4-7: Recommended Gradients
Desirable Absolute
Design Element minimum minimum
Gradient (%) Gradient (%)
Kerbed Pavements 0.5 0.3
Side ditches (lined) 0.5 0.2
4.6.1.2 VERTICAL CURVES
Vertical curves should be provided at all grade changes exceeding those indicated in
the following Table 4-8:
Table 4-8: Minimum Length of Vertical Curves (IRC: 86-1983)
Maximum grade change (per

Design Speed Minimum length of
cent) NOT requiring a vertical
(km/hr) Vertical Curve (m)
curve
30 1.5 15
50 1.0 30
60 0.8 40
80 0.6 50
4.6.1.3 SUMMIT CURVES
The length of summit curve is governed by the choice of sight distance. In urban
areas the summit curves should be designed for safe stopping sight distance and
also should be coordinated with horizontal curvature. The length of summit curve
shall be calculated based on following formulae:
For safe stopping sight distance
Case (i) L>S
NS2
L=
4.4
Case (ii) L<S
4.4
L = 2S -
N
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Where,
L = length of the summit curve (m)
S = required sight distance (m)
N = deviation angle, i.e. algebraic difference between the grades.
4.6.1.4 VALLEY CURVES
The length of valley curve shall be such that for night travel, the headlight beam
distance is equal to the stopping sight distance. The length of valley curve shall be
calculated based on following formulae:
The length of valley curves will be calculated as follows:
Case (i) L>S
NS2
L=
1.50 + 0.035S
Case (ii) L<S

1.50 + 0.035S
L = 2S -
N
Where,
L = length of the Summit curve (m)
S = required sight distance (m)
N = algebraic difference between the grades
4.7 PAVEMENT DESIGN

4.7.1 GENERAL
The pavement design activities include design of pavement for widening of existing
two lane carriageway to six lane carriageway.
4.7.2 PAVEMENT DESIGN OPTIONS
The design of flexible pavement or rigid pavement for new carriage way will be
carried out as per relevant IRC codes, guidelines and international practices.
The design standards followed are:
 The new flexible pavement will be designed to cater for design traffic for a
design period of 20 years. Design will be undertaken as per IRC-37:2012
(Tentative Guidelines for the Design of Flexible Pavements).
 Block Pavement if proposed will be designed as per IRC: SP: 63-2004
(Guidelines for the Use of Interlocking Concrete Block Pavement).
 The engineering design and planning aspects of pedestrian facilities on road
sides and at road crossings in urban and semi urban areas will be followed
according to IRC: 103-2012 (Guidelines for Pedestrian Facilities)
4.7.2.1 FLEXIBLE PAVEMENTS
Flexible pavement can be defined as the one consisting of a mixture of asphaltic or

bituminous material and aggregates placed on a bed of compacted granular material
of appropriate quality in layers over the subgrade. Water bound macadam roads and
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stabilized soil roads with or without asphaltic toppings are examples of flexible
pavements.
The design of flexible pavement is based on the principle that for a load of any
magnitude, the intensity of a load diminishes as the load is transmitted downwards
from the surface by virtue of spreading over an increasingly larger area, by carrying it
deep enough into the ground through successive layers of granular material.
Figure 4-1: Flexible Pavement cross Section
Thus for flexible pavement, there can be grading in the quality of materials used, the
materials with high degree of strength is used at or near the surface. Thus the
strength of subgrade primarily influences the thickness of the flexible pavement.
4.7.2.2 RIGID PAVEMENTS
A rigid pavement is constructed from cement concrete or reinforced concrete slabs.

Grouted concrete roads are in the category of semi-rigid pavements.
The design of rigid pavement is based on providing a structural cement concrete slab
of sufficient strength to resists the loads from traffic. The rigid pavement has rigidity
and high modulus of elasticity to distribute the load over a relatively wide area of
soil.
Figure 4-2: Rigid Pavement Cross-Section
Minor variations in subgrade strength will have little influence on the structural
capacity of a rigid pavement. In the design of a rigid pavement, the flexural strength
of concrete is the major factor and not the strength of subgrade. Due to this property
of pavement, when the subgrade deflects beneath the rigid pavement, the concrete
slab is able to bridge over the localized failures and areas of inadequate support from
subgrade because of slab action.
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4.7.2.3 DIFFERENCE BETWEEN FLEXIBLE PAVEMENTS AND RIGID PAVEMENTS
Sl.
Flexible Pavement Rigid Pavement
No.
It consists of a series of layers with the It consists of one layer Portland cement
1. highest quality materials at or near the concrete slab of relatively high flexural
surface of pavement. strength.
It reflects the deformations of subgrade It is able to bridge over localized failures
2.
and subsequent layers on the surface. and area of inadequate support.
Its stability depends upon the Its structural strength is provided by the
3. aggregate interlock, particle friction pavement slab itself by its beam action.
and cohesion.
Pavement design is greatly influenced Flexural strength of concrete is a major
4.
by the subgrade strength. factor for design.
It functions by a way of load It distributes load over a wide area of
5. distribution through the component subgrade because of its rigidity and high
layers modulus of elasticity.
Temperature variations due to change Temperature changes induce heavy
in atmospheric conditions do not stresses in rigid pavements.
6.
produce stresses in flexible
pavements.
Flexible pavements have self-healing Any excessive deformations occurring
properties due to heavier wheel loads due to heavier wheel loads are not
7.
are recoverable due to some extent. recoverable, i.e. settlements are
permanent.
Note: As NH authorities are carrying out the same road improvement project with
flexible payment to have continuous uniformity in approach, the same flexible
pavement (approve) has been recommended for smart road design also.
4.8 DESIGN OF ROAD JUNCTION

4.8.1 INTERSECTION
The Road Intersections are the critical elements of the Road sections and the
function of a designed intersection is to control conflicting and merging streams of
traffic, to minimize the delay including pedestrian and bicycle traffic. Intersection
design influences the capacity of the corridor and the safe movement of conflicting
directions. The pattern of the traffic movements at the intersection and the volume of
traffic on each approach, during one peak period of the day determine the lane
widths required including the auxiliary lanes, traffic control device sand
channelization, wherever necessary. The arrangement of the islands and shape,
length of the auxiliary lanes also differs based upon the type of intersection.
The general design principles of intersection design are the approach speeds,
restriction on available land, sight distance available and the presence of the larger
volume of all the road users in urban areas, although it is necessary for the users of
these guidelines that there should be an application of the knowledge about the local
conditions while interpreting and arriving at the solution in terms of design.
4.8.2 DESIGN FACTORS
The following factors shall be considered for design of at-grade intersections:
a. Human factors – such as driving habits, reaction time, decision-making
ability, pedestrian habits etc.
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b. Traffic factors – such as design and actual capacity, size and operating
characteristics of vehicles, vehicle speeds, accident statistics etc.
c. Physical Elements – include vertical alignment, sight distance, angle of
intersection, adjoining properties, traffic control system etc.
d. Economic factors – such as cost of improvements, effects of controlling
ROW on abutting properties, energy consumption, etc.
4.8.3 DESIGN STANDARDS
Guidelines given in IUT-2 Intersections for design of at-grade intersection in urban
areas shall be followed in general.
4.8.4 DESIGN TRAFFIC VOLUME
The traffic volume in terms of AADT in PCUs at 20 years for flexible pavement shall
be taken for design. Peak hour traffic shall be taken into account.
4.8.5 DESIGN VEHICLE
Single unit truck shall be the design vehicle for feeder road junctions and semi-
trailers will be the design vehicle for all other junctions designed with necessary
channelization.
4.8.6 DESIGN CURVES
Simple curve with offset and taper or 3-centred compound curve with offset shall be
designed for turning movement as per IRC: SP: 41-1994.
4.8.7 TRAFFIC SIGNS AND MARKINGS AT INTERSECTIONS
Type and installation of signs at intersections shall be governed by guidelines in IUT-
4 Signages. Markings shall be governed by provisions in IUT-3 Road Marking.
4.9 ROAD SIGNS, MARKINGS, SAFETY FEATURES & OTHER ACCESSORIES
4.9.1 TRAFFIC SIGNS
To ensure safe and efficient flow of traffic in the project corridor, traffic shall be
regulated through system guidance and control systems. Accordingly traffic signs,
both post and gantry-mounted, of retro-reflective types, as per IRC: 67:2012 or IUT-4
Signage shall be provided as follows: -
4.9.2 MANDATORY / REGULATORY SIGNS
Violation of these signs is legal offence e.g. stop signs, speed limits near schools,
villages etc.
4.9.3 WARNING / CAUTIONARY SIGNS
These signs are to warn the road users of existence of certain restrictions /
hazardous conditions.
4.9.4 INFORMATORY SIGNS
These signs are for information purposes e.g. petrol pump, hospitals, direction signs,
route number etc.
4.9.5 ROAD MARKINGS
Road markings with thermoplastic paint shall be adopted for traffic lane markings,
edge markings, arrows, kerbs etc. as per IRC 35-1997 and IUT-3 Road Marking.
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4.9.6 KILOMETER STONES
Kilometre stones shall be provided along the highway on either side as follows: -
 5th kilometre stones as per IRC: 8-1980.
 Kilometre stone as per IRC: 8-1980.
 Hectometre stone as per IRC 26-1967
4.9.7 DELINEATORS
Road delineators shall be provided as visual aids for safety at night at approach of
bridges, high embankments, culverts etc as per IRC 79-1981.
4.10 TRAFFIC SAFETY MEASURES
4.10.1 GUARDRAILS
Guardrails shall be installed on road edges with embankment (>3m) and on River
bridge approaches and on sharp horizontal curves to prevent vehicles leaving the
highway accidentally.
4.10.2 CONCRETE CRASH BARRIERS
Concrete Crash Barriers shall be provided to prevent vehicles going out of control at
bridge locations as per MORT&H specifications.
4.10.3 LIGHTING
Provision of solar powered lighting at major bridges, villages, accident-prone spots
shall be kept in view during planning the road cross-sections.
4.11 CAPACITY
4.11.1 CAPACITY OF CARRIAGEWAY
The capacity of different type of carriageway as given in IRC: 106-1990 has been
undertaken to get the capacity per day for Sub-Arterial roads with respect to various
Level of Service. The Carriageway capacities of various lanes are provided in Table
4-9.
Table 4-9: Carriageway Capacity
Sl.
Type of Carriageway LOS A LOS B LOS C LOS D
No.
1 2-Lane (One Way) 14331 21714 30400 39086
2 2-Lane (Two Way) 9051 13714 19200 24686
3 3-Lane (One Way) 21874 33143 46400 59657
4 4-Lane Un-divided (Two Way) 18103 27429 38400 49371
5 4-Lane Divided (Two Way) 21874 33143 46400 59657
4.12 NON-MOTORIZED TRANSPORT (NMT) FACILITIES (CYCLE TRACK AND
FOOTPATHS)
4.12.1 CYCLE TRACKS
The major factor which creates traffic problems in our country is the mixture of slow
and fast traffic. People do not like cycling amongst traffic, or mixing with pedestrians.
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Therefore the primary requirement, which will make cycling an easy choice, is to
provide dedicated space for cycling on streets carrying most traffic. A dedicated
cycling space must be provided, with some degree of protection from traffic in order
to segregate the local slow moving traffic from the through traffic and also to
minimise road side parking that take place today on major roads, cycle tracks are
required.
Providing space for cycling creates efficient and attractive place to live. The benefit of
separate lane for cycle tracks brings in terms of attractive streetscapes, economic
use of land, simplicity of moving around, and healthy lifestyles.
4.12.2 GENERAL INFORMATION ABOUT CYCLE TRACKS
Cycle tracks provide a safe and segregated space for the movement of bicycles.
Cycle tracks should be continuous along the corridor, and free from obstacles. There
should be no breaks in cycle tracks for property access: vehicles should use a ramp
to cross the cycle track. The problem of encroachment by motorized vehicles can be
mitigated by provision of physical impediments (such as guardrails, bollards and high
curbs), as long as they do not impede non-motorized modes. Sufficient space should
therefore be provided to allow for the anticipated two-way movements of bicycles on
both sides of the corridor, with a recommended minimum cycle track width of 2.5m.
Best practices of cycle track dimensions are shown in below Figure 4-3.
Figure 4-3: Cycle Track Dimensions: Best Practices
4.12.3 JUSTIFICATION FOR THE PROVISION OF CYCLE TRACKS

Separate cycle track may be provided when the peak hour cycle traffic is 400 or more
on routes with traffic of 100 motor vehicles or more but not more than 200 per hour.
When the number of motor vehicles using the route is more than 200 per hour,
separate cycle tracks may be justified even if the cycle traffic is only 100 per hour as
per IRC 11-1962 Recommended practice for the design and layout of cycle Tracks.
4.12.4 CAPACITY
Capacities of cycle tracks shall be provided as given in the Table 4-10 as per as per
IRC 11-1962.
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Table 4-10: Capacity of Cycle Track
Capacity in number of cycles per day

Width of cycle track
One way traffic Two way traffic
Two lanes 2000 to 5000 500 to 2000
Three lanes over 5000 2000 to 5000
four lanes - over 5000
4.12.5 TYPES OF CYCLE TRACKS

Cycle tracks are classified into the following two groups:
a. Cycle tracks which run parallel to or along a main carriageway. These are further
sub divided into three classes:
 Adjoining cycle tracks are completely fit in with the carriageway and are
adjacent to and on the same level with it.
 Raised cycle tracks are also adjoining the carriageway but are at a higher
level.
 Free cycle tracks are separated from the carriageway by a verge and may
be at the same level as the carriageway or at a different level.
b. Those cycle tracks which are constructed independent of any carriageway.
 A free one way cycle track on each side of the carriageway is to be
preferred. Adjoining cycle tracks should not be provided as far as possible
as per IRC 11-2015.
4.12.6 HORIZONTAL CURVES
As per IRC 11-2015,a cycle track should be so aligned that the radii of the horizontal
curves are not less than 10 M (33 ft).Where the track has a gradient steeper than 1 in
40, the radii of the horizontal curves should not be less than 15 M (50 ft).
The radii of horizontal curves for independent cycle tracks should be as large as
practicable.
4.12.7 VERTICAL CURVES
As per IRC 11-2015, Vertical curves at changes in grade should have a minimum
radius of 200 meters (656 ft) for summit curves and 100 metres (328 ft) for valley
curves.
4.12.8 GRADIENTS
As per IRC 11-2015, the length of grade should not exceed the following Table 4-11
Table 4-11: Gradient
Gradient Maximum Length(m) Maximum Length(ft)
1 in X (Y)
1 in 30 90 (295)
1 in 35 125 (410)
1 in 40 160 (500)
1 in 45 200 (656)
1 in 50 250 (820)
1 in 55 300 (984)
1 in 60 360 (1181)
1 in 65 425 (1394)
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Gradient Maximum Length(m) Maximum Length(ft)
1 in 70 500 (1640)
Gradients steeper than 1 in 30 should generally be avoided. Only in exceptional
cases, gradients of 1 in 20 and 1 in 25 may be allowed for lengths not exceeding 20
metre (65 ft) and 50 metre (164 ft) respectively.
Where the gradient of a carriageway is too steep for a parallel cycle track the latter
may have to be taken along a detour to satisfy the requirements of this standard.
4.12.9 SIGHT DISTANCES
It is desirable that a Cyclist should have a clear view of not less than 25 metres (82
ft). In the case of cycle tracks at gradients of 1 in 40 or steeper, cyclist should have a
clear view of not less than 60 metres (197 ft).
4.12.10 LANE WIDTH
The width of a cycle at the handle bar, the widest portion ranges from 45 centimetres
to 50 centimetres (1 ft 6 in. to 1 ft 9 in), It is generally not possible for a cyclist to drive
in perfectly straight path. Therefore, allowing for a clearance of 25 centimetres (9 in.)
on either side, the total width of pavement required for the movement of one cycle is
one metre (3 ft 3 in.).
4.12.11 VERTICAL CLEARANCES
The minimum head-room provided should be 2.25 metres (7.38 ft).
4.12.12 ROAD CROSSINGS
Where a cycle track crosses a road, the carriageway should be marked with
appropriate pavement markings and grade separation to indicate that the cycle track
has the right-of-way.
4.12.13 CYCLE TRACKS AT INTERSECTIONS/JUNCTIONS
Junctions are the most common location for collisions. A well-designed junction
reduces the number of decisions that need to be made by each road user. Providing
space for cycling, that minimises conflict points, will prevent collision black spots.
Allocation of dedicated space for cycling must continue through the junction, so that
people experience a joined-up route that avoids unnecessary mixing with traffic.
Cycle lanes should be marked across the junction to indicate the space a cyclist
requires and to reduce the likelihood of collisions with right-turning vehicles.
4.12.14 RIDING SURFACE AND LIGHTING
To attract cyclists to use a cycle track, it is essential that cycle tracks should be
constructed and maintained with care and should have riding qualities and lighting
standard equal to or better than those of the main carriageway.
4.12.15 FOOTPATHS
Every traveller is a pedestrian at some stage of his or her travel and hence
pedestrian facilities are very significant in urban transportation. In view of the
paradigm shift from moving the vehicles to moving the persons while planning for
transportation facilities in cities, provision of integrated and barrier free pedestrian
facilities is essential to ensure inclusive mobility.
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Pedestrian facilities should be planned in an integrated manner so as to ensure a
continuous pedestrian flow. It should be useful therefore to look at pedestrian needs
for an area as a whole. The basic aim should be to reduce pedestrian conflicts with
vehicular traffic to the minimum. Efforts should be made to create such conditions
that pedestrian are not forced to walk in unsafe circumstances, and that the motorists
respect the position of pedestrian. The overall objective is continuity of footpath with
comfort and safety.
4.12.16 GENERAL INFORMATION ABOUT FOOTPATHS
Pedestrian footpaths are defined as any area primarily used by 'all' pedestrian. They
can be adjacent to roadways, or away from the road. Footpaths should be regarded
as a transportation system which is connected and continuous, just like the roadways
and railways. They should not be sporadically placed where ever convenient, but
instead should be provided consistently between all major attractions, trip generators,
and other locations where people walk. In order to be effective, the sidewalks should
be provided on both sides of the road and above the level of the carriageway
separated by kerbs. Height of the kerb at the edge should however, not exceeds the
height of a standard public step riser i.e. 150 mm,
4.12.17 CLEARING WALKING ZONE FOR FOOTPATHS
In the natural and tempered landscapes, paths should be at least 1800 mm wide in
order to accommodate wheelchair users and persons with vision impairments
assisted by a sighted person or guide dog.
The minimum 1.8 m (width) x 2.2 m (Height) Walking Zone should be clear of all
obstructions- both horizontally and vertically. No utility ducts, utility poles, electric
water or telecom boxes, trees, signage or any kind of obstruction should be placed
within the "Walking Zone" as explained in Figure 4-4
Figure 4-4: Clear Walking Zone is separate from Planting Zone
*Source: IRC: 103-2012
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4.12.18 WIDTH
The width of a footpath is fundamental to the effective functioning of the pedestrian
system. Without an optimum width, footpath will not help move enough pedestrian
and will discourage them from walking. The width of side-walks depends upon the
expected pedestrian flows and could be fixed with the help of guidelines given in
Table 4-12:
Table 4-12: Capacity of Footpath
Design Flow in Number of Persons per hour

Width of side-
walk (meter) In Both directions All in One direction
LOS B LOS C LOS B LOS C
1.8 1350 1890 2025 2835
2.0 1800 2520 2700 3780
2.5 2250 3150 3375 4725
3.0 2700 3780 4050 5670
3.5 3150 4410 4725 6615
4.0 3600 5040 5400 7560
The minimum width of a clear unobstructed pathway should be 1800 mm in roads of
right of way of 10 m and above. This allows two wheelchairs to pass each other
comfortably
Figure 4-5: Minimum Width of Clear Footpath
In case of road with right of way less than 10 m or in the areas with light pedestrian
traffic, a width of 1500 mm is regarded as the minimum acceptable, giving enough
space for a wheelchair user and a walker to pass each other. As an exception, the
width of the footpath may be considered as 1500 mm. The full width of footpath
should be maintained consistently, even behind bus shelters and in front of shop. For
the actual length or width of people and equipment, the clearance lengths and clear
outdoor passage widths needed for those people and equipment (Refer IRC: 103-
2012: Annexure I).
Footpath should normally be designed for a pedestrian Level of Service B, thereby
providing wide pedestrian facilities for pleasant and comfortable walking. Under
resource constraint, Level of Service C can be adopted for deciding width of footpath
as explained in Table 4-13.
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The width of the footpaths depends upon the expected pedestrian traffic of the
following guidelines subject to not being less than 1.8 m as explained in below table
4-3;
Table 4-13: Required Width of Footpath as per Adjacent Land use
Minimum obstacle free walkway width and

1.8 m
Residential/ Mixed Use Areas
Commercial/Mixed Used Areas 2.50 m
Shopping frontages 3.5 m to 4.5 m
Bus Stops 3m
High Intensity Commercial Areas 4m
4.12.19 FRONTAGE ZONE OR DEAD WIDTH

For footpaths in shopping areas, an extra 1m should be added to the stipulated 4 m
width. This extra width is called "Dead Width". In other situations where footpaths
pass next to buildings and fences, a dead width of 0.5 m can be added. In busy area
like bus stops, railway stations, recreational areas, the width of footpath should be
suitably increased to account for accumulation of pedestrian.
4.12.20 CROSS FALLS
Cross falls should only be provided where absolutely necessary for drainage
purposes and should be 1:50 maximum. Steeper gradients tend to misdirect buggies
and wheelchairs. Where falls are not adequate, silt will accumulate after rain and
cause the surface to become slippery. Any break in the surface, e.g. drainage
channels or the gaps between boards on a walkway, should not be greater than 12
mm and should cross perpendicular to the direction of movement.
4.12.21 SERVICE COVERS
Service covers to manhole and inspection chambers should not be positioned on
footpaths, particularly at dished crossings. They can be dangerous when opened for
inspection, forming a tripping hazard and reducing the clear width. Covers and
gratings should be non-slip, flush with the footpath surface, and be such that
openings are not more than 10 mm wide. Gratings and slot type drainage should be
sited away from pedestrian flows and perpendicular to the main line of pedestrian
flows so as not to trap small wheels.
4.12.22 PEDESTRIAN GUARDRAILS
Pedestrian Guardrails are an important design element to prevent indiscriminate
crossing and spilling over of pedestrian on to the carriageway. The judicious use can
help to ensure that pedestrian Service cross the streets at determined and safe
locations. As the guard rails would continue the movement of pedestrian to the
footpath, it is obligatory that sufficient width of footpath be made available.
Pedestrian guard rails should be considered at Hazardous locations on straight
stretches, At junctions/ Intersections , Schools/Colleges, Bus stops, railway stations,
Overpass, subway, Central reserves and high volume pedestrian generating areas
such as bus stops, markets, terminals, recreational areas, etc.
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4.12.23 KERBS
Maximum height of a pavement (including kerb, walking surface, top of paving) shall
not exceed 150 mm from the road level. Medians should be maximum 250mm high
or be replaced by crash barriers. Only along Segregated Bus ways/BRT corridors,
the kerb height of the Bus Stop could match the height of the bus floor.
4.12.24 KERB RAMPS
Kerb ramp is useful for smooth transition, to overcome changes in level between the
footpath and the road carriageway, at each pedestrian crossing on opposite sides of
the street and in the vicinity of building entrances. Absence of kerb ramps prevents
persons with disabilities and reduced mobility from crossing streets.
4.12.25 CONTINUITY AND CONSISTENCY
It is mandatory for footpaths to be continuous between junctions or where at-grade
crossing is provided. A change in color of pavers can emphasize and highlight the
crossing area to all users. Consistency of design elements, color and texture should
provide visual continuity. Footpath interruptions must be avoided by minimizing cuts
in kerbs. These act as traffic calming measures and make such conflict points safer.
Entrances, exits, side properties, gates and service lanes shall be accommodated by
following points:
 Raised crossings, where the car lanes are raised by ramps of slope (1:10)
and brought to the level of the footpath (+150 mm from carriageway).
 The pavers on the footpath should continue over the raised crossings with
vehicle load taken in to account for the area subjected to vehicular traffic.
 The number of driveways crossing the footpath should be minimized to
support pedestrian safety and continuous footpath.
 The continuity of footpath in the public right of way should be maintained,
incorporating existing wall openings, steps and other features that might
obstruct the walkway.
 Connection for missing link should be provided by installing footpath to
connect pedestrian areas to each other.
 Every change in level on the footpath (steps, kerbs or road-works) should be
made clearly visible through the use of bright contrasting colours and tactile
pavers for persons with low vision impairment.
4.12.26 MAINTENANCE
Regular maintenance of footpath will ensure uninterrupted accessibility. Maintenance
should prevent or replace cracked and uneven paving slabs and those with loose
joints, as they become tripping hazards and are difficult to walk on. They also cause
puddles to form and can become slippery. The selection of paving materials should
therefore be guided by the ease of repair and maintenance. These should be
regularly checked before, during and after rains.
4.12.27 STREET FURNITURE
Furniture in the external environment consists of elements such as light post, seats,
Kiosks, hawker zones, bins, information panels, traffic signs, parking meters and post
boxes etc, often placed independently over time and without co-ordination. In urban
environments, the complexity of layering of these elements can result in unsafe
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movements for most persons, particularly for persons with visual impairments and
those using a wheelchair or pushing a pram/buggy. Integration of road infrastructure
will surely reflect a safer and functional design. The sheer advantage of integration of
such demand as part of road infrastructure is that they cater to cyclists, pedestrian
including bus commuters.
In both rural and urban situations, proper placement of furniture out of the line of
movement is necessary so that persons do not bump into it. Good placing and co
ordination of furniture will result in a tidy, legible pathway or street that is easy to
move along.
4.12.28 LIGHTING
Personal security is especially important to vulnerable groups such as elderly people
and women (including girls and women with disabilities) more than men and good
lighting is particularly necessary for pedestrian crossings, public transport facilities
and for car parks. Concentrated lighting is especially required where congregation of
pedestrian is expected i.e. at bus stops, near crosswalks, near street furniture.
Lighting should be accentuated at all intersections and hazard prone areas.
Pedestrian lighting should illuminate the pedestrian walkway; appropriate lighting
fixtures not exceeding a height of 4 m from ground grade level should be provided.
4.12.29 SCHOOL ZONE IMPROVEMENTS
Traffic safety around schools is an important concern to parents, school official, and
communities. Improvements should start at the planning level; when new elementary
schools are sited, they should be located inside neighbourhoods to minimize the
need for young children to cross busy arterial streets. School officials need to review
attendance boundaries and walking attendance boundaries so that young children do
not have to face unnecessary challenges on their way to and from school.
School should plan for "Safe Routes to School". Walking and bicycle plans to serve
all residences within the walking attendance boundary and work with local agencies
to identify and correct traffic problem areas.
A number of roadway improvements can be used to enhance the safety and mobility
of children walking to or from school. Footpaths need to be kept clear of obstructions
and should be promptly repaired when damaged. Wider footpaths should be used
closer to schools where larger groups of students are walking.
4.13 STRUCTURAL DESIGN BASIS
4.13.1 SCOPE
This Structural Design Basis is intended to provide general guidelines for the
structural design, selection of materials, and preparation of engineering specifications
and drawings mainly for structures related to infrastructure development.
This report will form the design criteria and basis for methods of analysis and design
to be adopted in these structures, with the aim of achieving a design that satisfies all
strength and serviceability requirements under all types of loadings. The document
also records all inputs assumed in the design and will form the basis for all future
detailed structural work.
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4.13.2 DESIGN CRITERIA FOR FOUNDATION
As per relevant IS standards.
4.14 CODES, STANDARDS AND SPECIFICATIONS

Design Standards: All designs will be based on the latest Indian Standard (I.S.)
Specifications or Codes of Practice. The design standards adopted will follow the
best modern engineering practice in the field based on any other international
standard or specialist literature subject to such standard reference or extract of such
literature in the English language being supplied to and approved by the Engineer.
All reinforced concrete structural design will generally conform to the following
publications of the Indian Standards Institution:
 NBC : National Building Code of India.
Code of Practice for Design Loads (Other than Earthquake) for
 IS: 875 (Part 1) :
Buildings and Structures (Dead Loads).
 IS: 875 (Part 2) :
Buildings and Structures (Imposed Loads).
 IS: 875 (Part 3) :
Buildings and Structures (Wind Loads).
 IS: 875 (Part 5) :
Buildings and Structures (Special Loads and Combinations).
Criteria for Earthquake Resistant Design of Structures
 IS: 1893 (Part 1) :
(Part 1 – General Provisions and Buildings).
 IS: 1893 (Part 2) : (Part 2 – Liquid retaining tanks – Elevated and ground
supported).
 IS: 1893 (Part 3) :
(Part 3 – Bridges and retaining walls).
 IS: 1893 (Part 4) :
(Part 4 – Industrial Structures including Stack-Like Structures).
 UBC : Universal Building Code.
4.14.1 REINFORCED CEMENT CONCRETE

Specification for mild steel and medium tensile steel bars and
 IS: 432 :
hard drawn steel wire for concrete reinforcement.
 IS: 456 : Plain and Reinforced Concrete – Code of Practice.
 IS: 1343 : Code of Practice for Pre-stressed Concrete
High strength deformed steel bars and wires for concrete
 IS: 1786 :
reinforcement.
Specification for High Tensile steel bars used in prestressed
 IS: 2090 :
concrete
Code of Practice for Bending and Fixing of Bars for Concrete
 IS: 2502 :
Reinforcement.
Code of practice for earthquake resistant design and
 IS: 4326 :
construction of buildings.
Code of practice for ductile detailing of reinforced concrete
 IS:13920 :
structures subjected to seismic forces.
Code of practice for design and construction of willow
 IS: 1080 :
foundations in soils (other than raft, ring and shell).
Code of practice for design and construction of foundations in
 IS: 1904 :
soils: General requirements.
 IS: 2911: : Code of Practice for Design and Construction of Pile
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(Part 1 to 4) Foundation.
 IS: 2950 (Part 1) : Code of practice for design & construction of raft Foundations.
IS: 2974 Code of Practice for Design and Construction of Machine
 :
(Part 1 & 2) Foundations.
IS: 3370 Concrete structures for the storage of liquids - Code of

(Part 1 to 4) Practice.
 IS: 5249 : Determination of dynamic properties of soil, method of test.
IS: 8009
 : Code of practice for calculation of settlements of foundations.
(Part 1 & 2)
 IS: 3414 : Code Of Practice For Joints In The Buildings.
 SP: 16 : Design Aids for Reinforced Concrete to IS 456: 1978.
Explanatory Hand Book on Indian Standard Code of Practice
 SP: 24 :
for Plain and Reinforced Concrete (IS 456: 1978).
 SP: 34 : Hand Book of Concrete Reinforcement and Detailing.
 SP: 20 (S & T) : Explanatory Hand Book on Masonry Design and Construction.
4.14.2 STRUCTURAL STEEL

 IS: 800 : Code of Practice for General Construction in Steel.
 IS: 811 : Cold formed light gauge structural steel sections.
Covered electrodes for manual metal arc welding of carbon and
 IS: 814 :
carbon manganese steel.
Code of Practice for Use of metal arc welding for general
 IS: 816 :
construction in mild steel.
SP: 6
 : Handbook for Structural Engineers.
(Part 1 to 7)
 IS: 1977 : Low Tensile Structural Steels – Specification.
 IS: 2062 : Hot Rolled low, medium and high tensile structural steel.
 IS: 1363 : Hexagonal head bolts, screws & nuts of product Grade C.
 IS: 2016 : Plain washers.
 IS: 3138 : Hexagonal bolts and nuts (M42 to M150).
 IS: 3502 : Steel chequered plates.
4.15 COMPUTER PROGRAMS
Following computer programs are used for analysis and design.
 STAAD-PRO: This is commercial general-purpose analysis and design
package. It also supports design of steel structures by Indian as well as other
International codes. Analysis capabilities include wind and seismic analysis.
 STAAD Foundation: For Foundation design.
 In-house developed spread sheets in MS-Excel etc.
4.16 MATERIAL, WORKMANSHIP AND DESIGN CRITERIA
The proposed structure consist of concrete, Structural steel and Steel reinforcement
as the main materials used for construction.
4.16.1 STRUCTURAL DESIGN OF RCC ELEMENTS
The design aims to achieve an acceptable probability that structures being designed
will perform satisfactorily during their intended life. With an appropriate degree of
safety, they should sustain all the loads and deformations of normal construction and
use and have adequate durability and resistance to the effects of earthquake, wind
as well as misuse and fire. Structures and structural elements will be designed by
Limit State Method. Due consideration will be given to the accepted theories,
experience and modern design philosophy and practices.
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4.16.1.1 CONCRETE
a) Cement
Generally Ordinary Portland cement conforming to IS: 8112 or Portland Pozzolana
cement conforming to IS: 1489 will be used.
b) Reinforced Cement Concrete (RCC)
Reinforced concrete conforming to Table 2; IS 456-2000 will be used with 20mm and
down size graded crushed stone aggregate unless noted otherwise. The Minimum
grade of reinforced cement concrete will be M30 for severe conditions of exposure
for different structures and foundations. Recommended minimum grades for the
different members are as follows:
 Beams and Slabs M30
 Columns and Shear walls M30
 Footings & Raft M30
 Water Tanks M30
 Retaining Walls M30
The contractor has to submit the detailed methodology including quality control
measures for the manufacture and supply of concrete to the project site and take
prior approval of the client before proceeding.
c) Lean Concrete
Concrete of minimum 100 mm thickness of lean concrete mix 1:2:4 (by weight, using
20mm and down size grade crushed stone aggregate) will be provided under all RCC
foundations.
4.16.1.2 REINFORCEMENT BARS
 High Strength Deformed Thermo mechanically treated (TMT) Steel bars of grade Fe
500, conforming to IS: 1786 with minimum elongation of 12% and of approved make
listed in the tender document will be used.
 No re-rolled reinforcement bars will be used.
 Welding of laps for bars higher than 32 mm diameter will be done as per IS 2751.
4.16.1.3 AGGREGATES
Selected aggregates of proper sizes will conform to IS: 383.

4.16.1.4 DURABILITY OF CONCRETE
Minimum recommended Grade of Concrete for structural elements for exposed

surface conditions is M30. Nominal covers will not be less than 40 mm from durability
point of view. This is applicable for all RCC elements exposed to environment. For
the RCC elements sheltered within the façade envelope, the nominal covers will not
be less than 30 mm from durability point of view.
The minimum clear cover for various structural elements is as per the Table 4-14:
Table 4-14: Clear cover requriements
Structural element Clear cover in mm
Slabs 30
Beams 30
TCE.10659A-CV-3054-DP-30541D (P0)
Structural element Clear cover in mm
Columns/ Column Pedestal 40
Shear Wall 40
Footings 50
Retaining wall 40
Structural elements under ground 50
4.16.1.5 MINIMUM THICKNESS OF STRUCTURAL CONCRETE ELEMENTS
 Beam width 200 mm.

 Rib width of slabs 125 mm.
 Floor slabs, Roof slabs 125 mm.
 Columns 300 mm.
 Wall thickness (0.4%≤p≤1.0%) 150 mm.
The following minimum thickness will also be followed:
 Ground floor slab (non-suspended) 150 mm.
 Footings (All types including raft foundations) 300 mm.
 Liquid retaining structures 200 mm.
 Basement wall 200 mm.
 Parapets, Chajjas 125 mm.
 Cable/ Pipe trenches, under-ground pit 125 mm.
 Precast Trench Cover/ Floor Slab 100 mm.
4.16.1.6 CONSTRUCTION JOINT
Construction joints and shrinkage strips to be planned by the contractor and only be
used in locations pre-approved by consultants. All construction joints of water
retaining structures in RCC will be made water tight using approved make water
stops. Water stops will be provided in all construction joints below ground level in
addition to any joint which may be detailed on the drawing.
4.16.1.7 EXPANSION JOINT
To relieve the structure from temperature stresses, expansion joints are provided at
several locations as per the requirements. As per BIS code requirement, expansion
joints are proposed if the length of the structure exceeds 45m. Depending upon
geometry of building and for lateral load resisting system, expansion joint may be at a
distance larger than that recommended by IS codes. Adequate steel required for
resisting shrinkage and thermal stresses as per codes and standards would be
provided. Gap for the expansion / separation joint is considered as 50 to 75 mm. The
gap in between will be later filled by approved board & sealant with proper treatment.
There will be a dual column system with combined footing at the expansion joint
locations.
4.16.1.8 PERMISSIBLE DEFLECTIONS
Permissible deflections will be as per IS: 456 clause 23.2.

4.16.2 DESIGN LOADS
The various structures/ buildings for this project will be designed for the following
loads and also effects due to shrinkage, creep, temperature, etc, where applicable.
TCE.10659A-CV-3054-DP-30541D (P0)
4.16.2.1 DEAD LOAD
The dead loads are calculated on the basis of unit weights of materials given in IS:
875 (Part 1). The dead load considered in the structural design will consist of the full
weight of all known fixed structural and architectural elements. The weight of fixed
service equipment excluding their contents such as heating, ventilating and air
conditioning systems and the weight of all process equipment including all fixtures
(conduit, cable tray, ductwork, etc. permanently attached to the structure) and
attached piping but excluding their contents will be considered in dead load. The data
provided by the project architect and other service consultants will be used for
specific materials/ equipments.
Unless otherwise specified; the unit weight of materials will be used as follows.
Reinforced concrete 25.00 kN/m3
Plain concrete 24.00 kN/m3
Light weight concrete 12.00 kN/m3
Concrete block work 18.00 kN/m3
Brickwork 20.00 kN/m3
Stone cladding 25.00 kN/m3
Floor finishes 20.00 kN/m3
3
Structural steel 78.50 kN/m
Water 09.81 kN/m3
Soil dry 18.00 kN/m3
4.16.2.2 LIVE LOAD
All the live loads will be as per IS: 875 (Part 2) which has been reproduced in the
Table 4-15. In general, following loads reproduced from the code by the use/
occupancy of a building or structure will be the minimum considered in the designs.
Table 4-15: Load intensity
2
Loading Area Load Intensity (KN/m )
Inaccessible Roof 0.75
Accessible Roof 1.50
Terrace Roof Slab (with landscape) 3.00
Terrace Roof Slab (without landscape) 1.50
Office Floor Slab (BPO / IT - typical) 4.00
Parking/ Ramp 5.00
Landscape/ Lawn 5.00
In the absence of any suitable provisions for live loads in I.S. Codes or as given
above for any particular type of floor or structure, assumptions made must receive
the approval of the Engineer prior to starting the design work. Apart from the
specified live loads or any other load due to material stored, any other equipment
load or possible overloading during maintenance or erection/construction will be
considered and will be partial or full whichever causes the most critical condition.
4.16.2.3 WIND LOAD (WL)
Wind loads will be as per I.S. 875 Part (III).
TCE.10659A-CV-3054-DP-30541D (P0)
4.16.2.4 SEISMIC LOAD (SL)
This will be computed as per I.S. 1893. An importance factor appropriate to the type
of structure will be considered for design of all the structures. Shivamogga city is
located in seismic zone -II.
4.16.2.5 IMPACT LOADS
 All structural framing and concrete foundations subject to vibration, impact, impulse,
shock, etc., will be designed to withstand the generated forces within the limits of
acceptable stress, deflection, and/or amplitude of vibration.
 All structures supporting reciprocating equipment or rotating equipment with
excessive imbalance will be analyzed for both strength and response.
 All structures supporting moving or stationary equipment will be designed for static
loads plus an appropriate impact factor as defined by the equipment manufacturer IS:
875, IS: 2974.
4.16.2.6 WHEEL LOAD
For any structure or pipeline below roads, IRC Class of loading for which the road
has been actually designed will be considered.
4.16.2.7 SURCHARGE LOAD
Minimum surcharge of 10KN/m2 will be considered for design of all underground

structures to take in to account the construction load and vehicular traffic in the
vicinity of structure. Fire tender load will be added at applicable locations. The soil
parameters and ground water table will be considered as per soil investigation report.
4.16.2.8 EARTH PRESSURE
Earth pressure for walls of basement/ tanks etc. with propped support condition will
be calculated using coefficient of earth pressure at active state or at rest depending
on the top restraint availability. Earth pressure for cantilever walls like cable trenches
will be calculated based on active earth pressure. Unit weight of soil will be as per
section 17.2.1. Other soil parameters such as cohesion and angle of internal friction
will be considered as per soil investigations report.
4.16.2.9 HYDROSTATIC PRESSURE
If envisaged, the ground water load will be applied on the substructure as super
imposed dead load in addition to the earth pressure. The submerged density of soil
will be considered in this combination.
4.16.2.10 CONSTRUCTION LOADS
Loads produced by the materials of construction plus the equipment required to

construct the facility (crane loads, rigging loads, earth moving equipment, etc.) as
applicable will be considered. When the sequencing of construction will not permit
the lateral force resisting system of the structure to be constructed first, the engineer
will make provisions for temporary lateral bracing and clearly identify these
requirements on the design drawings and contract documents. The Contractor will
coordinate the sequence of building erection and the types and quantity of
construction equipment to be used.
TCE.10659A-CV-3054-DP-30541D (P0)
4.16.2.11 LOAD COMBINATIONS
Each element of a structure will be provided with sufficient strength to resist the most
critical effects resulting from the following combination of loads.
 1.5 * (DL + LL)
 1.5 (DL+LL+WATER)
 1.5 (DL+WATER)
 1.5 (DL+LL+SOIL+UPLIFT)
 1.5 (DL+SOIL+UPLIFT)
 1.2 (DL+LL+WATER+SOIL+UPLIFT)
 1.5 (DL+WATER+SOIL+UPLIFT)
The design will be governed by worst load combinations, keeping in view the
probability of
 Each load case acting together and
 Their disposition in relation to other loads and severity of stresses or deformations
caused by combinations of various loads is necessary to ensure the required safety
and economy in the design of a structure.
The allowable stresses and soil bearing values will not be increased for any condition
of dead, live loads acting alone or in combination with each other.
4.17 DESIGN CONDITIONS FOR UNDERGROUND OR PARTLY
UNDERGROUND LIQUID RETAINING STRUCTURES
All underground or partly underground liquid containing structures will be designed
for the following conditions:
(i) Liquid depth up to full height of wall: no relief due to soil pressure from outside to be
considered;
(ii) Structure empty (i.e., empty of liquid, any material, etc.): full earth pressure and
surcharge pressure wherever applicable , to be considered
(iii) Partition wall between dry sump and wet sump : to be designed for full liquid depth
up to full height of wall;
(iv) Partition wall between two compartments : to be designed as one compartment
empty and other full;
(v) Structures will be designed for uplift in empty conditions with the water table as
indicated in geotechnical report;
(vi) Walls will be designed under operating conditions to resist earthquake forces from
earth pressure mobilisation and dynamic water loads;
(vii) Underground or partially underground structures will also be checked against
stresses developed due to any combination of full and empty compartments with
appropriate ground/uplift pressures from below to base slab. A minimum factor of 1.2
will be ensured against uplift or floatation.
(viii) For general retaining walls and large sized tanks where the walls are designed as
retaining walls, sliding check will also be performed along with over turning checks.
4.17.1 OVERTURNING
The stability of a structure as a whole against overturning will be ensured so that the
restoring moment will be not less than the sum of 1.2 times the maximum overturning
moment due to the characteristic dead load and 1.4 times the maximum overturning
TCE.10659A-CV-3054-DP-30541D (P0)
moment due to the characteristic imposed loads. In cases where dead load provides
the restoring moment, only 0.9 times the characteristic dead load will be considered.
Restoring moment due to imposed loads will be ignored.
4.17.2 SLIDING
The structure will have a factor against sliding of not less than 1.4 under the most
adverse combination of the applied characteristic forces. In this case only 0.9 times
the characteristic dead load will be taken into account.
i. All the liquid retaining structures will be designed for maximum design crack widths of
0.2mm for direct tension and flexure.
ii. In case of Large and Deep Underground Tanks such as wet well/sump/aeration
tanks, the analysis can be carried by Finite Element Method using STAAD Pro or
other analytical method accepted in the industry.
4.17.3 FOUNDATIONS
i. The minimum depth of foundations for all structures, equipments, buildings and frame
foundations and load bearing walls will be as per Geotechnical investigations or IS
1904 orwill not be less than 1.0 meter in the original soil whichever is maximum.
ii. Parameters required for design of foundations of soil strata will be taken as indicated
in geotechnical report.
iii. Machine/static equipment foundations will be separated from adjoining parts of
buildings, other foundations and floor/pavement slabs. Joints at floor/pavement slabs
will be suitably sealed.
iv. Foundations and structures for machines subject to vibrations will be so proportioned
that the amplitude and frequency of the foundation/structure are within the
permissible limits as per relevant BIS codes (or as required by the machine vendor).
v. Machine foundations will be designed and detailed as per IS: 2974. All appendages
to such foundations will be reinforced suitably to ensure integral action.
4.17.4 DESIGN REQUIREMENTS
The following are the design requirements for all reinforced or plain concrete
structures:
a) All blinding and levelling concrete will be a minimum 100 mm thick in concrete grade
M10.
b) All liquid retaining reinforced concrete structures, concrete will be of a minimum M30
grade with a maximum 20 mm aggregate size for all - structural members and For
Buildings, reinforced concrete will be of a minimum M25 grade (Footings, Plinth
Beams, Columns, Slab and beams, etc., i.e. which are other than liquid retaining
structures) with a maximum 40 mm aggregate size for footings and base slabs and
with a maximum 20 mm aggregate size for all other structural members. Further, if
there are any liquid retaining RCC tanks coming up with in the buildings, concrete will
be of minimum M30 grade for such RCC tanks also.
c) The reinforced concrete for all structures will have a minimum cement content of 360
kg/m3 with a maximum 20 mm size aggregate and 350 kg/m3 with a maximum 40 mm
size aggregate. Reinforced concrete will have maximum slump of 100mm with
maximum water cement ratio of 0.48.
TCE.10659A-CV-3054-DP-30541D (P0)
d) As a design consideration to control crack, though general requirements of IS 3370
will be followed, All liquid retaining structures will be designed based on the
serviceability crack width limit state (i.e. 0.2 mm crack width) and other limit state
requirements also to ensure an adequate degree of safety and serviceability.
e) In general, reinforcement for buildings and sewage treatment units will be HYSD-
CRS (Corrosion Resistant Steel) of Grade Fe 500. All physical and chemical
properties of this Fe 500 grade steel will conform to IS: 1786-2008. Welded wire
fabric will conform to IS: 1566 as shown or specified on the drawing. The CRS
(corrosion resistant steel) index will be at least 1.35 when tested for Salt Spray test
as per “ASTM B 117 – 2009 test procedure for 120 hours when compared with the Fe
500 normal reinforcement bars and with same bar diameter. All test results (including
physical and chemical properties and salt spray tests) have to be produced for the
respective bar diameter for each consignment of steel delivered at site and at a
frequency of every 20 Metric Tons.
f) The minimum amount of reinforcement in each of the two directions at right angles
within each surface zone should be provided as per clause 8.1 of IS 3370 (Part
2):2009. Definition of surface zones is clearly shown in Figure 1 and Figure 2 of IS
3370 (Part 2): 2009.
g) All buildings will have a minimum 1 meter wide, 100 mm thick plinth protection paving
in M15 grade concrete or stone slabs/tiles. All plinth protection will be supported on
well compacted strata.
h) All pipes and ducts laid below the structural plinth and road works will be surrounded
with concrete of grade M15 having minimum 150 mm thick concrete or D/4 (D = outer
dia. of pipe) thickness whichever is more.
i) Sliding layer or slip layer will be provided between sub base and structural slab
(Raft). Polythene sheets of 500 gauge will be provided as sliding layer as per IS
specification.
j) Water tightness testing of water retaining structures will be done in accordance with
IS: 3370, (Part I) - 2009. The depth of water for testing will be up to the soffit of the
covering slab.
4.17.5 RCC Ducts
R.C.C ducts for drainage will have minimum 1 metre pre-cast cover (M25 concrete,
Heavy duty) while laid under roads. Access shafts of size not less than 600 mm x
1000 mm will be provided.
All drains (except storm water drains adjacent to roads) will be covered and designed
structurally for appropriate loads.
4.18 UNDER GROUND UTILITY CORRIDOR

The objective of ‘’Underground Utility Corridor’’ is shifting all power and utility lines,
below the ground, to make new wire free outlook.
The road is to be developed with dedicated footpath which will allow all utilities like
Electric wires (of MESCOM), OFC Cables, Telephone lines (of BSNL), water lines
etc. to be laid below.
The source of fund for ‘’Underground Utility Corridor’’ is envisaged through Smart
City Fund provided through the SPV and City Corporation’s own contribution. As per
SCP, it is envisaged to make MESCOM as one of the partners as they have a plan in
TCE.10659A-CV-3054-DP-30541D (P0)
place to make all overhead electrical wires underground. Smart City fund is utilized
majorly as this infrastructure will develop the area immensely in terms of look,
maintenance of utilities without causing harm to roads and will help in developing
footpaths essential for walkability.
This Electrical Design Basis is intended to provide general guidelines for the
electrical design, selection of equipments, and preparation of engineering
specifications and drawings mainly for electrical items related to smart road
development.
This report will form the design criteria and basis for methods of analysis and design
to be adopted in smart roads, with the aim of achieving a design that satisfies all
strength and serviceability requirements under all types of loadings. The document
also records all inputs assumed in the design and will form the basis for all future
detailed work.
4.18.1 DESIGN CRITERIA FOR ELECTRICAL SYSTEM

The following standards are referred for the design of the Electrical works:
 National Building Code - 2005.
 National Electric Code 2011
 Bureau of Indian standard codes (IS).
 International Electrotechnical Commission (IEC)
 Local electricity boards norms
 Central Electricity Authority Regulations (CEA), 2010
4.19 VISUAL IMPROVEMENTS
4.19.1 POLICY FRAMEWORK AND URBAN DESIGN GUIDELINES FOR VISUAL
IMPROVEMENT OF ROADS& JUNCTIONS
Improvement of roads and junctions visually are for enhancing the quality of
environment and functionally for ease of movements (traffic & pedestrian) in ABD
area. The solutions include the improvement of streetscape and traffic management
systems. The physical intervention will improve the existing systems and also
accommodate new elements in to it.
In order to address the challenges and constraints in the ABD area and city as a
whole, strict policy framework is needed to regulate the existing situation and control
the upcoming development. Some of the policies which must be framed to guide the
existing development are as follows:
 Proper lay of services such as electrical cables, drains and telephone cables.
Services could be laid underground and there maintenance must be taken
care of.
 In order to decongest the traffic scenario, development of pedestrian
footpaths and dedicated cycle lanes must be encouraged in the Traffic
management plan.
 Strict penalties for improper parking. E-challans could be given by capturing
violators through CCTV cameras.
 Traffic lights and other traffic related norms must be followed by the
commuters. Traffic police must control the traffic related problems and
TCE.10659A-CV-3054-DP-30541D (P0)
prosecute violators. Proper maintenance of traffic signals and elements is a
must for proper flow of traffic. Thus, these elements must be placed according
to the IRC standards and maintained by the government.
 Policies pertaining to pollution control board must be adopted and
implemented strictly to curb the pollution problem in the city. High penalties
for creating pollution must be levied. Violators must be strictly prosecuted by
the law.
 Garbage collection plan under Swach Bharat Mission must be adopted and
regular collection of the garbage needs to be maintained in order to make
Shivamogga a clean and green city. Placement of garbage bins at regular
intervals and there proper maintenance must be done.
 Standard norms for the size, material and locations for advertisement
hoardings will regulate the haphazard placement of hoardings in the city.
 Licensing system to rear cattle and fixed penalties for cattle owners who let
out their animals on roads and other public places.
In recognition that development has the potential to change the way the city is
structured and can have an impact on the collective, or public, environment, it is the
Government’s duty to develop policies to guide and regulate development. A strong
development policy framework and urban design guidelines needs to be adapted for
proper regulated development such as –
Some of the urban design guidelines should be adapted are-
 Ensuring that development contributes to improved quality of the public
spaces.
 Ensuring that development contributes positively to the urban structure of the
city to create integrated and legible places and neighbourhoods.
 Ensure opportunities and amenities are accessible.
 Development should protect value and enhance the natural environment
through sustainable design.
 Ensuring that developments contribute to the creation of safe and secure
communities.
 Promote development intensity, diversity and adaptability.
Proposed Visual Improvement for roads and junctions has been further discussed in
detail in the report.
TCE.10659A-CV-3054-DP-30541D (P0)
CHAPTER: 5 SURVEY, INVESTIGATIONS AND ANALYSIS
5.1 SITE DESCRIPTION
Project Road length is about 2.8Km and falls under Municipal Corporation of
Shivamogga. About 1.5 Km of the Project stretch falls under ABD and remaining 1.3
Km is beyond ABD area. Road Project starts at chainage 209.950 (as per NH
Chainage), Ashoka circle, where KSRTC and Private Bus terminals are located and
ends at chinage 212.750,Prof. Krishnappa Circle (Alkola Circle), where 100 feet Ring
Road crosses the Project road.
Project stretch has two lane existing carriageway with paved shoulders (10m wide)
with two way traffic movement. The project stretch’s traffic volume is about 33,479
PCU, hence falls under LOS “E”.
There are several road side, over head and underground utilities present. There are
several cross roads and three major junctions, namely Adichunchanagiri Circle (IB
Cricle), Aynur gate Junction and Alkola circle.
Several important Government and commercial buildings are located in this stretch
such as SP-Office, Helipad, Fire Station, District Hospital (McGann Hospital), APMC,
BSNL offices, Police Quarters, Fuel Stations, etc.,
5.2 TOPOGRAPHICAL SURVEY
5.2.1 LOCATION OF GPS POINTS
The basic object is to provide ground control points by DGPS to get correct and
reliable planimetric control based an WGS-84 data at an interval of 5 km so as to
obtain the correct topography of the area. The data will have Latitude, Longitude,
Northings and Eastings. Installation of Primary Control Stations (x and y values) at
intervals of about 5 km apart with a reference point, i.e. main point at about 300 m to
400 m away from the reference point & intervisible and all GPS points would be
acceptable for this element of the work subject to the accuracy / tolerance criteria as
per Survey of India’s standards. All GPS points are chosen on natural features e.g.
rocks, distance stones, culverts, religious premises etc. and is marked with paint and
engraved.The location of GPS points established in the stretch are provided in
drawing TCE.10659A-CV-3054-SI- 30065
5.2.2 LOCATION OF TBM REFERENCE PILLARS (BENCH MARKS)
TBM are established in ground at safe places within ROW, at an interval of 500m
alternatively on RHS / LHS of the existing carriageway. The x-y Coordinates of TBMs
has be fixed with the help of a Total Station. The heights of the pillars (RL) are
established with reference to GTS Bench Marks located in the vicinity. The location
details of the TBM’s are provided in the drawing TCE.10659A-CV-3054-SI- 30065
5.2.3 LONGITUDINAL SECTIONS
Longitudinal section are carried out along the center-line of existing road at 25 m
intervals in the plain & straight sections and at closer intervals at horizontal curve,
sharp vertical curve and the location of small streams and intersections etc.
In addition, longitudinal section levels are taken at start, centre and end of each
bridge and also culverts having length more than 3 m width.
TCE.10659A-CV-3054-DP-30541D (P0)
5.2.4 CROSS-SECTIONS
Cross-sections are taken @ 25 m interval upto ROW
The cross-section's levels are taken at centre-line of proposed alignment as
necessary to define ground profile.
At cross road locations where major junctions are observed, cross-sections of cross
road shall be taken upto ROW of cross road. The cross-sections shall be carried
upto the minimum length of 100 m of the cross road.
At other cross road locations of lesser significance, an extra cross-section covering
full-proposed ROW as per the standard practices are undertaken. The survey details
is provided in drawing TCE.10659A-CV-3054-SI- 30065
5.3 TRAFFIC SURVEY AND ANALYSIS
5.3.1 PROJECT ROAD APPRECIATION
The proposed project is “Development of Smart Road from Ashoka circle to Alkola
circle” of NH-206. Proposed project work consists of widening of existing two lane
carriageway based on the studies and requirements. Additional features such as
Non-Motorized Transport (NMT) (Footpath & Cycle Track), Tree lane or Avenue
Plantation, Strom Water Drains and Utility Ducts are to be proposed along the project
stretch.
The length of project road is about 2.8 Km and is from Ashoka Circle (KSRTC Bus
Terminal) to Alkola circle (Junction of NH-206 and 100 feet Ring Road). Of the 2.8
Km length 1.5 Km falls under ABD and remaining 1.3 Km falls beyond ABD area.
5.3.2 TRAFFIC SURVEY
To assess the present day traffic characteristics, primary traffic surveys has been
carried out at various locations along the project road that influence the proposed
project.
Table 5-1gives the locations identified for primary surveys. Traffic surveys are
conducted according to the relevant standards and analysed as per IRC Codes.
Table 5-1: Proposed Locations of the Various Traffic Surveys:
Volume Count Turning Movement
Sl. No Location
(3-days) (1-day)
Ashoka Circle,
1 - Yes
Km 209.750
Adichunchangiri Circle (IB Circle),
2 - Yes
Km 210.900
Aynur Gate Junction,
3 Yes -
Km 211.350
4 Prof. Krishnapaa Circle (Alkola Circle) - Yes
The following survey has been conducted:

 Classified Traffic Volume Count (CVC)
 Turning Movement Count (TMC) at junctions
 Speed and Delay Survey
 Details of Accident Data
The key map of the traffic survey location on project road is indicated in Figure 5-1
TCE.10659A-CV-3054-DP-30541D (P0)
Figure 5-1: Proposed Traffic Survey Locations
5.3.2.1 CLASSIFIED VOLUME COUNT:
Traffic studies have been conducted by National Highway Sub Division, Shivamogga
at Km 212.000 for 7 days in the Shivamogga Town.
The traffic data was collected from the concerned NH authorities and the same has
been analysed and used in this report, after due verification from the sample primary
surveys
The recommended PCU factors for various types of vehicles on urban roads are
provide in Table 5-2
Table 5-2: Recommended PCU Factors for various types of Vehicles on Urban Roads
Equivalent PCU Factors
Sl. Vehicle Type (IRC:106-1990)
No. Percentage of Vehicles in Traffic Stream
Fast Vehicles 5% 10% and above
1 Two Wheeler 0.50 0.75
2 Car/ Jeep/ Van 1.00 1.00
3 Auto Rickshaw 1.20 2.00
4 LCV 1.40 2.00
5 Truck or Bus 2.20 3.70
6 Agricultural Tractor Trailer 4.00 5.00
Slow Vehicles
7 Cycle 0.40 0.50
8 Cycle Rickshaw 1.50 2.00
9 Animal Drawn 1.50 2.00
10 Hand Cart 2.00 3.00
TCE.10659A-CV-3054-DP-30541D (P0)
The classified collected traffic volume data has been analysed with respect to traffic
intensity, hourly variation of traffic and composition. The Peak hour (10.00 AM
to11.00 AM) traffic flow has been observed at, Km 212.000 (1638 Nos. & 1867
PCUs) The Summary of Average Daily Traffic (ADT) is given in the following Table
5-3.
Table 5-3: ADT Summary
NH No 206
Location Chainage 212.000
Name of the Count station Shivamogga
Nearest Town Shivamogga
Cars 9936
Motor Cycles 11130
LCV 1288
Buses 1477
Two Axel Trucks 1116
Multi Axel Trucks 827
Cycle 874
Other (Specify) 1
Average Daily Traffic (ADT) 27,146
Total PCUs 31,418
Collected traffic data was analysed and it was found that 82.7% of the total traffic
comprises of passenger vehicles, 12.2% of goods vehicles and remaining 5% is
other type of vehicles. Below figure shows the composition of category of vehicles.
Of the total traffic, major share is taken by the passenger vehicles, out which two
wheelers and cars comprises 41% and 37% respectively. Buses and LCV both has
an equal share of 5% each and whereas trucks & MAV contribute 7% together and
remaining 5% is contributed by the tractors and cycles. The traffic composition is
show in Figure 5-2 and that of the directional distribution of vehicle is provided in
table 5-4 and the directional distribution in pictorial form is shown in Fig 5-3
Figure 5-2: Traffic Composition
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Table 5-4: Directional Distribution of Vehicles at Project Site
Average
Tumkur to Honnavara
Direction Daily Traffic
Honnavara to Tumkur
(ADT)
Cars/Jeeps /Taxies Van/Three
5024 4913 9936
Wheelers (Auto Rickshaw)
Two Wheeler (Motor Cycle / Scooters) 5542 5588 11130
LCV (Light Commercial Vehicles Eg.
629 659 1288
Mini Trucks)
Bus 758 719 1477
Two Axle Trucks / Tankers 557 559 1116
Multi Axle Trucks / Truck Trailer /
398 429 827
Tanker
Agricultural Tractor / with trailor 215 274 489
Cycle / Cycle Rickshaw other human
430 443 874
powered vehicles
Bullock cart / Horse Driven cart / Other
4 4 8
Animal Drawn vehicles
Other (Specify) 0 1 1
Volume 13557 13588 27146
PCUs 15586 15832 31418
Figure 5-3: Directional Distribution at Km 212.00
At Km 212, Share of Fast Passenger Vehicles is almost equal in both directions. The
share of Goods Commercial Vehicles is also same but MAV has 48% towards
Honnavara and 52% towards Tumkur, while shares of slow vehicle towards
Honnavara are 45% and 55% towards Tumkur.
5.3.3 SEASONAL CORRECTION FACTORS
To analyse seasonal variation in traffic, the fuel sales data were collected for the last
five years from the fuel (petrol) bunks influencing the project corridor. This data was
analyzed and seasonal correction factors were arrived. Seasonal Correction Factor
TCE.10659A-CV-3054-DP-30541D (P0)
(SCF) is obtained by dividing the average daily fuel consumption with the respective
month on which the traffic volume count was carried out. The traffic volume count
was carried out in the month of January; hence seasonal correction factor of 0.93 for
Alkola location (January) and 1.06 for Aynur gate location (July) is applied as shown
in the Table 5-5 and ADT and AADT of Alkola location after applying SCF is provided
in the Table 5-6 and 5-7;
Table 5-5: Fuel Sales data and Seasonal Correction Factors
Diesel Petrol
Both Diesel Petrol SF
Month Consumption Consumption
(Liters) Consumption Consumption Both
(Liters) (Liters)
January 4602 538 5140 0.93 0.98 0.93
February 4619 524 5143 0.92 1.01 0.93
March 4645 516 5161 0.92 1.02 0.93
April 4622 578 5200 0.92 0.91 0.92
May 4774 602 5376 0.89 0.88 0.89
June 4311 489 4800 0.99 1.08 1.00
July 4000 516 4516 1.07 1.02 1.06
August 3957 559 4516 1.08 0.95 1.06
September 3644 489 4133 1.17 1.08 1.16
October 3828 559 4387 1.11 0.95 1.09
November 4000 456 4456 1.07 1.16 1.07
December 4129 516 4645 1.03 1.02 1.03
Average 4261 528 4789
Table 5-6: ADT and AADT – Alkola Location, after applying SCF

Cars 9936 9240
LCV 1288 1198
Buses 1477 1374
Cycle 874 813
Other (Specify) 1 1
Volume 27,146 25,247
PCU 31,418 29,245
Table 5-7: ADT and AADT – Aynur gate Location, after applying SCF
Cars 9120 9667
LCV 1420 1505
TCE.10659A-CV-3054-DP-30541D (P0)
Auto 1638 1736
Buses 1728 1832
Cycle 517 548
Other (Specify) 1 1
Volume 29,289 31,046
PCU 31,584 33,479
5.3.3.1 TURNING VOLUME COUNT:
The classified turning traffic volume studies were conducted at the junctions during
morning four and evening four hours. The classified collected turning traffic volume
count data has been analyzed with respect to traffic intensity, hourly variation of
traffic.
a. Ashoka Circle
Ashoka circleis a staggered junction, hence we have divided in to two seperate 3-arm
junctions during traffic studies on site and same is represented in the following
sections for better understanding.
Near Bus Stand (3-Arm)
Ashoka circle near bus stand is a three arm junction, table 5.8 below shows the
inflow and outflow at the junction.
Table 5-8: Peak Hour Traffic Ashoka Circle, Bus Stand (3-Arm)
Peak Hour 10:00 - 11:00
No. of Vehicles
From To
Volume Fast Slow
Sagara 1757 1756 1
B.H. Road 964 958 6
Bangalore
Inflow 2721 2714 7
Outflow 2186 2181 5
Bangalore 1845 1842 3
B.H. Road 1418 1398 20
Sagara
Inflow 3263 3240 23
Outflow 2547 2534 13
Bangalore 341 339 2
Sagara 790 778 12
B.H. Road
Inflow 1131 1117 14
Outflow 2382 2356 26
Total Inflow 7115 7115 7071
TCE.10659A-CV-3054-DP-30541D (P0)
Figure 5-4: Traffic Variation at Ashoka Circle, Bus Stand (3-Arm)
Figure 5-5: Traffic Composition at Ashoka Circle, Bus Stand (3-Arm)
 The Analysis results at Ashoka circle showed that the composition of two
wheelers is very high with 58% followed by cars with 16% and 17% of Autos
 The composition of public transport is just 5%, which is very less. Out of
which city bus service is only 1%.
 Cycles vehicles constitutes just 1%
 LCV constitute only 2%.
Peak hour traffic flow diagram at Ashoka circle is provided in Figure 5-6
TCE.10659A-CV-3054-DP-30541D (P0)
Figure 5-6: Peak Hour Traffic Flow Diagram at Ashoka Circle, Bus Stand (3-Arm)
Towards Gopalnagar (3-Arm)

Table 5-9: Peak Hour Traffic Ashoka Circle, Gopalnagar (3-Arm)
Peak Hour 16:30 - 17:30
No. of Vehicles
From To
Volume Fast Slow
Sagara 483 478 5
Gopalnagar 525 509 16
Bangalore
Inflow 1008 987 21
Outflow 1134 1124 10
Bangalore 472 471 1
Gopalnagar 265 260 5
Sagara
Inflow 737 731 6
Outflow 788 779 9
Bangalore 662 653 9
Sagara 305 301 4
Gopalnagar
Inflow 967 954 13
Outflow 790 769 21
TCE.10659A-CV-3054-DP-30541D (P0)
Figure 5-7: Traffic Variation at Ashoka Circle, Gopalnagar (3-Arm)
Figure 5-8: Traffic Composition at Ashoka Circle, Gopalnagar (3-Arm)
 The Analysis results at Ashoka circle beside private bus stand showed that
the composition of two wheelers is very high with 54% followed by autos with
19% and 16% cars.
 The composition of public transport is 8%, of which 1% is the city service and
5% are the mofussil buses
 NMT vehicles constitutes just 1%
 LCV constitutes just 2 %.
TCE.10659A-CV-3054-DP-30541D (P0)
Figure 5-9: Peak Hour Traffic Flow Diagram at Ashoka Circle, Gopalnagar (3-Arm)
b. Adichunchangiri Circle (IB Circle)

IB circleis a three legged signalized junction; table 5-10below shows the inflow and
outflow at the junction.
Table 5-10: Peak Hour Traffic Adichunchangiri (IB) Circle (3-Arm)
Peak Hour 11:00 - 12:00
No. of Vehicles
From To
Volume Fast Slow
Sagara 867 865 2
Kuvempu Rd 471 470 1
Bangalore
Inflow 1338 1335 3
Outflow 1343 1339 4
Bangalore 844 844 0
Kuvempu Rd 1137 1130 7
Sagara
Inflow 1981 1974 7
Outflow 1710 1697 13
Bangalore 499 495 4
Sagara 843 832 11
Kuvempu Rd
Inflow 1342 1327 15
Outflow 1608 1600 8
TCE.10659A-CV-3054-DP-30541D (P0)
Figure 5-10: Traffic Variation at IB Circle (3-Arm)
Figure 5-11: Traffic Composition at IB Circle (3-Arm)
 The Analysis results at IB circle showed that the composition of two wheelers
is very high with 57% followed by cars with 20% and 13% Autos.
 The composition of public transport is just 4%, which is very less. Out of
which only 1% are the city service buses.
 Cycle vehicles constitutes just 1%
 LCV constitute only 1%.
 Trucks constitute only 1%.
TCE.10659A-CV-3054-DP-30541D (P0)
Figure 5-12: Peak Hour Traffic Flow Diagram at Adichunchangiri (IB) Circle (3-Arm)
c. Prof. Krishnappa Circle (Alkola Circle)

Alkola circleis a four legged un-signalized junction; table below shows the inflow and
outflow at the junction.
Table 5-11: Peak Hour Traffic Prof. Krishnappa Circle (Alkola Circle) (4-Arm)
Peak Hour 09:30 - 10:30
Volume
From To
Total Fast Slow
Sagara 1500 1497 3
Gopala 108 107 1
Bangalore Vinobha 584 584 0
Inflow 2192 2188 4
Outflow 948 944 4
Bangalore 471 469 2
Gopala 65 65 0
Sagara Vinobha 144 143 1
Inflow 680 677 3
Outflow 1767 1762 5
Bangalore 101 100 1
Gopala
Sagara 90 90 0
TCE.10659A-CV-3054-DP-30541D (P0)
Peak Hour 09:30 - 10:30
Volume
From To
Total Fast Slow
Vinobha 164 161 3
Inflow 355 351 4
Outflow 507 503 4
Bangalore 376 375 1
Sagara 177 175 2
Vinobha Gopala 334 331 3
Inflow 887 881 6
Outflow 892 888 4
Figure 5-13: Traffic Variation at Alkola Circle (4-Arm)
Figure 5-14: Traffic Variation at Alkola Circle (4-Arm)
TCE.10659A-CV-3054-DP-30541D (P0)
 The Analysis results at Alkola intersection showed that the composition of two
wheelers is very high with 61% followed by cars with 19% and 7% Autos.
 The composition of public transport is just 4%.
 NMT vehicles constitutes just 1%
 Trucks constitute only 1%.
Figure 5-15: Peak Hour Traffic Flow Diagram at Prof. Krishnappa Circle (Alkola Circle) (4-Arm)
5.4 TRAFFIC FORECAST

5.4.1 VEHICLE REGISTRATION GROWTH
From the vehicle registration data for Shivamogga, the following growth rate is
observed for each class of vehicles;
TCE.10659A-CV-3054-DP-30541D (P0)
Table 5-12: Summary of Cumulative Average Annual Growth Rate of Vehicles (%) in
Shivamogga
Goods Two Three
Year Buses Car/Jeep/Taxi
Vehicles Wheelers Wheelers
2004-2005 7471 1237 6273 57421 2593
2005-2006 8153 907 7215 62908 2809
2006-2007 8977 832 8483 69379 3043
2007-2008 9602 902 9301 74205 3284
2008-2009 10379 919 10042 79000 3426
2009-2010 10536 774 10590 81298 3779
2010-2011 12377 867 12447 95524 4261
2011-2012 14540 984 14715 112240 4804
2012-2013 17084 1130 17407 131881 5417
2013-2014 20076 1312 20603 154959 6107
2014-2015 23594 1542 24401 182076 6886
2015-2016 27733 1831 28916 213938 7764
2016-2017 32568 2180 33859 252729 8701
CAAGR in % 13.19% 5.95% 15.18% 13.27% 10.65%
Source: Regional Transport Office, Shivamogga
For establishing realistic growth rates, the number of vehicles registered in the
Shivamogga district has been collected for past 12 years from Office of the Regional
Transport, Shivamogga. The estimation of traffic growth rate has been carried out
based on the vehicle registration and tabulated in theTable 5-13.
Table 5-13: Growth calculation on different methods
Goods Car / Two Three
Methods Buses
Vehicles Jeep Wheeler Wheeler
Cumulative Average Annual 13.19% 5.95% 15.18% 13.27% 10.65%
Growth Rate of Vehicles
By Vehicle Registration Method 13.88% 6.76% 15.68% 13.88% 11.50%
(IRC 108-1996)
By Econometric Method 9.69% 2.44% 9.57% 4.91% 8.02%
(IRC 108-1996)
NH has proposed bypass for NH-206, hence we have assumed 25% of the
commercial and tourist vehicles gets diverted to the bypass, considering this into
account we have arrived at the following growth rates which is provided in Table 5-14
Table 5-14: Projected Traffic on the Project Road
Animal
Motor Two Multi Other
Agricultur Drawn
Years Cars Cycle LCV Buses Axle Axle
al Tractors
Cycle
Vehicle
(Specify
s Trucks Trucks )
s
2018-2022 7.5% 7.0% 6.0% 4.5% 4.5% 4.0% 6.0% 5.0% 5.0% 5.0%
2023-2027 5.5% 6.0% 6.0% 5.0% 5.0% 5.0% 8.0% 7.0% 5.0% 5.0%
2028-2032 5.0% 5.0% 5.0% 3.0% 5.0% 5.0% 5.0% 7.5% 5.0% 5.0%
2033-2037 4.0% 4.0% 5.0% 3.0% 3.0% 2.5% 4.0% 8.0% 3.0% 2.5%
TCE.10659A-CV-3054-DP-30541D (P0)
Animal
Motor Two Multi Other
Agricultur Drawn
Years Cars Cycle LCV Buses Axle Axle Cycle (Specify
al Tractors Vehicle
s Trucks Trucks )
s
2038-2042 4.0% 4.0% 4.0% 2.5% 2.5% 2.5% 3.0% 8.5% 2.5% 2.5%
2043-2047 3.5% 4.0% 3.0% 2.5% 2.5% 2.5% 2.5% 8.5% 2.5% 2.5%
The table 5-15 below shows the projected traffic for 30 years.
Table 5-15: Projected Traffic on the Project Road
Other (Specify)
Animal Drawn
2- Axle Trucks
Motor Cycles
Agricultural
Vehicles
Tractors
Volume
Sl. No.
Buses
PCU's
Cycle
MAV
Auto
Year
Cars
LCV
1 2017 9667 14326 1505 1736 1832 890 305 229 548 6 1 31046 33479
2 2018 10392 15329 1596 1849 1914 930 317 243 575 7 1 33154 32863
3 2019 11172 16402 1691 1969 2000 972 330 257 604 7 1 35406 34984
4 2020 12010 17550 1793 2097 2090 1016 343 273 634 7 1 37815 37247
5 2021 12910 18778 1900 2234 2184 1062 357 289 666 8 1 40390 39661
6 2022 13879 20093 2014 2379 2283 1110 371 306 699 8 1 43143 42236
7 2023 14642 21298 2135 2510 2397 1165 390 331 748 9 1 45626 44639
8 2024 15447 22576 2263 2648 2517 1223 409 357 801 9 1 48252 47179
9 2025 16297 23931 2399 2793 2642 1285 430 386 857 9 2 51031 49866
10 2026 17193 25367 2543 2947 2775 1349 451 417 917 10 2 53970 52707
11 2027 18139 26889 2696 3109 2913 1416 474 450 981 10 2 57079 55711
12 2028 19046 28233 2830 3265 3001 1487 498 473 1055 11 2 59899 58378
13 2029 19998 29645 2972 3428 3091 1561 523 496 1134 11 2 62860 61176
14 2030 20998 31127 3120 3599 3183 1639 549 521 1219 12 2 65970 64110
15 2031 22048 32683 3276 3779 3279 1721 576 547 1310 13 2 69235 67188
16 2032 23150 34318 3440 3968 3377 1807 605 575 1408 13 2 72664 70416
17 2033 24076 35690 3612 4127 3479 1862 620 598 1521 14 2 75600 73153
18 2034 25039 37118 3793 4292 3583 1917 636 621 1643 14 2 78658 75999
19 2035 26041 38603 3983 4464 3690 1975 652 646 1774 14 2 81844 78958
20 2036 27082 40147 4182 4642 3801 2034 668 672 1916 15 2 85161 82037
21 2037 28166 41753 4391 4828 3915 2095 685 699 2069 15 2 88618 85239
22 2038 29292 43423 4566 5021 4013 2148 702 720 2245 16 3 92148 88418
23 2039 30464 45160 4749 5222 4113 2201 719 742 2436 16 3 95825 91720
24 2040 31682 46966 4939 5431 4216 2256 737 764 2643 17 3 99654 95152
25 2041 32950 48845 5137 5648 4322 2313 756 787 2868 17 3 103643 98716
26 2042 34268 50798 5342 5874 4430 2371 774 810 3112 17 3 107799 102420
27 2043 35467 52830 5502 6079 4540 2430 794 831 3376 18 3 111870 106007
28 2044 36708 54944 5667 6292 4654 2491 814 851 3663 18 3 116105 109726
29 2045 37993 57141 5837 6512 4770 2553 834 873 3974 19 3 120510 113582
30 2046 39323 59427 6013 6740 4890 2617 855 895 4312 19 3 125093 117580
31 2047 40699 61804 6193 6976 5012 2682 876 917 4679 20 3 129861 121727
TCE.10659A-CV-3054-DP-30541D (P0)
5.5 CAPACITY ANALYSIS
The recommended design service volume and the capacity of four lane and six lane
roads for plain terrain are as per the “Guidelines for Capacity of Roads in Urban
Areas” IRC 106-1990 have been adopted. The Project road passes through the plain
terrain. The recommended design service volumes, as per IRC: 106-1990 is given
Table 5-16
Table 5-16: Capacity for Urban roads
Total Design Service Volume - PCUs
Sl.
Type of Carriageway Arterial Sub-Arterial
No.
LOS B LOS C LOS B LOS C
1 2-Lane (One Way) 27429 38400 21714 30400
2 2-Lane (Two Way) 17143 24000 13714 19200
3 3-Lane (One Way) 41143 57600 33143 46400
8 8-Lane Divided (Two Way) 82286 115200 - -
5.6 LEVEL OF SERVICE (LOS)

Table 5-17shows the LOS for the present and future year section wise with respect to
Sub-Arterial Roads.
Table 5-17: Level of Service (LOS) for projected traffic
Sl. Lane Lane
No. Divided Divided
C/W C/W
1 2017 31046 33479 Existing Two Lane Road
LOS E LOS E
2 2018 33154 32863 Construction Period
3 2019 35406 34984
4 2020 37815 37247
5 2021 40390 39661 LOS C
6 2022 43143 42236 LOS B
7 2023 45626 44639
8 2024 48252 47179
9 2025 51031 49866
10 2026 53970 52707
LOS D
11 2027 57079 55711
12 2028 59899 58378
LOS C
13 2029 62860 61176
14 2030 65970 64110 LOS E
15 2031 69235 67188
16 2032 72664 70416 LOS F LOS D
TCE.10659A-CV-3054-DP-30541D (P0)
Sl. Lane Lane
No. Divided Divided
C/W C/W
17 2033 75600 73153 &above
18 2034 78658 75999
19 2035 81844 78958
20 2036 85161 82037
21 2037 88618 85239
22 2038 92148 88418
23 2039 95825 91720
24 2040 99654 95152 LOS E
25 2041 103643 98716
26 2042 107799 102420
27 2043 111870 106007
28 2044 116105 109726 LOS F &
29 2045 120510 113582 above
30 2046 125093 117580
31 2047 129861 121727
5.7 SPEED AND DELAY STUDIES

5.7.1 SECTION FOR STUDY
The section considered for study is the project road from Ashoka Circle to Alkola
Circle (2.80 Km)
5.7.2 METHOD OF STUDY
The method adopted for study was floating car method. This method has a distinct
advantage over other methods. It is most suitable for long test sections and can
provide details about the individual delays occurring within the test section.
5.7.3 TIME FOR STUDY
It has been generally seen that on the Sagara Road the morning peak hour of traffic
starts around 10:00 am and continues up to around 12:00 noon. This is followed by
an intermediate peak hour which starts around 12:00 noon and continues up to
around 2:00 pm after which the evening peak hour starts around 6:00 pm and
continues up to 8:00 pm and sometimes even later. These peak hours are separated
in between by certain off-peak hours marked by lean flow values of traffic.
The objective of this study was to have the speed and delay values on all the stretch
for the morning peak hour and the following off-peak hour. Off-peak hour speed and
delay survey of the section was conducted from 4:30 pm and continued till 5:00 pm
when the intermediate peak flow starts building up. The peak hour survey was
conducted between 10:30 am and 11:00 am and evening peak hour survey was
conducted from 6:45 pm to 7:30 pm. The results of the speed and delay study
conducted on 26th and 27th July 2017 is shown in the table below.
TCE.10659A-CV-3054-DP-30541D (P0)
5.7.4 RESULTS
The final results of the study have been shown below:-
Direction of Travel (D1): Ashoka Circle to Alkola Circle
Table 5-18: Results of Speed and Delay Studies for (D1)
Travel Time Average Journey Average Running Total Delay
Time of Day
(S) speed (Kmph) speed (Kmph) (S)
4:30 PM 390 26.61 27.71 15
4:47 PM 415 26.73 28.07 18
6:46 PM 456 23.32 27.83 70
7:04 PM 396 25.62 26.29 10
10:30 AM 377 26.54 27.33 11
10:50 AM 424 24.94 28.78 54
Figure 5-16: Graphical Representation of Speed & Delay studies for D1
TCE.10659A-CV-3054-DP-30541D (P0)
Direction of Travel (D2): Alkola Circle to Ashoka Circle
Table 5-19: Results of Speed and Delay Studies for (D2)
Travel Time Average Journey Average Running Total Delay
Time of Day
(S) speed (Kmph) speed (Kmph) (S)
4:39 PM 390 26.04 27.31 18
4:55 PM 412 26.54 28.41 25
6:55 PM 435 23.61 27.85 65
7:33 PM 409 25.24 26.30 16
10:39 AM 400 26.00 27.41 20
11:00 AM 442 24.22 28.79 66
500
450
400
350
Delay (sec)
300
250
200
150
100
50
0
4:39 PM 4:55 PM 6:55 PM 7:33 PM 10:39 AM 11:00 AM
Time of Day
Figure 5-17: Graphical Representation of Speed & Delay studies for D2
TCE.10659A-CV-3054-DP-30541D (P0)
5.7.5 FUEL SAVINGS
The project road length is about 2.8 Km. There are three major junctions, one
(Ashoka Circle) at starting of the project stretch and one (Alkola Circle)at end of the
project stretch, other two are in between the project stretch i.e., IB circle and Aynur
gate junction. Existing IB circle is Signalized junction.
Existing 2-lane carriage way paved shoulders of 10m wide carriageway for the traffic
volume of 33,479 PCUs falls in the LOS E. There is no free flow in the stretch and
due to congestion, efficiency of the vehicle decreases by consuming more fuel and
also consuming more time to reach the destination. Hence, the project stretch
proposed is of a six lane road which provides a smooth flow with increase in journey
speed by 40%, this helps in increase in the efficiency of the vehicles by consuming
the actual fuel what is required to reach the destination, also there will be reduction in
time to reach the destination once the six lane road is constructed. From the studies,
percent of vehicles that will be plying on proposed six lane road has been arrived and
for these vehicle fuel savings has been calculated, following data were assumed to
calculate the financial savings.
Petrol : 65.1 Rs. Per liter
Diesel : 55.1 Rs. Per liter
Fuel savings are calculated by taking an average mileage of all the vehicles during
free flow & congested flow (consumption of fuel during idling duration has been
considered) and arrived at fuel savings in terms of crore rupees and percentage
savings. Table below shows the fuel saving chart using proposed six lane road.
Table 5-20: Fuel savings chart for existing and proposed road
Proposed Six lane Road Existing Two lane Road

Milage Fuel Fuel Fuel Fuel Fuel Cost
Vehicles No. of Fuel Cost - No. of
Lit/km Cons. Cost Cons. Cost - ADT
Vehicles ADT (Rs.) Vehicles
(Litres) (Rs.) (Litres) (Rs.) (Rs.)
2 - Wh 50 14326 0.06 4 52227 14326 0.07 4 63726
Auto 20 1736 0.14 9 15822 1736 0.16 10 17956
Cars/Jeeps 12 9667 0.23 14 133294 9667 0.32 19 180452
Bus 5 1208 0.56 31 37267 1208 0.62 34 41259
Mini Bus 8 624 0.35 19 12032 624 0.39 22 13527
LCV 8 1505 0.35 19 29019 1505 0.39 22 32625
Truck 4 1195 0.70 39 46083 1195 0.74 41 48708
Fuel Cost for ADT, Rs. 3,25,744 Fuel Cost for ADT, Rs. 3,98,253
Total
Fuel Consumption per
Fuel Consumption per Annum, Crores 11.89 14.54
Annum, Crores
Fuel Savings per annum in Crores 2.65
Fuel Savings per annum in percentage 22.26%
TCE.10659A-CV-3054-DP-30541D (P0)
5.8 ACCIDENT SPOT STUDY
All secondary data on accidents occurred in Shivamogga City has been collected
from local police stations and the summary of the same has been provided in the
Table 5-21 and the pictorial representation is provided in Figure 5-18
Table 5-21: Accident Data
No. of Cases Registered No. of Persons
Sl. No. Year
Fatal Non-Fatal Total Killed Injured
1 2013 77 541 618 81 692
2 2014 74 546 620 76 771
3 2015 103 599 702 113 856
4 2016 74 571 645 78 858
5 2017 (Up to March) 31 184 215 32 231
Total 359 2441 2800 380 3408
Figure 5-18: Yearly Accident data in Shivamogga City
5.9 EXISTING PAVEMENT COMPOSITION

The existing pavement composition was measured at test pit locations dug at
pavement-shoulder interface. The summary of the thickness and composition of the
pavement crust in both directions is provided in Table 5-22
Table 5-22: Existing Pavement Composition
Sl. Bituminous Coarse Total Thickness

WMM GSB
No. SDBC (mm) BM (mm) (mm)
1 25 75 250 200 550
2 25 50 250 200 525
5.10 SOIL INVESTIGATIONS
TCE.10659A-CV-3054-DP-30541D (P0)
NH authorities have carried out the soil investigation activities for carrying out the
same road widening projects and the same report was collected from NH authorities
with the support of SSCL, the soil samples along this stretch have collected and
tested and the results are shown in the Table 5-23;
Table 5-23: Test Results of Soil samples – Project stretch
5.11 PUBLIC UTILITIES

5.11.1 EXISTING UTILITIES
The existing utilities present in the proposed road stretch are:-
 Over Head Utilities
o Electric poles, Electric lines
o Electric Transformer
o Telephone poles, telephone lines
 Under Ground Utilities
o HT lines
o OFC Cables
 Airtel
 Reliance Jio
 Idea
 Vodafone
 Tata
 BSNL LD
 BSNL Copper cables
 Water pipe lines
 Sewerage line
 Drains
The details of the existing utilities on the project road stretch is provided in Table 5-
24
TCE.10659A-CV-3054-DP-30541D (P0)
Table 5-24: List of existing Utilities on the Project Stretch
Sl. No. Utility Type Unit LHS RHS Total

A Overhead Utilities
1 Electric Poles Nos. 130 116 246
2 Electric Transformers Nos. 10 9 19
3 Telephone Poles Nos. 2 2
B Underground Utilities
1 HT Lines m 2943 2943
2 LT Lines m 4200 2341 6541
3 Airtel m 1079 3154 4233
4 Reliance jio m 2633 2633
5 Idea m 123 1090 1213
6 Vodafone m -
7 Tata m -
8 BSNL LD m 3830
9 BSNL Copper cables m 8002
C Water pipe lines

1 80mm dia CI m 249 38 287
2 90mm dia GI m 37 174 211
3 90mm dia HDPe m 1054 1054
4 110mm dia HDPE m 2327 2327
5 160mm dia CI m 45 62 107
6 160mm dia HDPE m 80 1076 1156
7 160mm dia PVC m 968 121 1089
8 250mm dia CI m 33 1152 1185
9 250mm dia pvc m 665 665
10 300mm dia DI m 14 81 95
11 300mm dia AC m 149 11 160
12 300mm dia HDPE m 2343 38 2381
13 315mm dia HDPE m 1031 1031
14 350mm dia AC m 928 42 970
15 350mm dia MS m 1826 1826
16 350mm dia PVC m 736 195 931
17 450mm dia AC m 1065 1065
18 450mm dia MS m 200 200
19 500mm dia CI m 25 21 46
20 600mm dia HDPE m 52 18 70
D Sewerage line m 400 400
E Drains m 1706 2150 3856
TCE.10659A-CV-3054-DP-30541D (P0)
CHAPTER: 6 DESIGN ADOPTED
6.1 COMPLETE STREET COMPONENTS
The Project road facility along the road is proposed to meet the requirement of Smart
City. The major project components include:
 Uniform Carriageway width along the length of the road
 Flexible pavement for better riding quality
 Additional space allocated towards the footpaths
 Development of cycle tracks / NMT facility
 Junction Improvements
 Utility Corridor/spaces
o Layering/ Sequencing of Services
o Trenches for maintenance
 Strom Water Drains
 Provision for Tree Lane / Avenue Plantation
 Construction Bus bays, Auto bays wherever essential.
 Beautification and Landscaping of the footpath, junctions and Open spaces
within the ROW
 Provision of Street furniture (Signage’s, Lane marking, Safety Barrier, etc.,)
 Provision for Pedestrian footpath LED lights and Street lightings
 Provision for Smart Poles / CCTV and other ICT components wherever
essential
6.2 GENERAL STUDY OF PROJECT CORRIDOR
6.2.1 LAND TYPE
Project road lies in urban area, & passes through built-ups at few sections and
several government properties which have open land.
6.2.2 CROSS SECTIONAL ELEMENTS
The road width shall be adopted for 6-lane Road:
6.2.2.1 RIGHT-OF-WAY
The existing ROW varies between 30m to 40m, the same ROW sections are adopted
6.2.2.2 MEDIAN
Width of median shall be 1.0m.

6.2.2.3 CROSS-FALL
Camber of 2.5% to 3.0% shall be provided for each carriageway on straight sections
of the project highway as stipulated in IRC: 73-1980.
6.3 SALIENT FEATURES OF PROPOSED ROAD DEVELOPMENT

The salient features of the proposed road development are provided in Table 6-1
TCE.10659A-CV-3054-DP-30541D (P0)
Table 6-1: Salient features of the proposed Road
a) Start Point of the Km: 209.95 near Ashoka Circle
Project
b) End Point of Project Km: 212.75 near Alkola Circle
Road
c) Length 2.8 Km
d) Configuration 6 Lane Divided Carriageway
e) Land Use Built-up and Open Land/Government property
f) Junction Three Junctions
Improvements 1. Adichunchanagiri Circle (IB Circle)
2. Aynur gate Junction
3. Alkola Junction
g) Major Crossings 100 feet Ring Road at Alkola Circle
h) Bus Bays Eight Bus bays has been proposed at following location;
1. 210+000 RHS 2. 210+050 LHS
3. 210+525 RHS 4. 210+550 LHS
5. 211+450 RHS 6. 211+450 LHS
7. 212+300 RHS 8. 212+350 LHS
i) Pavement Carriageway Footpath cum Cycle Track
Composition BC = 40mm Paver Blocks = 60mm
DBM = 60mm Sand Bed = 50mm
WMM = 250mm GSB = 150mm
GSB = 200mm
j) Tree Lane / Avenue 1.0 to 1.5m wide Tree lane is proposed on both side of
Plantation the Carriageway
k) Footpath cum Cycle Minimum 1.5m wide Footpath and 2.0m wide cycle track
Track has been proposed on either side of the carriageway
l) Strom Water Drain 0.5m to 1.0m wide RCC Drains are proposed on both
side of the carriageway.
m) Utility Corridor Minimum 2.5m wide space has been identified both side
of the carriageway under Footpath
6.4 PROPOSED CROSS SECTIONS

a. Width of paved carriageway on both side of median
 Six-lane carriageway with two LMV lane of 3.0 m width and one Bus lane
of 3.5m wide on each side of the carriageway.
 Total Carriageway width: 9.5mx 2 = 19m.
b. Width of Tree lane on each side 1.0 to 1.50 m
c. Width of median 1.0m
d. Footpath Cum Cycle Track on each side 3.5 to 5.00 m
e. Total formation Width 30.0 to 40.0 m
Typical cross section of road are given in Figure 6-1
TCE.10659A-CV-3054-DP-30541D (P0)
Figure 6-1: Typical cross section
Typical cross section for different ROW is as shown in Volume-III - Drawing.
Shivamogga Smart City Limited (SSCL) 86 DPR - Development of Smart Road from Ashoka Circle to Prof. Krishnappa
Circle
TCE.10659A-CV-3054-DP-30541D (P0)
6.5 GEOMETRIC DESIGN
6.5.1 GENERAL
Geometric Design relates to design of all visual elements of the road. The present
case is for construction of 6 lane road.
6.5.2 DESIGN SPEED
The project road being a National Highway traversing through plain terrain, the
available ROW varies from 30m to 40m and it falls under the category of Sub-arterial
Roads as per the IUT-1and hence the following design speeds as stipulated in IUT -
1has been adopted: Table 6-1 specifies the design speed consideration adopted for
the proposed roads
Table 6-2: Design speed Consideration
Classification Design Speed (km/hr)
Sub-Arterial Roads 50
6.5.3 HORIZONTAL ALIGNMENT

The horizontal alignment for construction of 6-laning road has been established on
base plans using the Highway Design Software, “Mx-Roads”. This also included
field checks to verify the feasibility of the proposed alignment and thereafter modify
the alignment wherever considered essential to safeguard sensitive elements.
The Table 6-3summarizes the existing road features vis-à-vis the standards
proposed for adoption.
Table 6-3: Proposed Geometric Standards
Details Proposed Standards
Proposed ROW 30.0 to 40.0m available ROW

Design Speed (Km per Hour) 50 Kmph
Paved carriageway Six Lane Carriageway (2 x 9.5 = 19m)
Tree Lane 1.0 to 1.5 m each side for Carriageway
Footpath Cum Cycle Track 3.50m to 5.00m each side of carriageway
Utility Corridor width (m) 2.50m to 4.50 on both side, below Footpath
Bituminous Surface 2.5 to 3.0
Camber (%)
Footpath 2.0
7.0 (max)
Super elevation (%)
2.5 (min)
6.5.4 VERTICAL ALIGNMENT

The Table 6-3 below summarizes the existing road features vis-à-vis the standards
proposed for adoption.
Table 6-4: Proposed Vertical Alignment Standards
Component Proposal
Minimum Gradient 0.50%

Maximum Gradient 4.00%
TCE.10659A-CV-3054-DP-30541D (P0)
Component Proposal
Minimum Length of Vertical Curve 50m
6.6 PAVEMENT DESIGN

6.6.1 GENERAL
There are two types of pavements from which a selection can be made:
 Flexible pavement: Consisting of various layers of granular materials and
provide with a layer of bituminous materials on top.
 Rigid Pavement: Consisting of cement concrete pavement laid on well
prepared granular sub-base.
Design Period of Rigid Pavement is 20 years (As per IRC: 58-2012) and for flexible
pavement, it is 20 years for base layers and 6 years for bituminous layers.
Construction of Rigid Pavement is 54% costlier than the Flexible pavement.
Dismantling of existing 10m wide bituminous layer, which is in a good condition
would not be feasible
Several utilities are to be shifted and new utilities have been proposed in the
upcoming years along the project stretch
It is recommended that, in the initial stage Flexible pavement can be taken up and in
later stages once utilities are laid and functioning in a good condition, then the stretch
can be taken up for White topping
Flexible pavements have been preferred choice because of low initial cost as
compared to the Rigid Pavements and even NH has already considered the flexible
pavements for the project road stretch and the same designed has been used to
arrive at flexible pavement compositions.
The pavement design activities include design of pavement for new carriageway
road. The design traffic volume is provided in the Table 6-4
Table 6-5: Design Traffic Volume
Vehicle Category AADT
Cars 9667
Motor Cycles 14326
LCV 1505
Auto 1736
Buses 1832
Two Axle Trucks 890
Multi Axle Trucks 305
Cycle 548
Other (Specify) 1
Volume 31,046
PCU 33,479
6.6.2 DESIGN LIFE
Flexible pavement design life of 20 years is adopted for Base layers and 6 years for
bituminous layers.
TCE.10659A-CV-3054-DP-30541D (P0)
6.6.3 CONSTRUCTION PERIOD
12 months of construction period is adopted.
6.6.4 SUBGRADE STRENGTH
For new construction, the soil support value pertains to the strength of the subgrade
in terms of CBR. As per the soil investigation the average CBR of the existing
material below the pavement crust and shoulders is 12%. For pavement design CBR
of 12% is adopted to design the Pavement by NH and the same is adopted by us
also to maintain the uniformity in design.
6.6.5 MSA
Million Standard Axles has been calculated as per IRC-37-2012 for design life of 20
years for Base layers and 6 years for bituminous layers.
Cumulative number of standard axles to be catered for

N =
in the design in terms of msa.
26 125
Initial traffic in the year of completion of construction in
A = terms of the number 3836 3836
of Commercial Vehicles Per Day (CVPD).
D = Lane distribution factor 0.6 0.6
F = Vehicle Damage Factor (VDF) 4.5 4.5
n = Design life in years. 6 20
r = Annual growth rate of commercial vehicles in decimal 0.05 0.05
P = Number of commercial vehicles as per last count. 3653 3653
Number of years between the last count and the year of

x = 1 1
completion of construction.
*Average Annual Growth rate of 5% is considered for Commercial Vehicles based on the econometric
growthstudies
 125 MSA for 20 years
 26 MSA for 6 years has been adopted for Project Road
6.6.6 DESIGN OF FLEXIBLE PAVEMENT

Based on the design MSA and CBR value, the pavement composition (on a prepared
subgrade) adopted from IRC: 37-2012 (Plate 7) is presented Table 6-6:
Table 6-6: Pavement Composition for 26msa designed for 5 years
Pavement Composition Thickness (mm)

Bituminous Concrete (BC) 40
TCE.10659A-CV-3054-DP-30541D (P0)
Dense Bituminous Macadam (DBM) 60

Wet Mix Macadam (WMM) 250
Granular Sub Base (GSB) 200
Total 550
Table 6-7: Pavement Composition for 125msa designed for 20 years

Bituminous Concrete (BC) 50
Dense Bituminous Macadam (DBM) 125
Wet Mix Macadam (WMM) 250
Granular Sub Base (GSB) 200
Total 625
National Highways has already designed and proposed flexible pavements for the
project road stretch.
6.7 DESIGN OF PAVER BLOCK

The Paver blocks are placed in the Footpath, Cycle Track and Parking locations.
Even though the purpose is for the pedestrian and cycle movement, this area is also
used by the vehicles for parking at few locations along the stretch. The on-road
parking provision is given in such a way that the nearly half the width of the footpath
is utilised by the vehicle for parking.
The paver block is designed considering the vehicle loads as per IRC SP 63-2004,
the design are as follows:
 For Footpath cum Cycle Track

Paver Block – 60 mm (M-40 grade)
Sand Bed or Equivalent – 50 mm
GSB -150 mm
 For Auto Bay and Parking area

Paver Block – 75 mm (M-40 grade)
Sand Bed or Equivalent – 50 mm
GSB -150 mm
6.8 DESIGN OF ROAD JUNCTION

6.8.1 INTERSECTION
As discussed earlier, Project road stretch is intersecting three major roads at the
project section. Following locations are considered for junction improvements based
on the traffic studies;
a. Adichunchanagiri Circle (IB Circle)
b. Aynur Gate Junction
c. Alkola Junction
TCE.10659A-CV-3054-DP-30541D (P0)
6.8.2 TYPICAL JUNCTION DESIGNS
Designs of intersections are designed as per IRC: SP-41-1994 “Guidelines for
Design of At-Grade Intersections in Rural & Urban Areas”. Same has been presented
in the Figure 6-2 to Figure 6-4.
6.8.3 ADICHUNCHANGIRI CIRCLE (IB CIRCLE)
Existing IB Circle is a Signalized junction with the traffic volume of 4,661 nos. and
5,208 PCUs, which is not feasible for Rotary type junction; hence the existing signals
are retained.
Following are the new proposals at IB Circle;
 Proposal of free left turn from Kuvempu Road towards Ashoka Circle
 Carriageway Width = 5.5m wide, Radius of Curve adopted is 30m.
 Acquisition of Government Land = 1811.73 Sqm.
 Pedestrian Crossing facilities and Visual Improvements with road furniture
and Traffic Sign boards
Figure 6-2: Junction Design at Adichunchangiri Circle (IB Circle)
For Cross Section – Refer drawing no TCE.10659A-CV-3054-SI-30054. ,

For Detailed Concept Plan-Refer drawing no. PLAN FOR PROPOSED UTILITY
PLAN (NH-206)
TCE.10659A-CV-3054-DP-30541D (P0)
6.8.4 AYNUR GATE JUNCTION
Existing Aynur gate junction is non-signalized junction with the traffic volume which is
similar to IB Circle.
Following are the new proposals at Aynur gate junction;
 Installation of traffic signals to control the haphazard movement of traffic from
cross roads.
 Pedestrian Crossing facilities
 Visual Improvements with road furniture and Traffic Sign boards
Figure 6-3: Junction Design at Aynur Gate Junction

PLAN (NH-206)
6.8.5 PROF. KRISHNAPPA CIRCLE (ALKOLA CIRCLE)
Existing Alkola Circle is a non-signalized junction with the traffic volume of 4,114 nos.
and 4,268 PCUs, which is not feasible for Rotary type junction.
Following are the new proposals at Alkola Circle;
 The road cross sections have been proposed as per the ROW details.
 Pedestrian Crossing facilities
 Visual Improvements with road furniture and Traffic Sign boards
TCE.10659A-CV-3054-DP-30541D (P0)
Figure 6-4: Junction Design at Prof. Krishnappa Circle (IB Circle)

PLAN (NH-206)
6.9 UTILITY CORRIDOR
Utility corridor is a passage built underground or above ground to carry utility lines
such as electricity, water supply pipes, and sewer pipes. Communications utilities like
fiber optics, cable television, and telephone cables are also sometimes carried. One
may also be referred to as a services tunnel, services trench, services vault, or cable
vault. Smaller cable containment is often referred to as a cable duct or underground
conduit.
Dedicated utility corridor is proposed on either side of the road, this enhance the life
of the road by avoiding the digging of the road for utility laying or during the operation
and maintenance of the cables.
Proposed utility corridor sections are as shown in Drawing No: TCE.10659A-CV-
3054-SI-30055
6.9.1 PROPOSED SYSTEM
6.9.1.1 WATER SUPPLY
As discussed earlier KUWS&DB has a proposal of replacing all transmission mains &
laying new Transmission Main of 760 mm Dia from WTP to Booster pumping station
under AMRUT Scheme. The project is already approved and the work is intended to
be started shortly. Hence it is suggested that the entire scheme of replacement of
transmission main be executed under Amrut.
TCE.10659A-CV-3054-DP-30541D (P0)
For Distribution System there is a 24x7 water supply up scaling project for entire
Shivamooga city under State Government Grant. The KUWS&DB has floated tender
in this regards and the contractor is expected to start the work shortly.
For both Transmissions & Distribution system, Space provision has been made in the
proposed smart road cross section. The present system shall remain as it is, buried
underground and the new system shall be laid in their dedicated area. Incase of any
proposed utilities coming under the space allocated for other utilites, necessary
provision for shifting the lines need to be considered.
6.9.1.2 SEWERAGE SYSTEM
Since the System is new, there is no need for replacement of existing system. A
dedicated corridor for Sewerage system has been proposed.
6.9.1.3 DRAINAGE SYSTEM
6.9.1.3.1 Catchment:
Considering the topography of the area, drainage system on either side of NH-206
has been studied and accordingly the catchments have been delineated. The
catchment area and direction of flow is provide in figure below
Figure 6-5: Drainage Catchment Zone
The terrain near APMC yard is at the higher elevation at 601m. The gradient is
sloping on either sides and the outfalls to Natural drain at outer ring road from Alkola
junction and near Auto complex. The details of catchment area are given in table
below.
 Catchment -1 is subdivided in to 1a&1b which drain storm water from Alkola
circle and sloping towards Existing drain which starts at Govt. Residential
Polytechnic for Women. ( Drain-1)
TCE.10659A-CV-3054-DP-30541D (P0)
 Catchment -2 covers area between APMC yard to Circuit house. Area is
further subdivided in to 2a,2b,2c&2d and Flow towards existing culvert on NH
-206 and join to Existing drain-1 and finally outfalls to lower level canal .
 Catchment -3 covers area between Circuit house to Police station and
catchment is sub divided in to 3a, 3b,3c&3d and slopes to existing Culvert
opposite to Fire station on NH-206.
 Catchment -4 covers area between Police station to Ashoka circle and area
is sub divided in to 4a,4b and slopes towards Existing drains which passes
though Mahatma Gandhi park Drain-2 finally outfalls to the Tunga River. The
catchment area details are provided in Table 3-4.
Table 6-8: Catchment area details
Catchment area
Sl. No Outfall. No
(hectare)
1 O-1a 12.037
2 O-1b 29.157
3 O-2a 10.33
4 O-2b 11.058
5 O-2c 4.96
6 O-2d 4.595
7 O-3a 0.972
8 O-3b 1.466
9 O-3c 0.778
10 O-3d 1.379
11 O-4a 7.807
12 O-4b 6.695
Total Area 91.234
6.9.1.4 DESIGN BASIS:
Design criteria for storm water management and rainwater harvesting are discussed
in this section.
6.9.1.4.1 Storm water runoff estimate for drainage:
Runoff has been calculated based on rational method
Q = CiA
Where,
Q: Runoff (cu m/s)
C: Coefficient of runoff based on land-use, slope and soil cover
i: Rainfall intensity (m/s)
A: Area of catchment (sq. m)
6.9.1.4.2 Return Period & Rainfall Intensity for drainage:
Rainfall intensity selected is for storm of duration equal to time of concentration (as
per IRC- SP 50) of site and for specified return period (as per CPHEEO Manual).
The annual normal rainfall of the region is 3292 mm. The entire storm water drainage
system has been designed for a return period of 5 years with 15 minutes minimum
time of concentration restricting to a maximum velocity of 4.5m/s. For generation of
TCE.10659A-CV-3054-DP-30541D (P0)
IDF curves, Past 26 years rainfall data collected from Metrological department,
Shivamogga has been used
6.9.1.4.3 Design Criteria for Storm Water drainage
 Surface drains are considered as far as possible. Box culverts will be
considered at some locations like road crossing / adverse slope etc.
 Surface drains will be covered.
 Minimum size of internal drains will be 500 mm X 500 mm.
 Rectangular section shall be provided for surface drains.
 Manning’s formula is used for design of drains
6.9.1.5 STORM WATER MANAGEMENT
Management of storm water within the project area is planned as far as possible
along the natural topography pattern. The drains are planned on both sides along the
main road which is designed to cater the storm runoff from the catchment area. The
drains will be integrated with the existing natural drains located outside the project
boundary. The project area is divided in to 4 catchments. The major drains are routed
to discharge into the four catchment zones as shown in figure.
The road side drains are proposed as rectangular covered drains constructed in RCC
which would be designed to outfall the storm water runoff into the natural drains. A
minimum section of 0.5 m X 0.5 m drain is proposed.
STORMCAD MODEL:
The drains are planned along both sides of the roads. The design is modelled in
Bentley STORMCAD V8i. Design inputs and constraints entered to the model are as
below:
 Model inputs:
o Elevations are assigned as per finished road level
o Customised storm data (IDF curves) are entered.
o Rectangular open channel drains are modelled.
o Each plot is modelled as a catchment with outfall assigned to nearest
drain.
o Composite runoff coefficient (C value) is assigned to each plot as per
land-use statement
o Time of concentration is assigned to each plot as per plot
characteristics.
 Model constraints:
o Design flow is maintained at 95% of full flow capacity as far as
possible.
o Velocities are limited to 4.5 m/s except on steep slopes.
o Drain depth is limited to 2 m and drain width is limited to 2.0 m.
6.9.1.5.1 SALIENT FEATURES OF PROPOSED DRAINAGE COLLECTION SYSTEM:
Total length of Storm water collection system is around 6.3 km. Details of the storm
network is provided in the Table 6-9
TCE.10659A-CV-3054-DP-30541D (P0)
Table 6-9: Drainage Details
Sl. No. Drain details Drain Size Length(m)
500 x 500 185

1 O-1a 800 x 800 197
1000 x 1000 382
500 x 500 423
2 O-1B 600X600 65
800 x 800 257
500 x 500 476
600X600 181
3 O-2a
800 x 800 66
1000 x 1000 14
500 x 500 645
4 O-2b 800 x 800 59
1000 x 1000 30
500 x 500 612
5 O-2c
600X600 51
500 x 500 608
6 O-2d
800 x 800 57
7 O-3a 500 x 500 124
8 O-3b 500 x 500 209
9 O-3c 500 x 500 130
10 O-3d 500 x 500 130
500 x 500 497
11 O-4a 600 x 600 146
800 x 800 48
500 x 500 557
12 O-4b 600 x 600 113
1000 x 1000 30
Total length 6292
The details of the design output of storm water drainage system are provided in
Annexure - 2
Outfalls
Storm water Drainage flows and outfall Details are given in the Table 6-9 below
Table 6-10: Outfall Details
Existing Flow
Finished Elevation Outfall Catchment
Sl. Outfall. Bed (Total
ground (Invert)in depth area
No. No Level in out)
Level in m m (m) (hectare)
m (m3/s)
1 O-1a 593.1 592.25 0.85 592.2 12.037 0.916
2 O-1b 593.1 592.25 0.85 592.2 29.157 0.943
3 O-2a 583.49 582.34 1.15 582.212 10.33 0.803
4 O-2b 583.49 582.34 1.15 582.3 11.058 0.797
5 O-2c 583.47 582.72 0.75 582.212 4.96 0.463
6 O-2d 583.47 582.52 0.95 582.3 4.595 0.506
TCE.10659A-CV-3054-DP-30541D (P0)
Existing Flow
Finished Elevation Outfall Catchment
Sl. Outfall. Bed (Total
ground (Invert)in depth area
No. No Level in out)
Level in m m (m) (hectare)
m (m3/s)
7 O-3a 589.27 588.62 0.65 587.918 0.972 0.315
8 O-3b 589 588.35 0.65 587.561 1.466 0.454
9 O-3c 588.79 587.98 0.81 587.918 0.778 0.108
10 O-3d 588.79 588.14 0.65 587.561 1.379 0.423
11 O-4a 579.35 578.45 0.95 578.4 7.807 0.672
12 O-4b 579.25 578.5 0.75 578.4 6.695 0.61
6.9.1.5.2 SLAB CULVERTS

The culvert at CH: 209+950 Km located in Ashoka circle and the one crossing Nala at CH:
211+700 Km is proposed to be extended and the culvert located near the fire station i.e, at
CH: 210+800Km is to be reconstructed because of bad condition. The Hume pipe culvert at
Ch: 212+400Km existing in Alkola circle is also recommended to extend as per revised road
width. The details of the proposed culverts are provided in the table 6-8
Table 6-11: Proposed Culvert Details
SI. Chainage and Location of
Details Remarks
No. Culverts
209+950 Km – Near Ashoka
1 35.0 x 1.0 x 1.0 Extension
Circle
2 210+800Km – Near Fire Station 35.0 x 1.0 x 1.0 Reconstruction
211+700 Km – Near Auto 35.0 x 2.0 x 1.2 (2

3 Extension
Complex Vents)
212+400Km – At Alkola
4
Junction 35.0 x 1.2 Extension
6.9.1.5.3 RAINWATER HARVESTING

Rain Water Harvesting prevents wastage of the rain water runoff into the river and
also raises the ground water level, apart from improving the quality. Rain Water
Harvesting structures can be constructed by providing percolation pits along the
drains having width more than 1.5m. As no storm water drains proposed are more
than 1 m wide, no rain water harvesting structures are proposed inside the drain.
6.9.1.6 OPERATION & MAINTENANCE
A well designed Operation and Maintenance (O&M) Plan for a Drainage system is
critical to ensure that the system works with the designed capacity without causing
undue overland flooding, resulting in maximum benefit to the residents at the
minimum possible level of investment. Proper implementation of the O&M plan
results in low maintenance costs and ensures minimum inconvenience to traffic;
reduction in the number of flood events and their extent.
The critical issues that will be dealt in development of an O&M Plan will be the
maintenance of drains using the cleaning equipment’s, efficient use of labours,
preventive maintenance, and crisis management system.
TCE.10659A-CV-3054-DP-30541D (P0)
6.9.1.6.1 EXISTING STATUS OF OPERATION & MAINTENANCE
Presently all drains within the Shivamogga City are maintained corporation but it
doesn’t have any dedicated Storm Water Drainage Operation & Maintenance
department.
6.9.1.6.2 Proposed Maintenance System
A. Routine Maintenance or Annual Repairs of storm water drains
Regular maintenance of Storm water drainage system is absolutely necessary, for its
best functioning for which the system is designed and built. The drains in the system
should be periodically inspected and cleaned from time to time without waiting for the
occurrence of blocking. Better Maintenance includes removing blockages, cleaning
catch basins and repairing where necessary. The blockages in the drain are due to
 deposition of grit, silt and weeds
 penetration of roots from nearby trees through the cracks in the drains and
growth of plants inside the drain which eventually choke up the drains
 dumping of solid wastes, and construction debris
These blockages can be prevented by periodic cleaning and removing the plants and
roots in the drain and by public awareness campaign by municipal authorities.
B. Maintenance before monsoon
Pre-monsoon cleaning up of the storm water system is very important in order to
ensure efficient functioning of the system during rainy days.
 Silt, weeds and debris are to be removed wherever there are blockages in drains.
 Any Potholes or open joints in the masonry / concrete in the floor or sidewalls
shall be properly repaired. Any deviation from the original formations on the bed
and sides is to be noticed and reported.
 The weep-holes in the sidewalls shall be cleaned of all extraneous matter to
prevent the building of hydrostatic pressure on the wall.
 Arrangements for the surface drainage on the top of the bank may be provided
and maintained to enable surface water to drain without damaging the banks.
 Condition of the Apron provided in front of upstream and downstream of cross
drainage works may be replenished wherever required.
C. Maintenance during monsoon
 A vigilant watch is to be kept for increase in flood discharge and adequate
precautions may be taken to ensure that the flood is discharged effectively
without causing any damage to the property.
 The data shall be generated for the low lying areas which are vulnerable. These
areas are likely to submerge at various flood levels in the main drainage channels
shall be defined and monitored very closely.
 Backflow and eddies near cross drainage works may have to be carefully
watched to ensure that no erosion takes place.
 It should be ensured that each inlet of covered drain is opened, checked and
cleaned of all deposits at least once a month.
D. Maintenance after monsoon
 If any caving or breaching is observed in the canal banks or at junctions, it shall
be treated with suitable selected soil after removing all loose materials.
 The settlement of shrinkage cracks, if any, in masonry / concrete shall be
properly treated with CM 1:3 mix.
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 Peeling off of mortar at the joint shall also be made good with cement mortar
pointing. If wider cracks are noticed in revetment works, they shall be grouted
with cement mortar.
 In case of excessive settlement of foundations, further settlement shall be
prevented by under pinning of foundations.
 Any damage to the bed and sides of drains is to be recorded and arrangements
are to be made to rectify it.
E. O&M Pattern
It is suggested that the following guidelines be adopted for the staffing and
equipment for a preventative maintenance program.
 Drains should be cleaned once in two months
 Repair works / Maintenance works to plum concrete/masonry like reconstruction
of damaged portions, grouting and pointing are to be attended by skilled masons
wherever required, one sanitary inspector as overall in charge.
 Adequate equipment’s should be provided for efficient operation of cleaning
crews, including wheelbarrows and miscellaneous hand tools for each drain
cleaner and dumper truck for waste transportation and disposal.
6.9.2 CROSS DUCTS

For proposed Smart Roads, RCC Cross ducts of 1 m width and 1 m height a are
proposed at all junction along the stretch at a depth of 2 m below the ground level.
The ducts connected to the Manhole chambers of all utilities which are running along
both sides of the road stretch. Typical cross sections of Cross Ducts are shown in
figure below.
Figure 6-6: Typical Cross Ducts at Junctions
6.9.3 PROPOSED ELECTRICAL POWER DISTRIBUTION IN SMART ROAD:

 Existing overhead systems of power transmission system shall be converted
to underground ducting.
 Underground Pipe ducting for electrical cables on both side of the road is
proposed.
 Access chamber at every 50 metre for HT & LT cables shall be provided.
 Feeder Pillar Panels will be provided to connect each Commercial outlets/
Individual Houses.
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 From feeder pillar, connection to individual Commercial outlets/ Houses shall
be through UG cables which will be taken in 50mm dia HDPE pipe.
 Road crossings with pavered blocks shall be proposed as provisions for
laying of the cables across the road.
 For street lighting cable, underground pipe ducting on both side of the road
and along the median are recommended.
Underground pipe ducting costing for the smart road is considered under the project
“Conversion of above ground cables to underground ducting in ABD area”. Hence
Shifting of all HT, LT cables are under the scope of respective utilities. Cost of cable
or shifting not considered.
6.9.4 PROPOSED UTILITY CROSS SECTION
Road Cross Sections for 30m, 32 m, 34m and 36m ROW are developed based on
Development Plan and engineering requirements. All MESCOM electrical cable and
ICT cables will be laid in Pipe ducts and space provision will be made for direct burial
of water line, Gas lines. The HT line of KPTCL will be laid under the footpath. The
typical cross sections are shown in Figure below.
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Figure 6-7: Typical Cross Section- 32m RoW
Figure 6-8: Typical Cross Section- 40 m RoW
Shivamogga Smart City Limited (SSCL) 102 DDPR - Development of Smart Road from Ashoka Circle to Prof.
Krishnappa Circle
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6.9.5 RECOMMENDATION
Since the City is already having the core infrastructure laid underground, it will be
difficult to shift the utilities which include high capital cost, we recommend Pipe ducts
for ICT & Electrical cables and buried utilities for water supply with dedicated
corridors instead of going with the RCC utility Duct owing to high initial capital cost.
6.10 ELEMENTS FOR VISUAL IMPROVEMENT

6.10.1 PROPOSED STANDARD ELEMENTS
Improvement of the existing scenario will add the aesthetic quality. The possible and
standard elements listed bellow will enhance the functional and visual dimensions of
the intervention area. The elements primarily used for the physical intervention in the
ABD area are
1. Road markings
2. Zebra crossings
3. Pedestrian light signals
4. Smart poles – with WIFI & CCTV
5. Traffic signals
6. Street light & other fixtures
7. Fixed/retractable bollards
8. Reflectors
9. Way Finders
10. Drain covers
11. Underground garbage bins
12. Cycle lane & stands
13. Bus stops
14. Canopies /Umbrella for kiosks ,carts
15. Footpath
16. On-street parking bays
17. Toilet & water ATMS
18. Tree gratings
19. Planter
20. Trees/Shrubs
21. Seating
22. Railing
ELEMENTS REFERENCE IMAGE
1. Road markings
2. Zebra crossings
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3. Pedestrian light signals
4. Smart poles – with WIFI & CCTV
5. Traffic signals
6. Street light and other fixture
7. Fixed/Retractable Bollards
8. Reflectors
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9. Way finders
10. Drain covers
11. Underground garbage bins
12. Cycle lane & stands
13. Bus Stops
14. Canopies /Umbrella for Kiosks,

Carts
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15. Footpaths
16. On street parking bays
17. Toilet & Water ATMs
18. Tree grating
19. Planters
20. Trees/Shrubs
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21. Seating
22. Railing
6.10.2 ROADS - VISUAL IMPROVEMENTS

The road stretches in ABD area have potential to be developed as a vibrant public
realm with green cover as the ROW allows accommodating wider footpaths, broad
medians with landscaping and enough sitting spaces. Roads considered under smart
road category are proposed to have dedicated cycle tracks, footpaths with street
furniture, tree belt and landscaping, smart road elements such as smart light poles,
WIFI and CCTV poles, smart traffic signals, and parking, etc. Services are designed
underground to increase the visual aesthetic.
This road stretch from Ashoka Circle to Alkola Circle has ROW varying between 30
and 40m. Improvement and development work could be replicated in all the identified
roads in the ABD area depending on the ROW available. The road stretch from
Ashoka to Alkola circle has been identified to be developed as the Smart Road. The
smart road is approximately 2.8 km in length is proposed as 6 lane carriage way.
The features proposed along this stretch are smart road elements such as smart
traffic signals, WIFI & CCTV poles, cycle tracks, underground utility ducts and visual
improvement elements such as sitting, landscaping, smart lighting poles, pedestrian
walkways, etc. The smart roads identified from Ashoka Junction to Alkola Junction as
a segments –
 Ashoka Circle to IBCircle
 IBCircleto Aynur gate Junction
 Aynur gate Junction to Alkola Circle
The proposed visual improvements on these road stretches is provided from Figure
6-10, 6-12 to 6-14
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1) Ashoka Circle to IB Circle
Figure 6-9: Existing condition of Road from Ashoka Circle to IB Circle
Figure 6-10: Proposed Visual Improvement from Ashoka Circle to IB Circle
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2) IB Circle to Aynur gate Junction
Figure 6-11: Existing condition of Road from IB Circle to Aynur gate junction
Figure 6-12: Proposed Visual Improvement from IB Circle to Aynur gate junction
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3) Aynur gate Junction to Alkola Circle
Figure 6-13: Existing condition of Road fromAynur gate Junction to Alkola Circle
Figure 6-14: Proposed Visual Improvement fromAynur gate Junction to Alkola Circle
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6.10.3 JUNCTIONS - VISUAL IMPROVEMENT
Junction improvements could be categorized as, large Junctions on major roads,
narrow junctions on minor roads connecting major roads with & without monuments.
Junctions
These junctions help to divert major traffic flow through ABD area. In some junctions,
there are monuments or round about at the centre of the junction placed as a focal
point. These junctions can be identified as follows:
 Without monument
1) IB Circle
2) AynurCircle
3) Alkola Circle
The existing condition and the proposed visual improvements for the above junctions
have been provided from Figure 6-15 to 6-20
1) IB Circle
Figure 6-15: IB Circle – Existing Condition
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Figure 6-16: IB Circle – Proposed Visual Improvements
2) Aynur Gate Circle
Figure 6-17: Aynur gate junction – Existing Condition
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Figure 6-18: Aynur gate junction – Proposed Visual Improvements
3) Alkola Circle
Figure 6-19: Alkola Circle – Existing Condition
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Figure 6-20: Alkola Circle – Proposed Visual Improvements
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6.11 E-TOILETS
6.11.1 BRIEF INTRODUCTION
Shivamogga is a city with a large number of commuters and floating population.
Public sanitation is a cause of concern due to lack of hygienic sanitation
infrastructure in the city. The effective use of Information, Communication and other
Engineering technologies has led to solve the major inherent issues of public
sanitation such as lack of cleanliness and lack of adequate manpower support to
manage the units.
In an effort to raise the standard of living in Shivamogga and to make the city smart
in true sense, SSCL intends to introduce Smart Bio-Toilet, which offers utmost
cleanliness, sustainability, ease of maintenance and better sanitation.
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Figure 6-21: Smart Bio-Toilet in Gopi Circle
6.11.2 LOCATION OF SMART TOILETS

Stake holder consultation in terms of local dwellers and local passengers were
interviewed in terms of the adequacy of sanitation facilities in Shivamogga along with
the proposed toilet location suitability and its requirements. Based on the stake
holder analysis and the technical feasibility survey, 2 feasible locations for smart bio
toilets were identified. Smart Bio-Toilets have been proposed in front of Ashoka
Grand Hotel and near Ashoka Circle. The E-toilets are proposed with Bio-digestors
for proper treatment before disposing effluents into the nearby storm drain.
6.11.3 FINANCIALS
The estimated cost of Smart Bio-Toilet has shown in the Cost
6.12 POWER SUPPLY:

For 11 kV power supply system ring main concept is envisaged. For the roads under
proposal 11 kV ring main units will be provided with 4/3 way feeders. Three way
feeders will be provided for each HT / MS consumer transformers.
At every distribution, oil filled transformer is envisaged complete with oil filled
transformers are proposed 11 kV Ring Main Unit (RMU) with one VCB and two LBS,
Feeder pillars with 415 V MCCB as incomer, required MCCB's as outgoing along
with separate meter compartment are considered for feeding individual consumers.
6.12.1 PROPOSED UNDERGROUND SYSTEM FOR SMART ROAD
 Based on feasibility study, for underground ducting of overhead transmission
line in smart road, directly buried HDPE pipe ducting for HT(11KV) & LT
transmission lines(415V), fibre optic or any other utility cables or wires are
recommended.
 Underground Pipe ducting for electrical & ICT cables on both side of the road
are recommended. Pipes are laid in trefoil formation together with spacer.
Each pipe can be dedicated for specific cable. A separate set of pipe can be
provided for HV cables, LV cables and communication cables. The pipes are
available in standard lengths of 6 M.
 150MM dia HDPE pipe are used for both HT, LT & ICT cables. For street
lighting along the foot paths, HDPE pipe of 100MM dia are used.
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 In 6 lane divided carriage way, two nos of 100mm dia HDPE pipe for ICT &
street light cables are proposed in the median.
 The cable ducts will be terminated at electric man-hole / Telecom man-hole.
Spacers will be used to arrange pipes in multi-tiers. The pipe will have
sufficient soil cover over it to suit the level of footpath/ paved area/Road.
 Feeder pillar panels will be provided to connect each Commercial outlets /
Individual Houses.
 From feeder pillar, connection to individual houses shall be through UG
cables which will be taken in 50mm dia. HDPE pipe.
 For street lighting cable, underground pipe ducting on both side of the road
and along the median are recommended.
 For laying electrical service cables and communication cables from feeder
pillar / telecom JB to individual dwelling units, a separate set of HDPE pipes
will be integrated with the above duct bank.
 At every cross roads, pipe crossings shall be provided with 300mm dia RCC
hume pipes for HT, LT & ICT cables & 1 x100MM dia RCC hume pipes for
street light.
6.12.2 TYPES OF CABLES
 While envisaging underground cable corridor, provision will be made to carry
the following cables.
 11 kV cables from switching station to Ring main units
 11 kV cables from Ring main units to transformer and HT consumers
 415 V cables from Distribution boards of RMU to feed feeder pillars
 415/240 V service cables from feeder pillars to individual consumers
 Telecom cables / Fiber optic cables from service providers to consumers with
necessary Junction box
 As per IS:1255, the desired minimum depth of laying from ground surface to
the top of cable is as follows:
High voltage cables, 3-3 kV to 11 kV rating : 1.0 m

Low voltage and control cables : 0·75 m
Cables at road crossings : 1·00 m
6.12.3 CABLE MANHOLE

Cable manholes are envisaged at an interval of about 50 M to suit power distribution
system in the road. The duct bank will terminate at manhole on either side. Power
cables to individual consumers will be provided through HDPE pipe from manhole.
Communication cable man holes are envisaged at an interval of about 50 M to suit

layout of buildings in the road. The duct bank will terminate at man hole on either
side. Communication cables to individual consumers will be provided through HDPE
pipe from man hole
Manhole will be of RCC construction with lid.Feeder pillars will be located close to
manhole.
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6.12.4 SMART STREET LIGHTING:
The objective is to bring in energy efficiency into the area, enhance walkability, and
citizen’s safety. Good lighting on the streets and roads ensures safety, security for
the citizens, induces a vibrancy which infuses life into the city.
To improve the lighting quality and also save the energy, LED street lighting system
is envisaged.
For the smart city the following types of street lights are evaluated.
 Street lighting pole with LED lamps powered from MESCOM power supply.
Control unit for group of lights located at feeder pillar.
6.12.4.1 COMPONENTS OF THE STREET LIGHT
The intelligent street lighting system will comprise the following elements:
 Street lighting poles
 LED lamp
 Junction box for power supply
 Feeder control panel
Street lighting poles will be of aesthetically designed, 10Mtrs height, suitable for
suspending pelican fitting with 107W LED lamps. It shall have brackets for mounting
street lights.
The pole shall be surface mounting, tubular type made of 60mm dia. GI tube with
necessary arrangement for fixing the fitting along with handing arrangement. The
pole shall have necessary service door hinged from inside with prewired for operation
on 240V, 50HZ single phase A C supply with base plate and foundation bolts etc.
LED lamps shall have an output of 80- 100 lumens per watt. Luminaire Efficiency
shall be >100 lumen/ W and operating voltage range shall be 120-270 V. LED life
shall be >50000 burning hours.
Feeder control panel will be equipped with incoming MCCB, outgoing MCB Each
Feeder control panel should be capable to feed about 100 light points in multiple
circuits.
6.13 INFORMATION COMMUNICATION TECHNOLOGY (ICT) INTERVENTION

6.13.1 EXISTING SYSTEM AND ITS DRAW BACKS
An As-Is cum situation analysis was conducted for the identified operations of traffic
police department, police department, and the city transport department to evaluate
and understand the current ground situation keeping in perspective the people,
process and the technology involved. Specific inputs were taken to understand the
current scenario with respect to the service vis-à-vis the process being followed,
service level, dependency on other departments, and Acts etc., and current IT
infrastructure of the service delivered. Visits were done to meet ground level officials
to understand the As-Is situation and gain insights into the challenges faced in the
service delivery.
The following issues were identified in the prevailing process:
 The detection of violations like red light jumping, stop line violations etc. are
manned operations.
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 There is no centralized traffic channeling system or application in place.
6.13.2 ICT INFRASTRUCTURE NETWORK AVAILABILITY

The existing infrastructure identified at the road from Ashoka circle to Alkola circle
has CCTV cameras installed by the Police department as part of the city surveillance.
The details of the cameras installed at various locations within this stretch of the road
are as follows:
Table 6-12: Existing Cameras in the Project Stretch
Camera Type
Sl. No. Location
Static PTZ
1 McGhann Hospital Gate 1 -
2 IB Circle 1 -
3 Aynur Gate 1 -
4 APMC Main Gate 1 -
5 Alkola Circle 1 1
The cameras across the locations are connected through over-head Fibre optic
connection which are connected to IB Circle (node). The IB Circle acts as an
aggregator for 11 locations. The node is directly connected through an over-head
optic fibre to the control room at the SP office. Each camera consumes 4 Mbps
bandwidth.
6.13.3 PROPOSED SYSTEM IMPROVEMENTS PLAN: IMPLEMENTATION MECHANISM

6.13.3.1 TRANSPORTATION
Transportation infrastructure has a major impact on the quality of life in a city, its
environment and the economy.Usage of smart intelligent and integrated technologies
provide sustainable and smart mobility environment to its users. To cater to the
traffic demand and to encourage the citizens to make use of using public
transportation for commuting, the Bus Shelters are proposed to be enhanced with
Smart Features. The Bus bays are proposed to be set up at the following locations:
 Old Private Bus Stand
 Mc Gann Hospital
 Aynur Gate Bus Stop
 RMC Yard Bus Stop
6.13.3.2 TRAFFIC MANAGEMENT:
The Intelligent Traffic Management System (ITMS) aims to bring in operational

efficiency and automation to its transit operations and integrated technology
framework. For the city of Shivamogga, using ITMS technology, significant
improvement can be achieved in reducing congestion through efficient movement of
vehicles and thus increasing the average travelling speed. Some of the ITMS
services that could be used in Shivamogga are,
 Automatic traffic signal controller
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 Creation of a central data repository connected to the local systems for
regular data sharing and synchronization
 Real time road information systems
 Signal progression along major traffic corridors (future)
A study on the traffic in the proposed stretch of road revealed that the following
junctions in this stretch of the road are non-signalized junctions:
 Ashoka Circle
 IB Gate
 Alkola Circle
To regulate the Traffic Flow, the junctions are proposed to be developed as
Signalized Junctions. The Traffic Signal Controller will be adaptive so that it can be
controlled through the central traffic control center.
In addition to the Signalization, these junctions will also have Red Light Violation
Detection (RLVD) Cameras/ ANPR cameras installed at the signals. Enforcement of
red light and speed through the use of photo-technology is a practical and cost
effective method to reduce traffic accidents. Signal Synchronization, will also be a
feature of the solution.
6.13.3.3 VARIABLE MESSAGING SYSTEM
Variable Message sign is an electronic traffic sign often used on roadways to give
travelers information about special events. In urban areas, VMS are usually used to
ask vehicles to take alternative routes, limit travel speed, warning of duration and
location of the incidents are just informed about the traffic conditions.
A complete message on a panel generally includes a problem statement indicating
incident, road work, stalled vehicle etc; a location statement indicating where the
incident is located; an effect statement indicating lane closure, delay etc and action
statement giving suggestion what to do with respect to traffic conditions ahead. The
information comes from a variety of traffic monitoring and surveillance systems. It is
expected that by providing real time information on special events on the on-coming
road, VMS can improve motorists route selection, reduce travel time, mitigate the
severity and duration of incidents and improve the performance of the transportation
network.
With the above mentioned considerations, it is proposed to install variable message
signs at strategic locations along the selected smart road (Bengaluru – Honnavar
Road: From Alkola Circle to Asoka Circle).
 Location 1 (w.r.t traffic moving towards Honnavara): at CH: 210+000
 Location 2 (w.r.t traffic moving towards Shivamogga city) at CH: 212+550
Integration with the city wide networks ( with the proposed CCC buildings)
 VMS application will be hosted at SDC. VMS devices will be connected to
SDC application over GSM/GPRS. Any message update on VMS device/bill
board will be communicated through application hosted at SDC through
GPS/GPRS.
 RLVD and ANPR cameras will need network bandwidth of 4 Mbps each.
Bandwidth requirement at each traffic intersection/ junction is approximately
10 Mbps. Feed from RLVD and ANPR servers will go to traffic management
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system for creation of challans. Traffic management solution will enable users
to increase/reduce signal time to manage traffic flow across the city.
Smart components like signal synchronization, Variable message signs and its
complications on implementing independently or combining with the city wide
connectivity
 Standalone setup results in lack of co-ordination and unified decision in case
of emergency. Integration with Integrated Command and Control Center
(ICCC) facilitates centralized monitoring and assists in a proactive approach
in the event of a crisis, rather than reactive approach. Integration will also
facilitate multiple inputs to generate a superset of data for further analysis and
actionable intelligence for all the stakeholders involved. Integration generates
inputs from multiple networks of sensors which can be converted into
actionable intelligence thereby increasing the operational efficiency within the
interconnected departments.
6.14 STAKEHOLDER INTERACTION AND OUTCOME

Preliminary Stakeholders consultation was conducted on 1st June 2017 at Smart City
Office, Shivamogga. Further several discussions were held with NH-Sub Division,
MESCOM, KPTCL, OFC operators, KUWS&DB, Sewerage Board, District SP and
Local Police.
Minutes of Meeting is presented in the Annexure - 4.
6.15 CONCLUSIONS AND RECOMMENDATIONS

As providing 6 lane road is found to be more suitable considering the level of service
B attained and retained by the road till year 2030 in the LOS C, six lane up-gradation
is proposed.
The up-gradation work will be of flexible payment type with dedicated utility corridor.
Streetscaping and ICT components (such as CCTV, Smart poles, LED lighting, bus
bays, e-toilets, etc.,) have also been considered to improve the smart features and
road aesthetics.
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CHAPTER: 7 PROJECT COSTING
7.1 GENERAL
This chapter deals with the derivation of cost of road construction. The rates of
construction items were finalized based on Schedule of Rates 2016 – 2017, Public
Works, Ports & Inland Water Transport Department, North Zone, Dharwad Circle and
National Highway SR 2015-16 for Shivamogga district. Rate analysis was carried out
for each item with revised material rates and lead charges as applicable.
7.2 MATERIAL RATES
The material rates adopted are based on Schedule of Rates 2016 – 2017, Public
Works, Ports & Inland Water Transport Department, North Zone, Dharwad Circle and
National Highway SR 2015-16. For materials not indicated in the Schedule, market
rates or rates from suppliers have been adopted. Table 7-1 gives the material rates
adopted for different items. The rates of cement and steel are considered as that
delivered at storage area locations. The rates for Bitumen have been considered
based on the revisions / amendments by the National Highways. Table 7.1 gives the
unit rates as per NH SR and present market rates.
7.3 MACHINERY AND LABOUR RATES
The rates for machinery and labour were considered as that mentioned in the
Schedule of Rates.
7.4 LEAD CHARGES
Since the rates of items mentioned in PWD Dharwad Schedule of Rates 2016 – 2017
and National Highway SR 2015-16 are all inclusive of all types of leads & lifts, lead
charges have been considered only for construction. Lead for cement and steel was
considered from the storage area to the construction site. It is assumed that the rates
for cement and steel are inclusive of delivery up to the storage area no additional
lead has been considered. Bitumen prices have been considered from Mangalore
Refinery. Lead from the Mangalore refinery to the storage area has been calculated
excluding the initial lead of 1 Km as mentioned in the Schedule of Rates. The mixed
material lead for all items has been considered from the batching plant location to the
construction site as mentioned in the schedule of rates. Table 7.2 gives the lead
chart adopted for various materials.
Table 7-1: Unit Rates of Material
Rate as per
Sl. PWD SOR Present
Material Unit N.H. SR 2015-
No. 2016-17 Market Rate
16
1 Cement MT 6900 7400 7400
2 TMT-FE 500 Gr Steel MT 52000 40600 44000
3 Bitumen 60 / 70 Grade Bulk MT 30888 35315 29521
4 Bitumen 80/100 Grade Bulk MT 33930 34353 28499
5 Rapid Setting Emulsion MT 32438 35705 35572
6 Slow Setting Emulsion MT 66145 58976 57833
7 CRMB 55 MT 33679 37155 32143
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Table 7-2: Average Lead Chart
Sl. Average
Material Name of Quarry Lead Details of Lead
No. Lead
Local Gravel Quarry with an

1 Gravel Local Quarry 4 Kms approach distance of 4 Km
to respective chainages
Shivamogga @ 209 along

2 Cement/Steel Shivamogga Town 0 Kms
NH-206
Bitumen 60/70, and From MRPL to Km 209.95
3 MRPL at Mangalore 227 Kms
80/100 & Emulsion to 212.75
Lead for mixed Plant proposed to be

4 materials GSB, WMM, errect at centre of the 1 Kms
DBM, BC proposed reach
7.5 RATE ANALYSIS

Unit rates are those which when applied to quantities yield the direct cost of
construction. The analysis of rates was done by taking into consideration the rates for
finished items from PWD and N.H. Schedule and adding lead as applicable. For
items not included in the Schedule, separate rate analysis has been carried out to
derive at the finished item rate and for some items present market rates have been
considered.
7.6 ESCALATION
Provision of average 10% for two years, escalation has been made. The fluctuations
in bitumen prices will be taken into consideration as applicable on the day of
execution of the works and the difference in amount will be compensated / deducted
from the contractor’s bill.
7.7 CONTINGENCIES
A provision of 10% of the direct cost has been taken as contingencies for the current
project which includes minor utility shifting, dismantling of compound walls, shifting of
temples, petty shops, removal of existing tree roots that comes in a project corridor.
7.8 CONSTRUCTION COST ITEMS

For upgrading an old road or constructing a new one, the cost items include a series
of elements that added together will give the financial construction cost. The
elements of financial construction cost for this study are described below.
7.8.1 DIRECT COST
These include all physical work relating to the road construction such as Cutting of
trees, dismantling of existing structures, site clearance, earthworks, pavement
surfacing, drainage structures, bridges, road furniture, protection works and
rehabilitation works, etc. These costs are calculated from the estimated quantities
and basic rates.
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7.8.2 BASE COST
Direct costs along with provisional sums for contingencies, escalation, shifting of
utilities, land acquisition cost and buildings forms the base cost.
7.8.3 PROJECT COST
Total base costs are added with quality control, project administration costs and
supervision charges to get project cost.
Table 7-3: Summary of Cost Estimates
Sl. Executing
No. Agency
1 PART - I (Widening of Road) NH 92466322.00
2 PART - II (Widening of Roads at Junctions) NH 16991468.00
3 PART - III (Road Furniture) NH 2175282.00
4 PART - IV (Widening of Culverts) NH 6501975.00
5 PART - V (SW Drains) NH 38703253.00
6 Add 2.8% contingency NH 4392000.00
7 Cost of Afforestation (Rs. 1911 for 1 tree, to plant 600 Trees) NH 1146600.00
Total Amount - NH Scope of Work, Rs. 16,23,76,900.00
8 PART - A (Footpath Cum Cycle Track) SSCL 50491899.00
9 PART - B (Road Furniture, Marking and Signages) SSCL 6760766.00
10 SSCL 4627904.00
Retaining Wall)
11 SSCL 9102182.00
12 PART - E (Visual Improvements & Miscellaneous) SSCL 33794741.00
13 SSCL 65283023.00
ducts)
14 PART - F-2 (Street Lighting) SSCL 21171281.00
15 PART - G (Storm Water Drain at Alkola Outfall) SSCL 9723516.00
16 PART - H (Gas Pipe Line) SSCL 7945549.00
17 Escalation and Tender Premium at 10% SSCL 20890086.10
18 Contingency at 5% SSCL 10445043.05
19 Miscellaneous and Rounding off SSCL 64009.85
Total Amount - SSCL Scope of Work, Rs. 24,03,00,000.00
20 PART - F-3 Cabling and Other Accessories (MESCOM intervention) MESCOM 19019355.00
21 PART - F-3 Shifting of Electrical Poles MESCOM 3010552.00
Total Amount - SSCL – MESCOM Scope of Work, Rs. 2,20,29,907.00
Grand Total, Rs. 42,47,06,807.00
Grand Total, Crore Rs. 42.47
Cost Per KM, Crore Rs. 15.17
TCE.10659A-CV-3054-DP-30541D (P0)
Table below gives the detailed summary of the project cost
Table 7-4: Summary Detailed Cost Estimates – NH Scope
Sl. Amount in
No. Lacs
1 PART - I (Widening of Road) 92466322.00 924.66
2 PART - II (Widening of Roads at Junctions) 16991468.00 169.91
3 PART - III (Road Furniture) 2175282.00 21.75
4 PART - IV (Widening of Culverts) 6501975.00 65.02
5 PART - V (SW Drains) 38703253.00 387.03
Total Civil Construction Cost 156838300.00 1568.38
Add 2.8% contingency charges on "A" 4391472.40 43.91
Cost of Afforestation (Rs. 1911 for 1 tree, to plant 600 Trees) 1146600.00 11.47
Total Cost incl of contingency 162376372.40 1623.76
Total Cost in Crores 16.24
Cost per Km (Length =2.8 Km.) in Crores 5.80
Table 7-5: Summary Detailed Cost Estimates – SSCL Scope

Sl. Amount in
No. Lacs
1 PART - A (Footpath Cum Cycle Track) 50491899.00 504.92
2 PART - B (Road Furniture, Marking and Signage) 6760766.00 67.61
3 4627904.00 46.28
Retaining Wall)
4 9102182.00 91.02
5 PART - E (Visual Improvements & Miscellaneous) 33794741.00 337.95
6 65283023.00 652.83
ducts)
7 PART - F-2 (Street Lighting) 21171281.00 211.71
8 PART - G (Storm Water Drain at Alkola Outfall) 9723516.00 97.24
9 PART - H (Gas Pipe Line) 7945549.00 79.46
Total 20,89,00,861.00 2089.01
Escalation and Tender Premium at 10% 2,08,90,086.10 208.90
Contingency at 5% 1,04,45,043.05 104.45
Miscellaneous and Rounding off 64,009.85 0.64
Grand Total 24,03,00,000.00 2403.00
Cost in Crores 24.03
Cost per Km (Length =2.8 Km.) in Crores 8.58
TCE.10659A-CV-3054-DP-30541D (P0)
Table 7-6: Summary Detailed Cost Estimates – MESCOM Scope
Part - F-3: MESCOM - Scope of Work

Sl. Amount
No. in Lacs
1 Cabling and Other Accessories (MESCOM intervention) 19019355.00 190.19
2 Shifting of Electrical Poles 3010552.00 30.11
Total 2,20,29,907.00 220.30
7.8.4 OPERATION & MAINTANANCE

Apart from the capital cost, for the successful implementation of a smart city,
operation and maintenance costs should also be considered. The operation and
maintenance have been estimated and the same is presented in Table 7-7.
Construction Period – 18 months (2018 – 2019)
Defect Liability Period – 24 months (2020 – 2022)
Operation & Maintenance – 5 Years (2022 – 2026)
Table 7-7: Operation and Maintenance Cost
Repair and
Manpower Administration Replacement Contingencies
Year Maintenance Total
Charges Cost Cost 5%
Cost
2022 1289823 1566756 0 1566756 221167 4644503
2023 1380111 1676429 0 1676429 236648 4969618
2024 1476719 1793779 4178017 1793779 462115 9704410
2025 1580089 1919344 0 1919344 270939 5689716
2026 1690695 2053698 0 2053698 289905 6087996
2027 1809044 2197457 3133513 2197457 466874 9804344
2038 3807770 6062853 7947164 7947164 1288247 27053197
The above Operation and Maintenance cost are arrived based on the following assumptions:
Manpower for Maintenance: Engineer - 1 No, Supervisor – 1 No and Labor – 5 No with the
Salary expenses of Rs. 4,92,000 per annum with 7% inflation rate.
Administration Cost: 0.75% percent of the Project cost per annum with 7% inflation rate.
Replacement Cost: 2% of Project cost after Defect Liability Period (by 2024)
Repair and Maintenance Cost: 0.75% of the project cost per annum
Contingencies: 5% of the above mentioned cost
TCE.10659A-CV-3054-DP-30541D (P0)
CHAPTER: 8 STATUTORY AND LEGAL FRAMEWORK
8.1 LEGAL AND REGULATORY FRAMEWORK
As the road belongs to NH authorities, and as they have already started working on
the improvements of this road in the form of carriage way widening (including this
stretch of the road and further), the proposed smart road designs and the costing
should be merged with the existing road improvement activity.
The construction activity can be on open bid system with a maintenance period of 5-7
years under the overall supervision of SPV / PMC.
 As ultimately, this road should be under the overall supervision and
maintenance of the NH authorities, it is advisable from SSCL that NH
authorities are allowed to execute the project with additional funds transferred
from SPV to NH authorities for development of smart road including the
ducting part as per the designs carried out by the PMC consultants. A Joint
meeting with NH higher authorities and SSCL is hereby requested to freeze
the work plan accordingly.
 There is a separate on-going project under Amrut scheme for laying 700mm
dia Rising main from the WTP at Gajanur Dam to City. It is advisable if the
corridor is let to them for execution and synchronization of works of NH up
gradation and these utility pipelines are very much important for the success
of the project
 There is also separate on-going project for up-scaling of 24x7 water supply
system for entire Shivamogga Municipal Corporation under State government
grants the tenders have been floated and the works are intended to be started
shortly. It is advisable to allow them to execute the works immediately before
the road improvement works are taken up.
8.2 LOCAL REGULATORY FRAMEWORK
As per the Environmental regulations in India, Environmental clearance is required
for these types of works.
TCE.10659A-CV-3054-DP-30541D (P0)
CHAPTER: 9 PROCUREMENT PLAN AND IMPLEMENTATION
SCHEDULE
9.1 GENERAL
The smart road project in Shivamogga will ensure that the road projects are
implemented in a scientific way by addressing the utilities operational and
maintenance aspects so that the roads are not required to be dug once again
affecting the roads serviceability.
Visual improvements of the proposed road will create an ambiance for the people;
other aspects of road such as NMT, utility ducts address the sustainability aspects of
the road.
This chapter describes the implementation schedule for the proposed road project.
SSCL will be responsible for planning, design, construction, operations and
maintenance of smart road project. Since the PMC team is already on board for the
implementation of the smart city projects in Shivamogga, the technical aspects for
the project implementation will be supported by PMC.
As the project road ownership lies with the NH authorities and also, as NH has
tendered the carriage way improvement projects; co-ordination with the NH
authorities plays a crucial role.
The requisite survey and investigation work needs to be carried out before
commencing execution. The activities to be performed for implementation of work
and estimated time duration for completion of proposed works are given in Error!
Reference source not found.
9.2 TOTAL COST OF THE PROJECT

The cost estimate is prepared for the financial year 2017-2018. The cost components
of the project are worked out as below;
1. NH Scope of Work = Rs. 16.23 Crore

2. MESCOM Scope of Work = Rs. 2.20 Crore
3. SSCL Scope of work: Rs. 27.13 Crore

a. Project Cost = Rs. 24.03 Crore
b. O&M Cost = Rs. 3.1 Crore (for 5 years)
9.3 CONTRACT PACKAGING

The whole works has been planned to be implemented in 2 packages, as these are
high value jobs, it is advised , that these project packages are implemented on EPC
basis,
 Package -1: viz. SSCL- SRP-NH 206- PCK-01:
Carriageway, Culverts, Drains and Utility Cross Duct works shall be carried out
by National Highways
 Package -2: viz. SSCL- SRP-NH 206- PCK-02:

o Longitudinal Utility Pipe ducts, Footpath, Cycle Track, Junction Improvements,
Visual Improvements, Road Signs, Road Markings shall be carried out by SSCL
TCE.10659A-CV-3054-DP-30541D (P0)
Note: Apart from the above; the following major aspects which are to be considered are
 Lying of EHV cable by KPTCL: There is an ongoing project by KPTCL authorities
under of laying EHV cable from Ashoka Circle upto the IB circle (upto the proposed
Electrical substation at McGann Hospital ). This project has already been tendered
and in the implementation phase this should be taken up immediately.
 Lying of one 760mm dia MS pipe line under Amrut Scheme: There is an ongoing
project by KUWS&DB authorities under Amrut scheme where in one 760mm dia MS
pipe line is under implementation phase. This project has already been tendered and
in the implementation phase this should be taken up immediately.
 Also, the 24x7 water supply implementation works shall be synchronized with
the Package 2 underground utility construction works.
 Shifting of existing ICT and Electrical cables: the respective services providers
shall own the cables laid by them already in the existing road and shifting of all
utilities has to be vested with them.
9.4 CONTRACT APPROACH

The procurement procedure adopted can be Competitive Bidding (CB), Single Stage
and Two-envelope system. In the first stage, the Bidders shall be technically qualified
based on qualification criteria set forth in the bid documents. The financial bids shall
be opened for the technically qualified bidders only. The contract shall be awarded to
the lowest quoted bidder. The successful bidder i.e. the contractor will be responsible
for execution, operations & maintenance, quality, safety and timely completion of the
works. The works shall be executed on DBO basis where in the contractor will
completely design, execute, maintain and operate the project for duration of 4-5
years after the completion of defect liability period.
9.5 CONDITIONS OF CONTRACT

It is proposed that the Conditions of Contract for the contract package shall be based
on the Karnataka Transparency in Tenders and Procurement Act, 2000. It is also
proposed and considered essential that Bidders be qualified on such a contract to
ensure that realistic bids are received from Contractors who are suitably
experienced, have sufficient financial resources to carry out the work and having
suitable manpower, technical resources, plant and equipment etc for successful,
timely completion of the project with necessary quality parameters.
9.6 IMPLEMENTATION SCHEDULE

The implementation schedule for the project is estimated to be 18 months after
award of contract to the successful bidder. With this schedule, the project is expected
to be completed by July 2019. The bid documents can be published in the month of
December 2017 and evaluation of bids, award of contracts and loan arrangement
would be completed by April 2018 subject to the approval from various
Authorities/Departments. Subsequently to the selection of the successful bidder, 18
months would be for involves, design, construction activities and completion of
works.
It is expected that the total project would be implemented by the December 2020
along with the Expenditure pattern during construction.
This is assumed that SPV has adequate experience and is well known of procedures
to carry out these activities without much delay. However, there would be possibility
TCE.10659A-CV-3054-DP-30541D (P0)
of delay in getting approval of bidding documents or contract documents from the
concerned approving authorities or any other unforeseen event which is considered.
The sequencing of construction works to be carried out by the service providers shall
be as under.
Bid Parameter
The Bidder would have to quote for the construction cost and Operations cum
maintenance cost (which is 4 -5 years after Defect Liability Period). The Payment
mechanism is based on the Hybrid model, where in the bidder would be given a fixed
amount as percentage of project cost during the construction period and the balance
amount would be spread over the Operations and Maintenance period with a interest
of carrying cost.
The selected bidder would need to co-ordinate with various departments / authorities to
implement this project. The activities that would need to carried out in co-ordination with
each of the departments / authorities are mentioned in the following section.
By KUWS&DB authorities:
1. Providing dedicated Water supply corridor for laying of 760mm dia MS
pipeline for KUWSDB authorities; this work should be completed before the
package 2 works are started for execution.
2. Execution of 24x7 water supply distribution works by KUWSDB authorities;
this work should be synchronized with the package 2 works and is to be
completed before the visual improvements works are taken up
By NH authorities:
1. Widening of existing 2 lane road carriageway from Ashoka circle to Alkola
circle by NH authorities (excluding near junctions and Culvert locations).
2. The construction of culverts and Drains shall be synchronized with the
construction of utility corridor to be executed under package 2.
3. Execution of Junction improvement projects to be taken up after the
completion of all Underground utility works is completed in Package 2.
By KPTCL authorities:
1. The ongoing EHV line works shall be completed before the works of package
1 and Package 2 works are taken up.
By MESCOM authorities:
1. Laying of HT and LT cables inside the proposed utility ducts (cost provision
made in the smart road project) as per the design requirements before the
completion of Package 2 works i.e before the above ground visual
improvement project is taken up.
By ICT service providers:
Shifting of ICT cables into the proposed Pipe ducts as soon as the Underground
ducting works are completed by the Package 2 contractor
TCE.10659A-CV-3054-DP-30541D (P0)
CHAPTER: 10 INDICATIVE SOCIAL & ENVIRONMENTAL IMPACTS
10.1 INTRODUCTION
In this Chapter potential impacts on the environment from the proposed smart road
project in the project location are identified based on the nature and extent of various
activities associated during construction and after completion of the project. The
proposed road widening project activities will have impact of varying magnitude on
environmental components both beneficial (positive) and adverse (negative) impacts.
Both these (positive and negative) impacts are considered for the impact prediction
studies.
10.2 AIR QUALITY
10.2.1 IMPACTS DURING CONSTRUCTION FOR PROPOSED PROJECT
The potential ambient air quality impacts arising from the proposed project would
occur mainly during construction phase. During construction, the project would have
two major impacts on ambient air quality due to an increase in gaseous emissions by
construction equipment’s and vehicles, and an increase in dust by construction
activities due to digging of roads and excavation of earth. Earth excavation work,
foundation work, superstructure work, material storage, transportation and handling
of construction materials, and wind erosion are the major factors that would produce
a temporary, localized increase in SPM and RPM levels. The increased movement of
heavy vehicles carrying construction materials, operation of DG sets as standby
power back up would generate gaseous emissions. However as DG sets are used as
standby, the impacts are insignificant. Air quality may get affected during the mixing
of Asphalt. The degree of dust generated would depend on the soil compaction and
moisture content of the ground surface during construction. Dust and exhaust
particulate emissions from equipment operations would temporarily degrade air
quality in the immediate construction zone. The increase in air particulates would be
minimized by the performance of the work. The construction contractor shall visually
monitor dust levels on the site during construction. Dust suppression needs to be
instituted, using water tankers mounted on tractors, sprinklers and other means as
necessary.
10.2.2 IMPACTS DURING OPERATION
The Structures at the project site would be expected to have no impact on air quality
during their normal operation.
10.2.3 MITIGATION MEASURES
The impact on the air quality due to the operation of construction machineries in the
site is found to be insignificant. However, the negative impacts created as a result of
movement of construction vehicles needs critical attention. For mitigation of these
impacts, following measures are suggested:
 Vehicles transporting construction materials prone to fugitive dust emissions
should be covered.
 Trucks carrying sand should be provided with tarpaulin sheets to cover the
bed and sides of the trucks.
TCE.10659A-CV-3054-DP-30541D (P0)
 Idling of delivery trucks or other equipment should not be permitted during
loading and unloading
 All construction vehicles should comply with air emission standards and be
maintained properly.
 Dust suppression measures in addition to the traffic management should be
followed on these roads
 Contractor shall ensure that existing plants are licensed and authorised for
operation by MPCB / concerned authorities and shall intimate PP prior to
procuring materials from them.
10.3 NOISE QUALITY
The potential source of noise associated in the construction of smart roads includes
the excavation, utility shifting, laying, movement of dumpers, transporting
construction material, street scape features etc. Pumping of water seeping during
construction and transportation of muck material could also be the potential source
for noise pollution. Therefore, properly maintained machines and equipment’s should
be used to minimize the impact of noise on the surrounding environment. Trucks
used for transportation of muck material shall be lined with rubber or equivalent
material that will minimize the noise generated during the dropping and loading and
unloading operation of muck materials.
10.3.1.1 IMPACTS DURING CONSTRUCTION
Construction activities normally result in temporary and short duration increase in

noise level. The main sources of noise during construction period include movement
of vehicles for loading and unloading of construction materials, fabrication, handling
of equipment and materials, operation of concrete mixing plants, generators, welding
machines etc. The areas affected are those close to the site. Under the worst case
scenario, considered for prediction of noise levels during construction phase, it has
been assumed that all these equipment’s generate noise from a common point at an
average noise level of 85 dB (A).
10.3.2 IMPACTS DURING OPERATION
The proposed structure at the project site is not expected to have an impact on Noise
during their normal operation.
 Restriction on the usage of noise generating activities and traffic movement in
the Residential areas to day light hours to avoid high noise and sleep
disturbance to residents during construction phase.
 Generator sets should be provided with noise shields around them.
 Vehicles used for transportation of construction material should be well
maintained.
10.4 WATER QUALITY
The proposed project will cause minimal effect on the water quality. As the workers
employed in the construction phase will be housed locally, and will be few in number,
there will not be substantial quantity of waste water generated by them.
TCE.10659A-CV-3054-DP-30541D (P0)
 High pressure hose should be used for cleaning and dust suppression
purposes.
 Discharge of construction wastes to surface water bodies or ground water
should not be allowed during construction. It can be diverted to nearest
sewer.
 During Construction period in rainy season, the water quality is likely to be
affected due to the construction work and loosening of topsoil. This is likely to
increase the suspended solids in the run – off during heavy precipitation. It is
envisaged that the monsoon period will be avoided for cutting and filling of
earthwork.
10.5 LAND ENVIRONMENT
The environmental impacts on land environment have been classified primarily into
two aspects namely i.e., direct impact on soil and land in the area. Land environment
in the area has potential for contamination if there are wastewater discharges directly
on to the land and from impacts arising out of solid waste discharge on to the land.
The proposed project is of very small scale and the discharges on land from
construction activity are minimal.
The Project Management Consultants (PMC) will adopt good construction practices
that will ensure the environmental impacts of waste effluents generated on-site
during construction will be minimized.
10.5.1 IMPACTS OF CONSTRUCTION WASTES
The generation of waste material is inevitable during the construction phase of the
development. Waste is generated at different stages of construction process. Waste
during construction activity relates to excessive cement mix, Asphalts or concrete left
after work is over, rejection caused due to change in design or wrong workmanship
etc. Excavation of earth and rock generates muck. Other wastes include top soil,
clay, sand, and gravel. These are normally re-used as filler at the same site after
completion of excavation work. Construction waste is bulky and heavy and is mostly
unsuitable for disposal by incineration or composting.
The solid waste generated during the construction phase is usually excavated earth
material and construction debris. Excavated earth material will be reused for
backfilling between foundations; to fill up the low-lying areas and whereas, topsoil will
be reused for Landscaping / Greenbelt development purpose. The asphalts shall be
sent to the nearby land fill site after with proper treatment at site as per the directions
of the Environmental Engineer of the Proponent / PMC
10.6 SOCIO ECONOMIC IMPACTS FOR PROPOSED PROJECT
The project can improve the service of the public transport system by making the
road travel more users friendly. The positive impact of the proposed activity is
expected during the start-up of construction activities as well as through its life.
Besides the local population can enjoy the service provided in this road. Local
markets can be boosted by better advertising opportunities at the facility. The project
TCE.10659A-CV-3054-DP-30541D (P0)
will lead to better commuting environment. The commuters will have safe and
comfortable facilities during travel.
10.7 POTENTIAL ENVIRONMENTAL IMPACT MATRIX
This methodology incorporates a list of project activities with a checklist of
environmental components that might be affected. Matrix method incorporates
environmental conditions on one axis and proposed actions on the other.
The impact of each action on various environmental components are filled in a
tabular format to estimate the impacts which may be either qualitative, insignificant,
high, adverse, beneficial or quantitative by assessing a numerical score, but in the
end there should be a grand total to signify the magnitude of the impact. The
activities discussed above are likely to affect the environment in varying degrees.
Relevant components of environment, which are likely to experience some impacts
due to the proposed project activities, have been identified.
Environmental parameters are broadly classified under three following groups
considering the cause - effect relationship:
 Physical Environment
 Biological Environment
 Non Biophysical Components (NBP)
The parameters selected for impact identification are site activities and project
specific. Different parameters considered under the said groups are as follows:
 Ambient Air Quality
 Noise
 Soil stability / erosion
 Vegetation
 Resource use
 Health
 Socio economic
The interaction between project activities and environmental parameters described
above are shown in the impact matrix in Table 10-1, the matrix points out each
activity and its impact on specific environmental parameters. This is a qualitative
work and does not indicate quantitative impact. Some of the impacts are temporary
and localized and some impacts are short term and long term in the matrix.
The predicted impacts of the proposed project have been discussed Table 10-1. The
environmental management measures to reduce the adverse impacts are detailed in
this Section
Table 10-1: Potential Environmental Impact Matrix for Shivamogga City
Non Biophysical
Physical Biological
Components (NBP)
Health (Individual
Socioeconomic
Infrastructure,
Soil stability /
Water Quality
Employment)
Occupational)
(Population,
Community
/Community,
Vegetation
Air Quality
Project Activities
erosion
Noise
Implementation Phase
TCE.10659A-CV-3054-DP-30541D (P0)
Non Biophysical
Physical Biological
Components (NBP)
Health (Individual
Socioeconomic
Infrastructure,
Soil stability /
Water Quality
Employment)
Occupational)
(Population,
Community
/Community,
Vegetation
Air Quality
Project Activities
erosion
Noise
Construction of
Smart Roads ST, - ST, ST, -
Nil ST, -ve Nil LT, +ve
Excavation, and ve -ve ve
construction
Operation of Smart LT,
Nil Nil Nil Nil ST, +ve LT, +ve
Roads +ve
Figure 10-1: Potential Environmental Impact Matrix for Shivamogga City
Note: ST – Short Term, LT – Long Term, +ve – Potential Positive Impact, -ve –
Potential Negative Impact (requires mitigation measures)
Table 10-2: Summary of Environmental Management Plan
Environmental Responsibility
Mitigation Measures Time Frame
Issues Implementation Supervision
Local Traffic Detailed local traffic management Before Contractor/ PP PP
management plan shall be implemented well in Construction of
advance prior to commencement of relevant
works. The traffic control plans shall section
be reviewed and revised periodically
depending upon site conditions.
Safety to Special consideration shall be given Before Contractor/PP PP
pedestrians in preparation of traffic management Construction
plan to the safety of pedestrians. The and during
temporary pathways for pedestrians construction
within RoW shall be kept free of
encroaches and commercial
activities.
Traffic control The contractor shall take all Before start of Contractor / PP PP
& safety necessary measures for the safety of construction at
traffic during construction and relevant
provide, erect and maintain such section
barricades, including signs,
markings, flags, lights and flagmen
as may be required by the engineer
for the information and protection of
traffic. All such measures should be
as per requirement of MRTH.
Ecological Trees falling within the alignment Before start of Contractor/ PP PP
impacts such which are to be removed before construction of
as tree cutting commencement of construction shall relevant
be identified to and approved by section
Forest Dept. Prior permission shall
be obtained.
Resettlement The entitlement framework of the Before start of PP Govt.
and project shall be in accordance with construction of Authorities
rehabilitation the RAP. It shall be ensured that all relevant
R&R activities be reasonably section.
completed as per RAP, before the
construction activity starts in the
TCE.10659A-CV-3054-DP-30541D (P0)
relevant section.
Utility All utilities, such as electrical Before/ During Contractor/ PP PP
relocation installations, telephone lines etc. to construction of
be shifted after prior approval of relevant
agencies. Shifting shall be carried section
out in shortest possible duration to
avoid inconvenience to public.
Relocation of All cultural properties that have been Before start of PP Relevant
Cultural identified as affected shall be construction Govt.
property relocated as per the action plan and Authorities
Rehabilitation Implementation Plan
(RIP)
Noise control Construction activities viz. drilling During Contractor/ PP PP
plan and foundation works that might construction
produce high noise levels shall be
carried out in planned manner as
directed by PP. If needed Noise
control plans shall be prepared
taking into account the site
conditions. The construction noise
level shall adhere to local laws.
Land use Parking of construction vehicles and During entire Contractor/PP PP
outside PRoW stacking/ storage of materials shall site clearance
be preferably restricted within and
PRoW. construction
phases
Dust while All vehicles delivering material to the During Contractor/PP PP
transporting site shall be covered to avoid construction
materials material spillage.
Dust from The unpaved roads, if any, used by During Contractor/PP PP
unpaved roads the contractor shall be sprinkled with construction
water at least once in a day to especially
control fugitive dust emissions. material/
vehicle
movement
Operation of It is understood from the During entire Contractor/PP PP
Hot- implementing authorities, that the construction
mix/concrete/ contractor will utilise the existing phase
asphalt plants Concrete, Asphalt and Hot Mix
Plants. Contractor shall ensure that
existing plants are licensed and
authorised for operation by MPCB/
concerned authorities and shall
intimate PP prior to procuring
materials from them.
Fugitive dust Construction site to be watered During entire Contractor/PP PP
from site periodically to minimize fugitive dust construction
generation. phase
Hazardous Contractor shall ensure that the During entire Contractor/PP PP
conditions of transport vehicles used to ferry construction
roads used by materials and dispose debris does phase
contractor not create hazardous conditions for
vehicles general traffic using the roadway.
Regulation of Night time construction operations During Contractor PP
working hours shall be as carried out as approved construction
by PP. phase
Removal of Periodic inspection at construction During pre- Contractor/PP PP
construction site shall be carried out to ensure construction
TCE.10659A-CV-3054-DP-30541D (P0)
debris removal of excess construction and
debris to the municipal landfill sites. construction
phase
Idling of Idling and parking of vehicles, During pre- Contractor/PP PP
delivery trucks construction machines/equipments construction
near temple and School shall be and
prohibited during entire construction construction
phase phase
Valid PUC Contractor shall ensure that all During entire Contractor PP
certificates for construction vehicles that uses hold project
construction a valid Pollution Under Control implementation
vehicles (PUC) Certificate issued by the phase
competent authority
Construction Exhaust and noise emissions of During Contractor PP
equipment construction equipments shall construction
exhaust adhere to emission norms as laid out phase
by MoEF/ CPCB.
Damaged All vehicle and construction During Contractor PP
noise silencer equipment shall be fitted with construction
exhaust silencers. Damaged
silencers to be promptly replaced by
contractor.
Noise impact All construction equipment During Contractor PP
due to (particularly DG sets, shall adhere to construction
operation of noise standards of Ministry of
DG sets Environment and Forests (MoEF)).
Noise levels Contractor shall take adequate pre- During Contractor PP
near residential cautionary measures as directed by construction
areas PP to dampen high noise generation
from construction activities. The
mitigation measures could include
regulating operation hours in day
time only; intermittent operation,
temporary noise barrier etc.
Noise due to Operation hours for noise generating During Contractor PP
foundation equipments such as pile driving, construction
works concrete and drilling etc. shall be
pre-approved by PP. Depending on
site-conditions, regulate and restrict
operation hours.
Workers Workers exposed to loud noise (As During Contractor PP
exposed to per Factory Act requirements) shall construction
loud noise wear earplugs/earmuffs
Blockage and Construction material containing fine During Contractor PP
change in particles shall be stored, such that construction
drainage sediment-laden water does not drain
pattern into nearby storm water drains.
Soil erosion Embankments, slopes shall be During Contractor PP
stabilised. The work shall consist of construction
measures as per design, or as
directed by the engineer to control
soil erosion, sedimentation and
water pollution, through use of
berms, dikes, sediment basin,
mulches, grasses, slope drains and
other devices.
Foundation Bentonite slurry or similar debris During Contractor PP
excavation generated from pile driving or other construction
TCE.10659A-CV-3054-DP-30541D (P0)
debris construction activities shall be
disposed such that it does not form
mud puddles in the area.
Soil Oil and fuel spills from construction During Contractor PP
contamination equipment shall be minimized by construction
by construction good O&M practices. Soils
wastes, fuel contaminated by such spills shall be
etc. disposed as per MoEF requirements.
Land Sand and stones shall be sourced During Contractor PP
degradation in from only approved and licensed construction
quarry quarries.
Occupational The contractor is required to comply During pre- Contractor PP
Health and with all the precautions as required construction
Safety for the safety of workmen as per the and
International Labour Organisation construction
(ILO) Convention No. 62, as far as
those are applicable to the contract.
Provision of The contractor shall supply all During Contractor PP
Safety necessary safety appliances such as Construction
accessories/ safety goggles, helmets, safety belts,
appliances to ear plugs, masks etc. to the worker
each worker and staff. All laws related to safe
scaffolding, ladders, working
platform, gangway, stairwells,
excavations, safety entry and exit
etc. shall be complied with.
Safety Adequate precautions shall be taken During Contractor PP
precautions to prevent danger from electrical Construction
equipment. All machines/equipment
used shall conform to the relevant
Indian Standards (IS) codes and
shall be regularly inspected by the
engineer.
Availability of A readily available first aid unit During Contractor PP
first aid kit at including an adequate supply of Construction
construction sterilized dressing material and
site appliances shall be provided as per
the requirements under the Factory
Act.
10.8 CONCLUSION
To summarize; from the proposed smart road in Shivamogga city, the following
beneficial impacts, and mitigation measures for adverse impacts can be attributed,
 The proposed project will have positive impacts on the socio-economic
environment of the study area. The project will provide direct and indirect
employment for Skilled, and unskilled personnel, hence providing a boost to
the local economy.
 Improvement of public safety: The commuters will have safe and comfortable
facilities during travel.
 Dust suppression measures in addition to the traffic management should be
followed.
 Waste water discharged from the construction activities shall be diverted to
the nearest sewer.
TCE.10659A-CV-3054-DP-30541D (P0)
 Noise produced from vehicular movement and construction activities can be
curbed to minimal by making use of noise shields for machinery, carrying out
maintenance of vehicles, and by restricting construction activity to day time.
 Regular monitoring of air, water and noise parameters shall be carried out to
keep a check on routine compliance of statutory requirements.
The proponent strongly believes in the concept of sustainable development and

understands the impacts as identified above from the proposed project and will take
all measures to mitigate such negative impacts and also lay emphasis on the
implementation of the Recommendations of the Environmental Management Plan in
true spirits.
TCE.10659A-CV-3054-DP-30541D (P0)
CHAPTER: 11 OPERATING FRAMEWORK
11.1 INDICATIVE PROJECT STRUCTURING
The project is headed by the Managing Director (MD) - Special Purpose Vehicle
(SPV). The Project Management Consultant (PMC) will manage the project in
coordination with SPV and Shivamogga City Corporation (SCC). The technical
aspects of the project will be handled by the PMC.
As discussed earlier, as this is a National Highway project with NH authorities
already having up-gradation plans; with tender floated for execution; it is advised
that, the entire Smart road development project be transferred to NH authorities with
PMC services under smart city project consultants under the overall supervision of
NH authorities. The project to be jointly owned by both NH and SSCL.
The project will be executed by the Contractor, who will be selected through the open
tendering process. Operation and Maintenance of the project will be carried out by
NH / private operator for a defined period as per the SPV’s requirements
Figure 11-1: Governance Mechanism
11.1.1 MILESTONES
The major milestones and time allocated for the completion of each milestone is
tabulated in
Table 11-1: Major Milestones and Time Allocated
Sl. Milestone Time Required Cumulative Period
No. (Months) ( moths)
1 Mobilisation 1.00 1.00
3 Design 2.00 3.00
4 Implementation 15.00 18.00
The capital costs and financial aspects of the project have been detailed in Chapter
7.
TCE.10659A-CV-3054-DP-30541D (P0)
11.1.2 OPERATION AND MAINTENANCE
Proper O&M has to be taken care of by the Municipal authorities; as this is intended
to be constructed under smart city funds alternatively; the O&M can be sublet to a
private agency who will maintain and collect the revenue from the advertisements.
11.2 RISKS AND MITIGATION
11.2.1 RISKS
 Since a large capital will be invested on the construction and maintenance of
the smart roads, it is important to check that the road components / street
furniture are used properly
 The ignorance among people may lead to non-usage of all the complete
smart features that these road offer.
 Possibility of theft of public infrastructure systems
 Lack of awareness of Utility ducts and its usage
11.2.2 MITIGATION
 Authority should ensure for proper operation and maintenance of smart roads;
 Bringing awareness among citizens about the smart technology used in this
road by educating them through social media, newspapers and notices. This
will prevent misuse.
 Making sure proper security measures (CCTV camera installation) are
provided. The defaulters must be levied huge penalties so that such
undesirable situations do not arise in the future.
TCE.10659A-CV-3054-DP-30541D (P0)
CHAPTER: 12 WAY FORWARD AND CONCLUSIONS
12.1 GENERAL
Based on the above DPR, it is expected that, SSCL accords their approval for
construction of smart Road project at the proposed locations along with the conformation
on the lands available for the junction improvements at the proposed locations. This will
also help the project to be implemented without any land issues and the project can be
expected to be completed as per the schedule provided below
Table 12-1: Major Milestones and Time Allocated
Description Owner Tentative Timing
Approval of Concept report SSCL Submitted
Submission of DPR PMC 09-09-2017
Approval of DPR SSCL
Submission of Tender Documents PMC
Shivamogga Smart City Limited (SSCL) 12-1 DPR - Development of Smart Road from
TCE.10659A-CV-3054-DP-30541D (P0)

DPR - Smart Road Shivamoga

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SHIVAMOGGA SMART CITY LIMITED

PROJECT DEVELOPMENT AND MANAGEMENT CONSULTANT FOR

DETAILED PROJECT REPORT

4 th Floor, Tower ‘A’ 247 Park Pricewaterhouse Coopers Pvt Ltd

Sl.No. Revision Prepared Checked Passed Submitted Purpose

NBK, BG,DB, SAC,

FIGURE 2-1: EXISTING LAND USE PATTERN (2010) ........................................................................................................................ 6

TABLE 2-1: EXISTING LANDUSE DATA OF SHIVAMOGGA CITY .......................................................................................................... 5

For sake of clarity and precision in presentation, many abbreviations of technical

Sl. Bituminous Coarse Total Thickness

1 25 75 250 200 550

2 25 50 250 200 525

E 9. Traffic Survey and Analysis

Existing AADT on the Project stretch

Goods Car / Two Three

Cumulative Average Annual Growth

Sl. No. Details Proposed Standards

E 13. Improvement Proposal

E 16. Conclusions and Recommendations

Shivamogga’s Area Based Development (ABD) proposal includes Retrofitting and

Pursuant to above, TATA Consulting Engineers Limited (TCE) in association with

National Highway – Shivamogga Sub-Division has prepared the Detailed Project

 Enhanced safety and level of service for the road users

1.3 SCOPE OF WORK

Existing Land use (2010) Proposed Land use (2031)

Commercial 164.86 4.77 443.26 4.55

Industrial 288.74 8.35 547.14 5.61

Total 3457.68 100.0 9746.79 100.0

Water sheet 224.30 690.65

Grand Total 3681.98 10437.44

Figure 2-3: Transport Connectivity of Shivamogga City

Figure 2-4: Shivamogga KSRTC BUS Stand

2.15 PROJECT AREA

Figure 2-5: Project Location

Figure 2-6: Project Road Alignment (Ashoka Circle to Alkola Circle)

The salient features of the existing road is provided in Table 3-1

3 Pavement Type Flexible

4 Traffic – AADT (Year 2017) 33,479 PCU

8 Storm Water drain Partially Present

9 Street Lighting Partially Present

10 Road Side Plantation Partially Present

11 Underground Utility Corridor Absent

12 Rain water harvesting facilities Absent

13 CCTV / ICT components Partially Present

14 Bus Shelters Partially Present

15 Bus Bays Absent

16 Auto Stand Present

17 Parking facilities Absent

18 Cycle Track Absent

19 Road Side Litter Bins Absent

20 Road Furniture Absent

Existing Auto stand at McGhann Hospital Existing Road side drains

Existing Signalized Junction near Helipad (Adichunchanagiri Circle)

Unauthorised parking of Commercial Vehicles

Water logging in few stretches Rutting of the Bituminous layer

Non-Sophisticated Bus Stops

End of Project Road Stretch at Prof. Krishnappa Circle (Alkola Circle)

Figure 3-1: Site Visit Observation

The minor junctions are:

 Adichunchanagiri Circle (IB Circle) – Major

Figure 3-4: Aynur Gate Junction within the Project Alignment

Figure 3-5: APMC Yard Junction within the Project Alignment

Figure 3-6: Alkola circle within the Project Alignment

The Primary tasks accomplished after the reconnaissance survey included: