Final DPR - Smart Roads - Package 1 (Repaired)

PROJECT
“INTEGRATED MOBILITY AND SERVICES PLAN

FOR TUMAKURU ABD AREA”
DETAILED PROJECT REPORT – FOR 04 ROADS OF

PACKAGE 01
“DEVELOPMENT & IMPLEMENTATION OF SMART
ROADS IN TUMAKURU ABD AREA”
Project Management Consultant for Implementation of Smart City
Mission Project of Tumakuru City
October 2018
Submitted to: Tumakuru Smart City Limited
Submitted by:
IPE Global Limited Grant Thornton India LLP Aryavartha Design

Consultants LLP
Contents
DISCLAIMER i
Executive Summary ii
Objective ii
Existing Status and Proposed Scheme iii
Estimated Cost vii
1 Background 2
1.1 The Smart Cities Mission 2
2 Introduction 4
2.1 Tumakuru City Profile 4
2.2 Economic Landscape of Tumakuru 6
2.3 Tumakuru Smart City 6
3 Project Understanding 8
3.1 Scope of Work 8
3.2 Key Objectives 8
3.3 Project Components 9
3.4 Identified Roads for Development of Smart Road 9
3.5 Other Transport Sector Projects 12
Integrated Bus Terminal 12
Public Bicycle Sharing 12
4 Existing Condition 13
4.1 Reconnaissance Survey Details 13
Classification of Road Network 13
Right of Way and Road Length 14
Existing Intersections 15
Existing Pavement Condition 18
Pavement Composition of Existing Road 22
Cycle Track 25
Existing Footpath/ Walkway Condition 25
Existing Sewerage Collection Network 29
Existing Water Supply Distribution Network 33
Existing Storm Water Collection Network 35
Existing Electrical & Telecom Lines 36
4.2 Stake Holders Meetings/Data Collection 37
4.3 Survey and Investigation 38
Topographical Survey 38
Traverse Survey 38
Levelling 38
Subgrade Characteristics and Strength 38
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Project Management Consultant for Implementation of Smart City Mission Project of Tumakuru City
Detailed Survey 39
Reconnaissance Survey 39
Traffic Surveys 39
4.4 Traffic and Transportation Analysis 41
Traffic Volume Count Analysis 41
Pedestrian Volume Count 49
Parking Survey 49
Vendor Survey 52
4.5 Existing Circulation pattern and options 54
4.6 Identified Issues and Constraints 57
M.G. Road 57
Horpet Road 57
J.C. Road 57
Vivekananda Road 58
4.7 Project Limitations 58
5 Design Principles and Design Parameters 60

5.1 Design Basis for Roads 60
Introduction 60
Standards and Guidelines 60
Design Speed 62
Horizontal Alignment 62
Super Elevation on Curves 62
Cross-Sectional Elements 63
Camber/cross fall 63
Vertical Alignment 63
Road Signage and Markings 63
Junctions 63
Turning Radius 64
Plan & Profile drawing 64
Cycle Track 65
Footpath 69
5.2 Utilities 75
Sewerage Collection Network 75
Water Supply Distribution Network 75
Storm Water Collection Network 76
Type of flow 76
Formula for Rain Water Discharge 76
Rainfall Intensity 76
Design Consideration For Hydraullic Sizing of Drains :- 76
Flow - Friction Formula 77
Velocity at minimum & maximum flow 77
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Catchment Area 78
Rainfall Runoff :- 78
Hydraullic Design of Existing Drain 79
Flow - Friction Formula 79

Underground Cable Corridor 82
Street Lights 87
5.3 Pavement Design Standards 89
Flexible pavement 89
Flexible overlay 91
White topping 93
5.4 Traffic Control Devices 96
5.5 Parking Designs 98
5.6 Bus Queue Shelters 98
6 Proposal 100
6.1 Roads Proposal 100
M.G. Road 100
Horpet Road 103
J.C. Road 106
Vivekananda Road 109
6.2 Design Traffic 111
6.3 Pavement Design 112
Pavement design for M.G. Road 113
Pavement design for Horpet Road 115
Pavement design for J.C.Road 116
Pavement design for Vivekananda road 119
Dowel & Tie Bar Details 120
6.4 Interlock Concrete Block Pavement Design 121
6.5 Rigid Vs Flexible Vs Paver Block 121
6.6 Sewerage Collection Network 121
6.7 Water Supply Distribution Network 121
6.8 Storm Water Collection Network 122
6.9 Revenue model of Advertisement at JC Road 122
6.10 Utility Cable Corridor 123
Sizing and arrangement of PVC/HDPE Duct Bank 123
Duct Bank Arrangement 124
Cable Manhole 125
6.11 Street Lights & Bollards 127
6.12 Vendors 128
6.13 Trees and Shrubs 128
6.14 Cross-Roads Development 130
6.15 Construction Duration 130
6.16 Operation & Maintenance 130
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6.17 Proposed 3D View 132
7 Social Impact Assessment 135

7.1 Screening and Identification of Social Impacts 135
8 Environmental Impact Assessment 138

8.1 Preamble 138
8.2 Policy, Legal and Administrative Frame Work 138
8.3 Environmental Assessment of proposed DPR measures 140
Introduction 140
8.4 Anticipated Environmental Impacts and Mitigation Measures 143
Impacts and Mitigation during Design Stage 143
Impacts and Mitigation during Construction Stage 144
Impacts and Mitigation during Operation Stage 145
8.5 Environmental Management Plan and Grievances Redress Mechanism 146
8.6 Public Consultation and Information Disclosure 146
8.7 Conclusions and Recommendations 147
9 Institutional Frame Work 148
10 Cost Estimate 149
11 Financial Frame Work 150
12 Operational Framework 151
13 Project Way Forward 152
ANNEXURE I: CONSENT LETTERS
ANNEXURE II: BILL OF QUANTITIES
ANNEXURE III: DETAILED DRAWINGS
ANNEXURE IV: TESTS & SURVEY DETAILS
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List of Figures
Figure 1: Conceptualization of Smart City ....................................................................................................2
Figure 2: Location of the City ...........................................................................................................................4
Figure 3: Location of Roads for Development of Smart Road ............................................................ 10
Figure 4: Classification of Roads .................................................................................................................. 11
Figure 5: Schematic representation of Urban road classification based on functionality........... 14
Figure 6: Pavement Condition of M.G. Road ........................................................................................... 19
Figure 7: Pavement Condition Horpet Road ............................................................................................ 20
Figure 8: Pavement Condition of J.C. Road .............................................................................................. 21
Figure 9: Pavement Condition Vivekananda Road ................................................................................. 22
Figure 10: Existing condition of Footpath at M.G. Road...................................................................... 26
Figure 11: Existing condition of Footpath at Horpet Road .................................................................. 27
Figure 12: Existing condition of Footpath at J.C. Road ........................................................................ 28
Figure 13: Existing condition of Footpath at Vivekananda Road ...................................................... 28
Figure 14: Existing Sewarage Collection Network at M.G. Road ...................................................... 30
Figure 15: Existing Sewarage Collection Network at Horpet Road .................................................. 31
Figure 16: Existing Sewarage Collection Network at J.C. Road ......................................................... 32
Figure 17: Existing Sewarage Collection Network at Vivekananda Road ....................................... 33
Figure 18: Water Supply Network with OHT ........................................................................................... 34
Figure 19: Storm Water Drainage Flow Direction ................................................................................... 35
Figure 20: Existing Electrical and Telecom Lines .................................................................................. 37
Figure 21: Composition of Traffic Weekend- MG Road ........................................................................ 41
Figure 22 Hourly Variation of Traffic- Weekend- MG Road ............................................................... 42
Figure 23: Composition of Traffic Weekday 1- MG Road ..................................................................... 43
Figure 24 Hourly Variation of Traffic- Weekday 1- MG Road............................................................. 43
Figure 25: Composition of Traffic Weekday 2- MG Road .................................................................... 44
Figure 26 Hourly Variation of Traffic- Weekday 2- MG Road ............................................................ 44
Figure 27: Composition of Traffic Weekend- JC Road .......................................................................... 45
Figure 28 Hourly Variation of Traffic- Weekend- JC Road .................................................................. 46
Figure 29: Composition of Traffic Weekday 1- JC Road ....................................................................... 47
Figure 30 Hourly Variation of Traffic- Weekday 1- JC Road ............................................................... 47
Figure 31: Composition of Traffic Weekday 2- JC Road ....................................................................... 48
Figure 32 Hourly Variation of Traffic- Weekday 2- JC Road ............................................................... 48
Figure 33 Parking Duration MG Road........................................................................................................ 50
Figure 34 Parking Duration Horpet Road ................................................................................................. 50
Figure 35 Parking Duration JC Road .......................................................................................................... 51
Figure 36 Parking Duration Vivekanada Road ........................................................................................ 51
Figure 37 Existing Circulation Plan............................................................................................................. 55
Figure 38 Proposed Circulation Option 1 ................................................................................................... 55
Figure 39 Proposed Circulation Option 2 .................................................................................................. 56
Figure 40: Minimum width standard for Cycle track ............................................................................. 65
Figure 41: Representation of cycle track on bridges. .............................................................................. 68
Figure 42: Representation of cycle track at road crossings .................................................................. 68
Figure 43: Representation of cycle track at Intersections ..................................................................... 69
Figure 44: Lighting arrangement for cycle tracks ................................................................................... 69
Figure 45: Clear Walking Zone is separate from Planting Zone......................................................... 70
Figure 46: Minimum Width of Clear Footpath in consideration to universal accessibility. ....... 71
Figure 47: Service covers in flush with pavement surface ..................................................................... 73
Figure 48: Kerb demarcated with yellow paint for safety ...................................................................... 73
Figure 49: Signalized Left Turning Pocket................................................................................................ 74
Figure 50: Representation of Kerb Ramp ................................................................................................... 74
Figure 51: Typical Layout Diagram of Utility Tunnel-1 ........................................................................ 83
Figure 52: Typical Layout Diagram of Utility Duct................................................................................ 84
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Figure 53: Typical Layout Diagram of Utility Tunnel-2........................................................................ 85
Figure 54: Typical Layout Diagram of Utility Tunnel-3........................................................................ 86
Figure 55: Different layers of flexible pavement ...................................................................................... 89
Figure 56: Typical flexible overlay................................................................................................................ 91
Figure 57: Traffic Signs and Signals ............................................................................................................ 97
Figure 58: Proposed 15m Layout-1 for M.G. Road ................................................................................ 101
Figure 59: Proposed 15m Layout-2 for M.G. Road ................................................................................ 102
Figure 60: Proposed Average 15m Cross-section-1 for M.G. Road................................................... 102
Figure 61: Proposed Average 15m Cross-section-2 for M.G. Road ................................................... 103
Figure 62: Proposed 11-16m Layout for Horpet Road .......................................................................... 104
Figure 63: Proposed 12-16m Cross-section-1 for Horpet Road .......................................................... 105
Figure 64: Proposed 12-16m Cross-section-2 for Horpet Road.......................................................... 105
Figure 65: Proposed 12-16m Cross-section-3 for Horpet Road.......................................................... 106
Figure 66: Proposed 30m Layout for J.C. Road ...................................................................................... 107
Figure 67: Proposed 30m Cross-section-1 for J.C. Road ...................................................................... 108
Figure 68: Proposed 30m Cross-section-2 for J.C. Road...................................................................... 108
Figure 69: Proposed 10-13m Layout for Vivekananda Road ............................................................... 110
Figure 70: Proposed 10-13m Cross-section-1 for Vivekananda Road ............................................... 110
Figure 71: Proposed 10-13m Cross-section-2 for Vivekananda Road ............................................... 111
Figure 72: Graph showing relationship between BBD & Modulus of Subgrade reaction ........ 112
Figure 73: Typical sectional Elevation of Utility Duct-1 ..................................................................... 126
Figure 74: Typical sectional Elevation of Utility Duct-2 ..................................................................... 127
Figure 75: Types of Bollard Light on Smart Road................................................................................. 128
Figure 76: Proposed types of Shrubs along the Road ........................................................................... 130
Figure 77: Proposed 3D View of M.G. Road ........................................................................................... 132
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List of Tables
Table 1: Key facts about Tumakuru (As per Census 2011) ......................................................................5
Table 2: Existing ROW and Road Length of Proposed Smart Road ............................................... 14
Table 3: Existing Intersections along M.G. Road .................................................................................. 15
Table 4: Existing Intersections along J.C. Road..................................................................................... 16
Table 5: Existing Intersections along Vivekananda Road................................................................... 16
Table 6: Existing Intersections along Horpet Road .............................................................................. 17
Table 7: Existing pavement composition of M.G. Road ....................................................................... 23
Table 8: Existing pavement composition of Horpet Road ................................................................... 23
Table 9: Existing pavement composition of J.C. Road .......................................................................... 24
Table 10: Existing pavement composition of Vivekananda Road ...................................................... 25
Table 11: Existing Sewerage Collection Network .................................................................................... 33
Table 12: Existing Storm Water Collection Network ............................................................................. 36
Table 13: Existing Electrical, Streetlight and Telecom Lines ............................................................ 36
Table 14: Test Results of Subgrade Samples............................................................................................. 39
Table 15: Peak hour Traffic- Weekend-MG Road ................................................................................... 42
Table 16: Peak hour Traffic- Weekday 1-MG Road................................................................................. 43
Table 17: Peak hour Traffic- Weekday 2-MG Road ................................................................................ 45
Table 18: Peak hour Traffic- Weekend-JC Road ...................................................................................... 46
Table 19: Peak hour Traffic- Weekday 1-JC Road ................................................................................... 47
Table 20: Peak hour Traffic- Weekday 2-JC Road................................................................................... 49
Table 21: Pedestrian Volume Count for Package 1- Roads................................................................... 49
Table 22: Vendor Survey MG Road .............................................................................................................. 52
Table 23: Vendor Survey Horpet Road ....................................................................................................... 52
Table 24: Vendor Survey JC Road................................................................................................................. 53
Table 25: Vendor Survey Vivekananda Road ............................................................................................ 54
Table 26: Design Speed Consideration ...................................................................................................... 62
Table 27: Design Description of Cross-Sectional Elements ............................................................... 63
Table 28: Capacity requirements for provision of cycle track ............................................................. 66
Table 29: Gradient details for Cycle track ................................................................................................. 66
Table 30: Capacity of Footpath ..................................................................................................................... 71
Table 31: Required Width of Footpath as per Adjacent Land use..................................................... 72
Table 32: Coefficient of Rain Water Discharge ........................................................................................ 76
Table 33: Design Velocity Criteria................................................................................................................ 77
Table 34: Drain Catchment Area .................................................................................................................. 78
Table 35: Storm Water Runoff ....................................................................................................................... 78
Table 36: Slope of Drains ............................................................................................................................... 80
Table 37: Velocity of Drains ........................................................................................................................... 81
Table 38: Existing Drain Status .................................................................................................................... 81
Table 39: Design Considerations of Cable bank Duct .......................................................................... 87
Table 40: Illumination Level Requirement ................................................................................................ 88
Table 41: Norms for On-street Parking for Car ........................................................................................ 98
Table 42: Drawing List for M.G. Road...................................................................................................... 100
Table 43: Drawing List for Horpet Road ................................................................................................. 103
Table 44: Drawing List for J.C. Road ........................................................................................................ 106
Table 45: Drawing List For Vivekananda Road ..................................................................................... 109
Table 46: Vehicular Traffic Projection In AADT, Both Direction M.G. Road (No. Of Vehicles)
............................................................................................................................................................................... 111
Table 47: Vehicular Traffic Projection In AADT, Both Direction J.C. Road (No. Of Vehicles)
............................................................................................................................................................................... 112
Table 48: Percentage for Axle Loads for the Design of TWT ............................................................ 112
Table 49: Expected Repetitions for Axle Loads ..................................................................................... 113
Table 50: Design Parameters for White Topping .................................................................................. 113
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Table 51: Design Data For M.G. Road...................................................................................................... 114
Table 52: Fatigue life Consumed for Single Axle Load ....................................................................... 114
Table 53: Fatigue life Consumed for Tandem Axle Load ................................................................... 114
Table 54: Pavement Proposal Horpet Road ............................................................................................ 116
Table 55: Design Parameters for White Topping J.C. Road .............................................................. 117
Table 56: Design Data For J.C. Road ........................................................................................................ 117
Table 57: Fatigue life Consumed for Single Axle Load ....................................................................... 117
Table 58: Fatigue life Consumed for Tandem Axle Load ................................................................... 118
Table 59: Pavement Proposal Road ........................................................................................................... 119
Table 60: Cost Comparison between Rigid Vs. Flexible Vs. Paver Block ..................................... 121
Table 61: Water Supply Pipe Length In Meters Proposed by KUWS&DB.................................... 122
Table 62: Revenue Model from Advertisement ........................................................................ 122
Table 64: Pipes Provided in Duct Bank .................................................................................................... 124
Table 64: UG Duct Depth Details .............................................................................................................. 124
Table 65: Proposed Number of Streetlight and Bollards at Smart Road ........................................ 127
Table 66: Types of Vending taking place along the Selected Road ................................................. 128
Table 67: Proposed Number of Trees along the road .......................................................................... 129
Table 68: Social Impacts of Proposed Schemes ..................................................................................... 135
Table 69: Clearances and Permissions Required for Identified Project in DPR ......................... 138
Table 70: Environmental Impact Assessment of proposed Schemes .............................................. 141
Table 71: Institutional Framework for Implementation of Smart Road ......................................... 148
Table 72: Estimated Cost for Proposed Package of Smart Roads . Error! Bookmark not defined.
Table 73: Estimated Cost of Individual Road for per KM of Length .............................................. 149
Table 74: Project Cost for Integrated Mobility & Services Plan (Smart Road) of Tumakuru
ABD Area ........................................................................................................................................................... 150
Table 76: Cost of the Project to be Funded from Integrated Mobility & Service Plan of
Tumakuru ABD Area ..................................................................................................................................... 150
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DISCLAIMER
This report (including any enclosures and attachments) has been prepared by Project
Management Consortium- Tumakuru Smart City limited for the exclusive use by Tumakuru
Smart City Limited and solely for the purpose for which it is provided. PMC-TSCL does not
accept any liability if this report is used for an alternative purpose from which it is intended,
nor to any third party in respect of this report.
PMC-TSCL has used reasonable skill and care in checking the authenticity, accuracy and
completeness of information obtained from the public domain or from external sources in
the report. PMC-TSCL assumes no responsibility for such information.
PMC-TSCL does not accept responsibility for any legal, commercial or other consequences
that may arise directly or indirectly as a result of the use of third-party information or
information sourced from public domain in this report or used for an alternative purpose
from which it is provided.
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Executive Summary
Smart City Mission, launched by Government of India, focuses on development of cities that provide
core infrastructure and give a decent quality of life to its citizens, a clean and sustainable
environment and application of ‘Smart’ Solutions. The focus is on sustainable and inclusive
development and the idea is to look at compact areas, create a replicable model which will act like
a light house to other aspiring cities.
Smart Cities Mission of the Government is a bold, new initiative. It is meant to set examples that
can be replicated both within and outside the Smart City, catalysing the creation of similar Smart
Cities in various regions and parts of the country.
The core infrastructure elements in a smart city would include:
i. Adequate water supply,

ii. Assured electricity supply,
iii. Sanitation, including solid waste management,
iv. Efficient urban mobility and public transport,
v. Affordable housing, especially for the poor,
vi. Robust IT connectivity and digitalization,
vii. Good governance, especially e-Governance and citizen participation,
viii. Sustainable environment,
ix. Safety and security of citizens, particularly women, children and the elderly, and
x. Health and education.
Project Management Consultant for Tumakuru Smart City Limited is proposed the
“Development of Integrated Mobility and Services Plan in Tumakuru Smart City”. In the
proposed scenario, the road named as Mahatma Gandhi Road has been taken up for developing
as a Smart Road project for providing better solution for “Efficient Urban Mobility and Public
Transport, Adequate Water Supply, Assured Electricity Supply and Proper Sanitation”.
Objective
The objective of the project is to provide following services to the citizen along with the better
quality of road.
1. Better Footpath
2. Dedicated Cycle Track
3. On street parking for Autos, Two-wheelers and cars
4. Dedicated space for vendors / hawkers
5. Under Ground Services
a. Water Supply
b. Sewerage Collection Network
c. Strom Water Drainage
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d. Utility Ducts for electrical and telecommunication services
6. Street Lights
7. Street Furniture
8. Multi-Level Car Parking
9. Smart Bus Shelters
Tender for development of 530m stretch of Field Marshal Cariappa Road from KR Extension and
Tumakuru Rural Police Station is already floated. This report focuses on the details of development
for Ashoka Road, M.G. Road, Horpet Road, J.C. Road and Vivekananda Road as Smart Road. In which
Ashoka Road will be taken up after implementation of other project. Project details of Ashoka Road
will not be present in the report.
Existing Status and Proposed Scheme
Exiting status and proposed scheme of the above 4 roads are described below;
1. Mahatma Gandhi Road
Sr. Description Existing Status Proposed Scheme

No.
1. Length of Road 785m 785m
2. Right of Way(RoW) Approx. 14m Approx. 14m
3. Carriageway From Ch 0+00 to 0+525 -11-13m From Ch 0+00 to 0+525 -6.6m (One-way)
including car and two-wheeler parking From 0+530 to 0+785 – 6.6m(Two-way)
(One-way)
From 0+525 to 0+785 – 11.30(Two-way)
4. Footpath on either 1.7 to 2.2 meters 1.8 to 2.3 meters
side of road
5. Car parking From Ch 0+00 to 0+525 -300 angular From Ch 0+00 to 0+525 –parallel and 300
carparks on LHS of road angular carparks on LHS of road
From 0+530 to 0+785 – parallel parking From 0+530 to 0+785 – parallel parking on
on RHS of road LHS of road
Total 48nos. car parking Total 48nos. car parking
6. Two-wheeler From Ch 0+00 to 0+525 –perpendicular To be parked in side roads and conservancies
parking parking on RHS of road.
From 0+525 to 0+785 – perpendicular
parking on LHS of road.
7. Cycle track Nil From Ch 0+00 to 0+525 -1.4m on RHS (One-
way)
From 0+530 to 0+785 – 2.4m on RHS (Two-
way)
8. Vendors 164nos. Occupied footpath space 101 nos. in specified location
9. Landscape and Nil 1.2m-2m on LHS
green space
10. Pedestrian ramps Nil Provided at cross roads to facilitate
uninterrupted movement of pram and wheel
chair
11. Seating Nil Provided at regular intervals
arrangement
12. Tactile tile Nil Provided for full length to advise visually
impaired people
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2. Horpet Road

No.
2. Right of Way Approx. 13m Approx. 13m

(RoW)
(From Church circle to Kothithopu circle) (From Church circle to Kothitopu 03 circle)
ROW Varying 11-15m ROW Varying 11-15m
(From Church circle to Kothitopu circle) (From Church circle to Kothitopu circle)
3. Carriageway From Ch 0+000 to 0+225 8-10.5 including From Ch 0+00 to 0+740 -6.95m (Two-way)
two-wheeler parking (Two-way)
From 0+225 to 0+740 – 10-13(Two-way)
4. Footpath on either 0.9 to 1.5meters 1.8-3.8meters

side of road
5. Car parking Nil Nil
6. Two-wheeler From Ch 0+200 to 0+740 –perpendicular Nil

parking parking on Both side LHS and RHS of road.
7. Cycle track Nil Footpath with cycle track
8. Vendors 118nos. Occupied footpath space Nil
9. Landscape and Nil 0.835 to 2.17 on LHS and RHS.

green space

chair

arrangement
impaired people
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3. J.C. Road

No.
2. Right of Way Approx. 30 Approx. 30

(RoW)
(From Caltex circle hall circle to Indira (From Caltex circle hall circle to Mandipet
canteen) circle)
ROW Varying 18-23m
Under litigation
(Indira canteen to circle Mandipet circle)
3. Carriageway From Ch 0+00 to 0+691-5.5-7(Two-way) From Ch 0+00 to 0+691 -6.95m (Two-way)
4. Footpath on either From Ch. 0+000 to 0+300 1.7 to 2.3meters. 1.7-4 meters
side of road After that no Footpath up to End
5. Car parking From Ch 0+300 to 0+450 Parallel carparks From Ch 0+151.17 to 0+173.90,0+360.88 to
on LHS of road 0+383.61,0+524.81 to 0+553.64,0+600.25-
0+629.08-parallel on LHS of road
From 0+127.13 to 0+149.86 – parallel parking

on RHS of road
Total 21nos. car parking
6. Two-wheeler From Ch 0+080to 0+450 –perpendicular From Ch 0+072.01 to 0+090.61, 0+102.92 to

parking parking on LHS of road. 0+112.72, 0+122.5 to 0+137.85, 0+190.66 to
0+212.56, 0+263.13 to 0+275.13, 0+335.03
to 0+356.93, 0+389.72 to 0+406.12,
0+482.61 to 0+503.41, 0+564.09 to 0+580.99
Perpendicular parking at LHS side of the
Road.
From 0+152.94 to 0+174.84, 0+243.84 to

0+265.74, 0+276.33 to 0+283.93, 0+295.20
to 0+302.80, 0+568.03 to 0+589.93,
0+605.13 to 0+621.53 – perpendicular
parking on RHS of road
Total 229nos. Two-wheeler parking
7. Ambulance From Ch. 0+030 to 0+080 From Ch. 0+066.45 to 0+087.53
8. Cycle track Nil From Ch 0+00 to 0+691 -2.2m on Both side
9. Vendors 150nos. Occupied footpath space 20
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No.
10. Landscape and Nil 1.2m-2m on LHS

green space

chair

arrangement
impaired people
14. Cycle stand Nil From Ch 0+066.45 to 0+048.17 –

perpendicular on RHS of road
Total nos.17Cycle parking
15. Auto stand Nil From Ch 0+029.08 to 0+047.93, 0+637.10 to

0+655.95 –Parallel on LHS of road
From 0+104.87 to 0+123.72, 0+629.14 to

0+647.99 –Parallel parking on RHS of road
Total 10nos. Auto parking
4. Vivekananda Road

No.
2. Right of Way Approx. 10.5 Approx. 10.5

(RoW)
(From Ashoka hotel to Chamundeshwari (From Ashoka hotel to Chamundeshwari
road) road)
3. Carriageway From Ch 0+00 to 0+623-6.9-9.5 including From Ch 0+00 to 0+623 -6.95m (two-way)
two-wheeler parking (Two-way)
4. Footpath on either 1.3 to 1.8 meters 1.2-3.5 meters

side of road
5. Car parking Nil Nil
6. Two-wheeler From Ch 0+00 to 0+623 –perpendicular Nil

parking parking on LHS and RHS of road.
7. Cycle track Nil Nil
8. Vendors 60 Nil
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No.
9. Landscape and Nil Nil

green space

chair

arrangement
impaired people
Estimated Cost
LANE Length of
ROW AMOUNT
SL No DESCRIPTION (Road Road
(M) (Rs)
Type) (Meter)
Single
1 MAHATMA GANDHI ROAD ( M.G. ROAD) 15 to 18 787.00 609,66,644.00
(W.T)
Single
2 HORPET ROAD 11 to 16 754.00 407,97,250.00
(BC)
Double
3 JAYA CHAMARAJENDRA ROAD (J.C. ROAD) 30 691.00 645,04,062.00
(W.T)
Single
4 VIVEKANANDA ROAD 10 to 12 623.00 377,57,967.00
(BC)
5 SUB TOTAL ( 1 + 4 ) 2855.00 20,40,25,923.00
6 Operation & Maintenance for DLP + 4 Years 1,59,25,634.00
7 SUB TOTAL ( 5 + 6 ) 21,99,51,557.00

8 Lump sum for existing utility Shifting & unforeseen charges 25,00,000.00
9 22,24,51,557.00
10 Add GST 12% on SI No. 9 266,94,187.00
SUB TOTAL ( 9+10 ) 2491,45,744.00
11 Add 10% Tender Premium on Sl No.5 204,02,592.00
12 ADD for Contingency @ 3.0% on Sl No. 5 61,20,778.00
13 Roundoff 30,886.00
Grand Total (9 to 13 ) 27,57,00,000.00
Rupees Twenty Seven Crores Fifty Seven Lakhs Only
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COST OF ROAD
SL No DESCRIPTION
per KM Length
1 MAHATMA GANDHI ROAD (M.G. ROAD) 774,67,147.00
2 HORPET ROAD 541,07,759.00
3 JAYA CHAMARAJENDRA ROAD (J.C. ROAD) 933,48,860.00
4 VIVEKANANDA ROAD 606,06,689.00
JE/AE Assistant Executive

Team Leader, Tumakuru Smart Engineer
PMC, TSCL City Limited Tumakuru Smart
City Limited
Executive Engineer General Manager Technical

Tumakuru Smart City Tumakuru Smart City
Limited Limited
viii | P a g e
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1 Background
1.1 The Smart Cities Mission
Rapid growth in small and medium scale urban centres plays an important role in economic and
societal progress. However, it also strains a city’s infrastructure. Key challenges, such as traffic
congestion, energy usage, public safety, and the building of sustainable communities are top of
mind. Such challenges need to be addressed through the development and implementation of
intelligent solutions. Smart cities are measured by the integration of their infrastructure and the
intelligent ways by which they tackle challenges. A smart city puts emphasis on creating a system
of networks to allow for a systematic flow of information and effective management of resources.
Enabling integration and convergence with organizations and local authorities to provide solutions
for the development of a smart city is crucial.
A Smart City offers decent living options to every resident. This would mean that it will have to
provide a very high quality of life i.e. good quality but affordable housing, cost efficient physical
infrastructure such as 24 x 7 water supply, sanitation, 24 x 7 electric supply, clean air, quality
education, health care, security, entertainment, sports, robust and high speed interconnectivity,
fast & efficient urban mobility etc.
Figure 1: Conceptualization of Smart City
Adequate
Water Supply
Inclusive and
Proper
Sustainable
Sanitation
Development
Efficient
Social Infrastructure in
Urban
Infrastructure a Smart City Motility
Assured
E-governance Electricity
Supply
Robust IT
Connectivity
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Nearly 31% of India’s current population currently resides in cities and contribute 63% of GDP
(Census 2011). Urban areas are expected to house 40% of India’s population and contribute 75% of
India’s GDP by 2030. This requires comprehensive development of physical, institutional, social and
economic infrastructure. All are important in improving the quality of life and attracting people and
investment, setting in motion a virtuous cycle of growth and development. Development of Smart
Cities is a step in that direction.
The Smart Cities Mission is an innovative and new initiative by the Government of India to drive
economic growth and improve the quality of life of people by enabling local development and
harnessing technology as a means to create smart outcomes for citizens.
The objective of the Smart Cities Mission is to promote cities that provide core infrastructure and
give a decent quality of life to its citizens, a clean and sustainable environment and application of
‘Smart' Solutions. The focus is on sustainable and inclusive development and the idea is to look at
compact areas, create a replicable model, which will act like a lighthouse to other aspiring cities.
The Smart Cities Mission aims to set examples that can be replicated both within and outside the
Smart City, catalysing the creation of similar Smart Cities in various regions and parts of the country.
The Smart Cities Mission is being operated as a Centrally Sponsored Scheme (CSS) and the Central
Government proposes to give financial support to the Mission to the extent of ₹ 48,000 crores over
five years i.e. on an average ₹ 100 Crores per city per year. An equal amount, on a matching basis,
will be contributed by the State/ULB; therefore, nearly INR One Lakh Crore of Government/ULB
funds will be available for Smart Cities development.
Accordingly, the purpose of the Smart Cities Mission is to drive economic growth and improve the
quality of life of people by enabling local area development and harnessing technology, especially
technology that leads to Smart outcomes.
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2 Introduction
2.1 Tumakuru City Profile
Tumakuru, the district headquarters of Tumakuru district in South East Karnataka, is an industrial
city spread over about 48 Square Kilometres, popularly known as the City of Education and the City
of Coconuts. Almost 7 years ago, Tumakuru was accorded the status of a City Corporation.
Tumakuru is in close proximity to the Karnataka State Capital, Bengaluru which is located just 70
km South West of Tumakuru.
Figure 2: Location of the City
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The following table summarizes some key facts about Tumakuru City.
Table 1: Key facts about Tumakuru (As per Census 2011)

Tumakuru City Population 3,05,821 (2011 Census)
Area 48.21 Sq. Km.
Population Density 6300/km2
Population of the ABD Area 43,941
ABD Area 3.62 Sq. km.
Length of Roads 575 Km
Sex Ratio 976
Literacy 88.91%
Temperature Summer: 32°C – 40°C Winter: 17°C – 30°C
Elevation 822 m
Latitude 13.34°N 77.1°E
Distance from Bangalore 70 KM
Connectivity Nearest Airport – Kempegowda International Airport,
Benguluru (86 KM)
Nearest Railway Station: Tumakuru Railway Station
Nearest Major Railway Station: Yeshwantpur Railway Station,
Bangalore (63 KM)
Tumakuru District is an administrative district in the state of Karnataka in India. It was formerly the
part of old Mysuru State. The district occupies an area of 10,598 km² and had a population of
2,584,711, of which 19.62% were urban as of 2001. It is a one-and-a-half-hour drive from Bangalore,
the capital of Karnataka. It is the only discontinuous district in Karnataka (Pavagada Taluk has no
geographical continuity with the rest of the district).
As per 2011 India census, Tumakuru had a population of 305,821. Tumakuru has an average literacy
rate of 75%, higher than the national average of 59.5%: male literacy is 79%, and female literacy is
70%. About 11% of the population is under 6 years of age. The most common language in the city
is Kannada.
Tumakuru is a knowledge hub in the south interior Karnataka and boasts of its own Tumakuru
University, two medical colleges, five engineering colleges, 38 degrees and post-graduate colleges,
one dental college and many polytechnics, high schools and primary schools imparting top level
education to all classes of citizens. Tumakuru is a good education center from primary education to
higher education.
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2.2 Economic Landscape of Tumakuru
Tumakuru’s total GDP stands at ₹ 100.75 billion contributing 3.4% to state GSDP. Its per capita
annual income in the district being ₹ 50,906. However, the GDDP trend has been growing at 6%
CAGR from 2007-08 to 2012-13, with the Agriculture and Allied sector as the highest contributors
at 6.1% for 2012-13.
Tumakuru has 46% of its land under cultivation. The region`s top three cultivated crops include
Cereals with 51% of Net Sown Area, Oilseeds with 25% and Pulses with 16% of the cultivated land.
It is famous for cultivation of Hybrids in Paddy. It grows flowers like Aster, Crossandra, Jasmine, and
Chrysanthemum. Tumakuru has a Flower market at Badavanahalli in Madhugiri. Other crops grown
are Mango, Banana, Pomegranate, Tomato, Brinjal, Cucumber, Tamarind and Ginger.
Tumakuru has a ready Industrial infrastructure spread across 7 Industrial Parks and 7 Industrial
Estates that serve 37 large and medium industries with an investment of ₹113.916 billion and 27322
SSI that have an aggregate investment of ₹456.47 billion.
Agro & Food Processing Industry is a highly focused sector. A 103-acre Food Park at
Vasanthanarsapura is set to ignite the sector with not just infrastructure and food processing
equipment, but the technology up-gradations and better techniques of production and knowledge
transfer on grading, processing, packing and marketing being given impetus here. Rice mills, Coir
industries, Oil extraction mills are the other major agro based industries in the region. A Flower
Auction Center with an investment of US$ 3.12 million and a Fish Seed Farm at Markonahalli is on
the anvil too.
The district has a thrust on textiles with a proposed Textile Park, An Apparel Zone, A Readymade
Garments Zone and a Handloom Cluster in the district. The district also has plans for an Integrated
Machine Tool Industry Park and Machine tools focused technology Incubation Centre in association
with GoK on PPP mode.
Tumakuru is strategically located at the Centre of fast growing domestic car markets in Gujarat,
Maharashtra and Tamil Nadu and has been identified as part of Electronics Manufacturing Cluster
in under M-SIP (Modified Special Incentive Package) scheme which provide financial incentive.
Establishment of Flower Auction Centers in Tumakuru with an investment of US$ 3.12 million (₹15
crores) is also proposed.
2.3 Tumakuru Smart City
The Government of Karnataka has accorded approval for implementation of Smart Cities Scheme
in the State. The High Power Steering Committee (HPSC) for Smart Cities Scheme has also been
constituted under the Chairmanship of Chief Secretary with representatives of various State
Government departments to guide the mission in the State.
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The Karnataka Urban Infrastructure Development & Finance Corporation (KUIDFC) has been
nominated as the State Level Nodal Agency (SLNA) and Mission Directorate by the Government of
Karnataka.
The High Powered Steering Committee (HPSC) had recommended selection of six cities, viz.,
Belagavi, Shivamogga, Mangaluru, Hubbali Dharwad, Tumakuru & Davanagere for development
under the Smart Cities Scheme based on the guidelines issued by the Ministry of Urban
Development (MoUD), GoI.
These 6 Smart Cities prepared their “Smart City Proposal” for participation in the “City Challenge”
and submitted the same to MOUD.
Tumakuru has been selected as one among the 100 Smart Cities to be developed in India under
the Smart Cities Mission of the Government of India.
Tumakuru was selected in the second round of the challenge through its proposal that aimed at
“Transforming Tumakuru from a mere edge city of Bengaluru to within the region with a strong
focus on economic development and provision of Enhanced Connectivity, High Quality Of Life,
Ecological Integration, and Inclusive Development”.
Tumakuru’s Area-based development (ABD) proposal revolved around a retro-fitting of about 1400
Acres in the CBD area along with the Amanikere Lake to be an inclusive and thriving space catering
to all user groups with the aim of decongesting the city centre, upgrading the available
infrastructure & services, and integrating the built space and the environment.
To implement the above projects, a Special Purpose Vehicle (SPV) named Tumakuru Smart City
Limited (TSCL) has been incorporated.
A consortium of IPE Global Pvt. Limited, Grant Thornton India LLP and Aryavartha Design
Consultants LLP has been appointed as the Project Management Consultants (PMC) for
implementation of the Smart City Mission Project of Tumakuru City. The consortium has entered
into agreement with TSCL for the aforementioned consultancy.
One of the projects identified by the Board, as part of the Tumakuru Smart City Plan is the
“Integrated Mobility and Services Plan”. Accordingly, the PMC is presenting this Detailed Project
Report for the development of the Package-1 Smart Road under the stated project.
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3 Project Understanding
3.1 Scope of Work
Tumakuru’s Area-based development (ABD) proposal revolved around a retro-fitting of about 1400
Acres in the CBD area along with the Amanikere Lake to be an inclusive and thriving space catering
to all user groups with the aim of decongesting the city centre, upgrading the available
infrastructure & services, and integrating the built space and the environment. The proposed
projects in SCP are Mobility and Accessibility, Quality of Life and Environmental and Ecological. And
the break-up of the proposed projects are Cycle Track, Junction Design, IBT, Vehicle Parking, Auto
Stands, PBS, Smart Roads and Multi-Level Parking, Public Toilets, River Front development, Vending
Zones, Smart Lounge, STP, EHS Housing, Solar Grid Connections etc.
A number of projects divided into Area Based Development (ABD) projects and Pan City
components. Smart Road is part of ABD Project for implementation.
Area based development: The identified area of the Tumakuru city is developed into a “Smart
Area” which incorporates the features/ elements proposed in its Smart City Proposal including
revival & rejuvenation of Amanikere Lake, Development of Integrated Bus Terminal as a central
transit hub, improved solid waste management, LED street lights, pedestrian footpaths & cycle
track, underground utility corridor, etc.
Smart Road Project was grouped into 2 package for its phase wise development. Six roads were
identified in the ABD area to be taken up for implementation of the smart components in the first
phase. The following roads were taken into consideration.
1. Field Marshal Cariappa Road

2. Ashoka Road
3. M.G. Road
4. Horpet Road
5. J.C. Road
6. Vivekananda Road
3.2 Key Objectives
The objective of the project is to provide following better and enhanced services to the citizen along
with the better quality of road and improving the aesthetics of the street.
1. Improved walkway with the provision of universal access

2. Provision of Tactile to assist the blind for their mobility along the road
3. Dedicated Cycle Track for cyclist to commute
4. On street parking for Autos, Two-wheelers and cars
5. Dedicated space for vendors / hawkers
6. Under Ground Services
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a. Water Supply
b. Sewerage Collection Network
c. Strom Water Drainage
d. Utility Ducts for electrical and telecommunication services
7. Street Lights
8. Street Furniture
9. Multi-Level Car Parking
10. Smart Bus Shelters
3.3 Project Components
The project road facility along the road is proposed to meet the requirement of Smart City.
The major project components proposed includes the following components:
 Development of cycle tracks (NMT facility).

 Additional space allocated towards the footpaths.
 Road Improvements such as Traffic signs, Safety Barriers, Rehabilitation works and
Road markings.
 Intersection Improvements.
 Aesthetical Improvements like Tree lane / plantations, Railing, Bollards etc.
 Beautification and Landscaping of the footpath, intersection and Open spaces
within the ROW.
 Construction Smart Bus Shelters, Bus bays, Auto bays wherever essential.
 Public Amenities like E-Toilet, Dust Bins etc.
 Utility Corridor / spaces and provision for underground ducting.
 Strom Water Drains.
 Provision for Pedestrian footpath LED lights and Street lightings.
 Provision for Smart Poles / CCTV and other ICT components wherever essential.
3.4 Identified Roads for Development of Smart Road
As per the approved concept of “Integrated Mobility and Service Plan”, following network of roads
in the map are selected for development as smart road.
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Figure 3: Location of Roads for Development of Smart Road
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Table below classifies the selected roads as per their length, minimum and maximum ROW, ROW
given in the Master Plan of Tumakuru and Ownership.
Figure 4: Classification of Roads
Actual
Length Master plan
Sl.No Road Name Ownership
(M) Min ROW Max ROW ROW (M)
1 Kothitopu Rd2 1117 24 32 45 NHAI

2 JC Rd1 691 17 33 30 TCC
3 BH Rd1 3115 24 34 30 NHAI
4 Ashoka Rd1 1046 30 32 24 KPWD
Railway Station
5 Rd2 550 20 21 24 TCC
6 DC Office Rd2 439 18 24 24 TCC
7 FMC Road P-11 530 5 18 18 TCC
8 FMC Road P-21 270 5 15 12 TCC
Railway Station Rd
9 Parallel2 735 10 16 18 TCC
Dr. Radhakrishna
10 Rd2 645 16 34 18 TCC
11 Mandipete Rd2 893 10 12 18 TCC
Private bus stand
12 North Road1 315 12 30 18 TCC
Private bus stand
13 South Road2 343 12 15 15 TCC
14 MG Rd1 800 15 15 15 TCC
15 Horpet Rd1 750 12 15 15 TCC
16 Vivekananda Rd1 623 12 26 15 TCC
Chamundeshwari
17 Temple Rd2 678 10 12 15 TCC
Total 13.54 Km
Tender for development of 530m stretch of Field Marshal Cariappa Road from KR Extension and
Tumakuru Rural Police Station is already floated. This report focuses on the details of development
for M.G. Road, Horpet Road, J.C. Road and Vivekananda Road as Smart Road.
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These roads were designed to become ‘Smart’ with all utilities to be located underground along
with the provision of footpath, cycle track, vending kiosks, vehicle parking, LED bollards lights, street
furniture and streetscaping.
3.5 Other Transport Sector Projects
Other transport projects that are going to be implemented along the smart roads are Integrated
Bus Terminal and Public Bicycle Sharing.
Integrated Bus Terminal

The first and the primary purpose of Transportation is to move people and goods from one place
to another, but transportation systems also affect community character, the natural and human
environment, and economic growth patterns of the country. A better and sustainable
transportation system can improve the economy, shape development patterns, and impact quality
of life and the natural environment.
Accordingly, PMC, has conducted feasibility study for most techno commercial feasible options
available as per the site conditions. The proposed site for the bus terminal cum commercial complex
is located in the heart of Tumakuru. The centrality of the site to Tumakuru city offers several
potential advantages. Other factors also include that this area falls within the identified ABD area
for the Smart City, and also, Ashoka Road is one of the potential roads for development as a Smart
Road. The core strengths of the proposed site derive from its tactical location. Its proximity to the
centrality in the city, around the prominent activity make it attractive, both by way of being a bus
terminal as well as a potential commercial area. Integrated development of 10.82 acres of existing
bus stand area (KSRTC and private bus stands and KSRTC depot) as a user-friendly Transport Hub
which would be self-sufficient with parking, commercial activity, a smart lounge, Multiplex and
office spaces.
Public Bicycle Sharing

Public Bike Sharing scheme is considered to act as a mode for last mile connectivity to the residents
who commute daily mainly for education, work and recreational activities in Tumakuru. The PBS
system with its multiple benefits, like affordability, low implementation cost, quick implementation,
environment friendly, last mile connectivity, easy to use etc. has an exciting potential in Tumakuru.
Tumakuru Smart City Proposal, proposes a feeder system that would provide last mile connectivity
to the residents of Tumakuru. The PBS system has been selected as one of the main components
of the feeder system.
Tumakuru Smart City Limited envisages that timely intervention of a good Public Transport system
supported by an efficient feeder system would encourage the young school and college going
population, people travelling for work and recreational purposes to opt for these sustainable modes
of transport, which in turn shall improve the liveability in the city in the long run.
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4 Existing Condition
4.1 Reconnaissance Survey Details
The existing details such as road classification, right of way, carriageway & foot path width, drain,
utility and street lights of 4 road that are M.G. Road, Horpet Road, J.C. Road, and Vivekananda Road
are provided in subsequent sections.
Classification of Road Network

The hierarchy is based on the function the road is expected to perform, and the type of traffic &
the road users. The design speed, road widths & other geometric features are adapted to suit the
road function. Classification of urban road is as follow:
Arterial Road: The significance of this road is to travel intra-urban spaces between central business
district and outlying and outlying residential areas or major suburban centres takes place on this
system. Arterial roads should be coordinated with existing and proposed expressway systems to
provide for distribution and collection of through traffic to and from sub-arterial and collector road
system. These roads may generally be spaced at least 1.5km in highly developed central business
areas and at 8km or more in sparsely developed urban fringes. Parking, loading and unloading
activities are usually restricted and regulated.
Sub-arterial Road: These roads are similar to arterial roads but with lower travel mobility. Their
spacing may vary from about 0.5km in the central business district (CBD).
Collector Road: The function of collector road is to collect traffic from local road and feed it to
arterial to sub-arterial roads. These roads maybe located in the residential neighbourhood, business
areas and industrial areas.
Local/Access Road: Local roads are intended primarily to provide access to abutting property
normally do not carry large volumes of traffic. Majority of trips in urban areas either originate from
or terminate on these roads. Local roads maybe residential, commercial or industrial, depending
on the predominant use of adjoining land. They allow unrestricted parking and pedestrian
movements.
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Figure 5: Schematic representation of Urban road classification based on functionality.
Arterial Road Sub-Arterial Road Collector Road Local/Access
The roads that fall under Smart Road on the basis of their functionality are as follows;
 Ashoka Road – Sub-Arterial
 M.G. Road- Sub-Arterial
 Horpet Road- Collector
 J.C. Road- Sub-Arterial
 Vivekananda Road- Collector
Right of Way and Road Length

The existing right of way, carriageway width and road length of the selected road network is shown
in the following table;
Table 2: Existing ROW and Road Length of Proposed Smart Road

Actual Master Carriage
Sl.
Length Min Max. Plan way
No Road name Functionality Ownership
(m) ROW ROW ROW Width
.
(M)
1. M.G. Road 787 15 15 15 10.5-15m Sub-Arterial TCC
2. Horpet Road 754 12 15 15 8.5-13m Collector TCC
J.C. Road 691 17 33 30 LHS-5.5- Sub-Arterial TCC
7.2m,
3.
RHS-6 –
7.2m
Vivekananda 623 12 26 15 6.9-10m Collector TCC
4.
Road
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Existing Intersections
With the development of smart road for the selected road the intersection along the road are also
to be resolved. The intersection that are falling under these roads are listed in the respective table
of each road component.
Table 3: Existing Intersections along M.G. Road

Sl No. Junction No. Remarks Photo
Name of
Arms
1. BH Road and 3 One-way

MG Road @ entry to
Ch 0+00 vehicular
traffic from
BH road to
MG Road
2. MG Road and 3 Movement

Cross road to of
KSRTC bus pedestrian
stand @ Ch traffic is
0+303 more. Few
two
wheelers
Also use this
cross road
3. MG Road and 4 It is a major

Vivekananda junction
Road @ Ch since the
0+522 road
connects to
Ashoka road
and FMC
(Bar line)
road
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4. MG Road and 4 Another
Gumchi major
Circle @ Ch junction
0+785 since it
connects to
Ashoka road,
DC office
road and
Kothitopu
road.
Table 4: Existing Intersections along J.C. Road

Name of
Arms
1. BH Road 4 Vehicular
and JC Road traffic from BH
@ Ch 0+00 road to JC
Road and also
towards
Kunnigal Road
Table 5: Existing Intersections along Vivekananda Road

Name of
Arms
1. Ashoka 3 Vehicular
Road and traffic from
Vivekananda Ashoka Road
Road @ Ch to
0+00 Vivekananda
road
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2. Vivekanand 4 Vehicular
Junction @ movement as
Ch 0+240 well as
pedestrian
movement
3. Carriappa 4 Major
Road Vehicluar
Junction traffic
@Ch 0+463
4. Chamunde- 4 Pedestrian
shwari movement
Junction @ observed
Ch 0+650 more and
vehicular
movement
Table 6: Existing Intersections along Horpet Road

Name of
Arms
1. Church 4 Vehicular
Circle @ Ch traffic
0+00 movement
from Church
Circle to
Vivekananda
Road
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2. Gumchi 4 Mixed Traffic
Circle@ Ch movement
0+253
3. Carriappa 4 Moderate
Road Traffic
Intersection
(Part)@ Ch
0+460
4. Chamunde- 3 Vehicular
shwari traffic and
Temple pedestrian
Junction@ traffic
Ch 0+630
5. Kothitop 3 Traffic
Junction @ Movement
Ch 0+754 towards
Amanikere and
Horpet Road
Existing Pavement Condition

The existing pavement condition was evaluated by means of visual condition survey supplemented
by actual measurements of length, width and depth of crack, pot hole & rutting to meet the study
requirements. The existing pavement condition of each road is given in following sub chapters:
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4.1.4.1 M.G. Road
The existing pavement condition varies from good to fair. Road cut portion was observed at 2
locations viz., near Bala Bhavana and Krishna theatre. Minor distresses observed were transverse
and reflection cracks. Corner/edge cracks are observed in few locations. The riding quality of the
existing roads is average.
Figure 6: Pavement Condition of M.G. Road
PAVEMENT IN GOOD CONDITION
EDGE FAILURE POT HOLES AND ROAD CUT PORTION
4.1.4.2 Horpet Road
The pavement condition varies from average to poor condition. There were pot holes on the
pavement and demolished footpath and broken edge of road was observed. The breakage were
found near BESCOM office. Cracks were found along the road that causes seepage of water. Riding
quality of the existing road is average.
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Figure 7: Pavement Condition Horpet Road
PAVEMENT IN AVERAGE CONDITION
4.1.4.3 J.C. Road
The pavement condition varies from fair to poor and the bituminous layer of the road is disrupted
along the road section. There are large pot holes and slippage along the road and problems of
waterlogging takes place. The riding experience of the road is also below average.
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Figure 8: Pavement Condition of J.C. Road
PAVEMENT IN POOR CONDITION
SLIPPAGE CRACK POT HOLES AND TRANSVERSE CRACK
4.1.4.4 Vivekananda Road
The pavement condition varies from fair to very poor. Carriageway from Ch 0+165 to 0+265 is
excavated for laying sewage line, which calls for reconstruction of pavement layers. The top layer
of the road was washed off and other minor distresses observed were transverse and reflection
cracks. There were large pot holes along the road causing slow vehicular movement of traffic. The
riding quality of the road is poor.
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Figure 9: Pavement Condition Vivekananda Road
PAVEMENT IN POOR CONDITION
Pavement Composition of Existing Road

To understand the existing pavement composition the test pits were excavated at the
pavement/shoulder interface on sample basis to ascertain the composition (Pavement layers,
Material type and thickness) and classification of sub grade material.
At each test pit location, the following information was recorded.
• Test pit reference (location)

• Pavement composition (material type and thickness)
• Sub grade type (textural classification)
The pavement layer composition for all the road were carried out. The detailed existing pavement
composition of all test pits are presented in the following tables for all the road.
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Table 7: Existing pavement composition of M.G. Road
Test Pit Pavement
S.No. Photographs
Location Composition
1 Ch. 0 + 090; 1m BT – 70 mm
from pavement Granular – 200 mm
edge on LHS Total – 270 mm
near Narendra
textiles
2 Ch. 0 + 600; 1m BT – 80 mm
edge on RHS Total – 330 mm
near Jain
Temple
Table 8: Existing pavement composition of Horpet Road

Test Pit Pavement
S.No. Photographs
1 Ch. 0 + 200; 1m BT – 110 mm
edge on RHS Total – 510mm
near Mosque
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2 Ch. 0 + 660; 1m BT – 110 mm
near Hanuman
Sawmill
Table 9: Existing pavement composition of J.C. Road

Test Pit Pavement
S.No. Photographs
1 Ch. 0 + 600; 1m BT – 80 mm
near Indira
Canteen
2 Ch. 0 + 240; 1m BT – 70 mm
near Suchi
Autolinks.
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Table 10: Existing pavement composition of Vivekananda Road
Test Pit Pavement
S.No. Photographs
1 Ch. 0 + 100; 1m BT – 80 mm
near Vinayaka
Cycle Shop
2 Ch. 0 + 270; 1m BT – 240 mm

near Karur
Vyasa Bank.
Cycle Track
At present there is no cycle track in Tumakuru to facilitate cyclist along the road to commute and
there is no safety measure for them. Thus, they travel in mixed traffic and becoming prone to
accident.
Existing Footpath/ Walkway Condition

The existing condition of the footpath are described separately for each road in the following
section:
4.1.7.1 M.G. Road

The footpath is present adjacent to property/ building line on either side of the road. The width of
the footpath varies from 1.7 to 2.2m. The material of footpath is designer tile for majority of length.
At few locations drain and foot path is uncovered. 1.1m storm water drain is underneath the
footpath on LHS and RHS for the entire length of the road. Designer tiles are broken at few locations
on LHS. The condition of footpath varies from poor to fair. Few photos are given in figure below:
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Figure 10: Existing condition of Footpath at M.G. Road
4.1.7.2 Horpet Road

The footpath is present adjacent to property/ building line on either side of the road. The width of
the footpath varies from 1.5 to 2.2m. Drain is covered with pre-cast RCC slab. The material of
footpath is rough concrete for majority of length. At few locations drain and foot path is uncovered.
1.1m storm water drain is underneath the footpath on LHS and RHS for the entire length of the
road. The drain covers act as the base slab cover as well as walkway. These drains are broken at
various location. The condition of footpath varies from poor to fair. Few photos are given in figure
below:
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Figure 11: Existing condition of Footpath at Horpet Road
4.1.7.3 J.C. Road

The footpath is present adjacent to property/ building line on either side of the road from Ch 0+00
to 0+300, beyond which there is no footpath. The width of the footpath varies from 1.8 to 2.5m.
The material of footpath is rough concrete as well as paver blocks for majority of length. At few
locations drain and foot path are uncovered. 1.1m storm water drain is underneath the footpath
on LHS and RHS for the entire length of the road. These drains are broken at various location.
Continuous footpath is not available along the road. The paver block are broken at some locations.
At present there is Raj Kaluve of length 100m adjacent to the footpath starting from South Private
Bus Stand road to North Bus Stand road of varying width minimum of 2.1m which is unsafe for
pedestrian movement along the footpath. The condition of footpath varies from poor to fair. Few
photos are given in figure below:
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Figure 12: Existing condition of Footpath at J.C. Road
4.1.7.4 Vivekananda Road

The drain cum footpath is present adjacent to property/ building line on either side of the road for
entire length. The width of the footpath varies from 1.5 to 2m. The material of footpath is Precast
concrete slabs for majority of length. At few locations drain and foot path are uncovered. 1.1m
storm water drain is underneath the footpath on LHS and RHS for the entire length of the road.
These drains are broken at various location. Continuous footpath is not available along the road.
The condition of footpath varies from poor to fair. Few photos are given in figure below:
Figure 13: Existing condition of Footpath at Vivekananda Road
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Existing Sewerage Collection Network
At present, Tumakuru city is partly covered by underground sewerage system. The system is still
under execution phase. In absence of compete sewerage network in the city individual households
have septic tanks for collection of waste water. The night soil is collected from septic tank by suction
tanks and disposed into the manholes. In the present situation, it is the individual household
responsibility to construct toilet along with septic tank as per the specifications given in building
bylaws.
The condition of sewerage collection network of the roads selected to be developed as
“Smart Roads” under Package-1 of “Integrated Mobility & Services Plan of Tumakuru ABD
Area” is discussed below.
M.G. Road
As per KUWS&DB As-Built drawing records and physical site inspection, at present there is
a sewerage line passing under the carriageway of MG Road, maintaining an average
distance of 2.1 to 2.5m from the footpath edge. According to the As-Built drawing provided
by KUWS&DB, 20 nos. of sewerage manholes are present on the carriageway although 3
more manholes are present on site. The existing diameter of the pipe is 150mm and the
invert level is of -1.2 meters from existing road level.
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Figure 14: Existing Sewarage Collection Network at M.G. Road
Horpet Road
a sewerage line passing under the median of carriageway of Horpet Road, maintaining an
average distance of 3 to 6m from the building/ property line. According to the As-Built
drawing provided by KUWS&DB, 29 nos. of sewerage manholes are present on the
carriageway. The sewer line starts from the Junction of Horpet Road and Chamundeshwari
devi Temple road and flows in either direction towards Ashoka Road and Amanikere Road.
The existing diameter of the pipe is 150mm and the maximum invert level is of -2.15 meters
& 2.10 meters from existing road level at Ashoka Road and Amanikere road respectively.
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Figure 15: Existing Sewarage Collection Network at Horpet Road
J.C. Road
a sewerage line passing under the carriageway of J.C. Road, maintaining an average
distance of 2.0 to 4.0 m from the building line on LHS from 0.00 chainage, only one manhole
is at 9.0 meters distance from the building line. According to the As-Built drawing provided
by KUWS&DB, 09 nos. of sewerage manholes are present on the carriageway. The existing
diameter of the pipe is 150mm and the invert level is of -1.79 meters from existing road
level.
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Figure 16: Existing Sewarage Collection Network at J.C. Road
Vivekananda Road
a sewerage line passing under the carriageway of Vivekananda Road, maintaining an
average distance of 6-3meters from the building line. According to the As-Built drawing
provided by KUWS&DB, 17 nos. of sewerage manholes are present on centre of
carriageway. The sewerage line on the road is the trunk line of 450mm diameters. The
maximum invert level is of -5.67 meters from existing road level.
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Figure 17: Existing Sewarage Collection Network at Vivekananda Road
Table 11: Existing Sewerage Collection Network
Name of Road One Side Length of Number of Pipe Maximum

or Both Sewer Line Manholes Diameters Invert Level
(m) (mm) (m)
Horpet Road One 700 29 150 1.2
MG Road One 745 23 150 2.15
JC Road One 240 9 150 1.79
Vivekananda Road One 623 17 450 5.67
Existing Water Supply Distribution Network

Water supply services in the Tumakuru are a mix of surface and ground water. The water
supply system in the Tumakuru City is under the responsibility of KUWS&DB. The scope of
its responsibilities includes planning, design, construction, implementation, operation and
maintenance of water supply system.
The primary source of water supply to the Tumakuru City is the surface water from
Hemavathy Canal, which is about 6 KMs away from the city. The first stage of the existing
Hemavathy canal scheme was commissioned in 1998 with Bugudanahally Tank as the
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impounding reservoir. The second stage of the scheme with Hebbaka tank as impounding
reservoir was commissioned in 2011.
Currently, the stage-I 30 MLD water treatment plant at Bugudanahally Tank is not
operational due to multiple bursts in 900mm PSC rising main from the clear water sump of
water works. The entire demand of the city is presently being serviced through the Stage-
II 51.5 MLD Treatment Plant at PN Palya.
The existing distribution system of the city comprises of DI pipe as mains and PVC pipes and
CI pipes for branch distribution. Some portion of the city is fed directly from the rising mains
or gravity mains, but most of the areas have partial network connected to service reservoir.
There are 04 numbers of pumping stations in the city.
Figure 18: Water Supply Network with OHT
There are two major projects regarding water supply which are under implementation in
Tumakuru i.e.
 27 x 7 water supply project
 Augmentation of transmission main network under AMRUT
The stage-II of the project is undergoing scheme and it has been awarded to L&T
Constructions Water and Effluent Treatment IC.
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The ABD area for Smart City falls under the stage -II of the project, thus the proposed pipe
length & diameter for the roads selected under Package -1 of “Integrated Mobility &
services Plan for Tumakuru ABD area” is discussed proposed section of the DPR.
At present the Tumakuru City Corporation is the owner of the existing water supply lines.
There is one ø600mm trunk pipe running at JC road. On the rest of the roads only the
distribution pipe lines are there.
Since, the 24*7 water supply scheme for the entire city is under implementation, thus for
all the roads, the new water supply network will be laid.
Existing Storm Water Collection Network
As per the natural profile of the roads, the Field Marshal Cariappa Road is at the peak point
and the runoff of the storm water is on both eastern & western direction of the roads.
Figure 19: Storm Water Drainage Flow Direction
On eastern side the storm water runoff is as

JC Road <<< Ashoka Road <<< MG Road <<< Field Marshal Cariappa Road
On western side the storm water runoff is as
Field Marshal Cariappa Road >>> Chamundeshwari Devi Temple Road
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The Rajakaluve starts from FMC Road and flows towards the JC Road, after JC Road it turns
west and joins the downstream channel of Amanikere Lake.
Based on the existing profile there is good drains present at all the roads.
The average size of the drain cross-section is 0.9-meter-wide and 0.9 meters deep.
Table 12: Existing Storm Water Collection Network

Name of Road One Road Length of Width of Depth of
Side or Length Drain (m) Drain (m) Drain
Both (m) (mm)
Horpet Road Both 740 700 0.9 0.9
MG Road Both 787 787 0.9 0.9
JC Road Both 691 450 1.2 0.9
Vivekananda Both 623 623 0.9 0.9
Road
Existing Electrical & Telecom Lines
At present, the electrical power supply lines are pulled on overhead poles present at MG Road.
Service connections to individual consumers are provided by tapping from overhead lines.
11kV/433V oil filled transformers rated for 25, 63, 100, 250 and 500 kVA are provided at various
locations to derive LT supply. The below table provides no. of electric, streetlights and Telecom pole
along the proposed stretches.
Table 13: Existing Electrical, Streetlight and Telecom Lines

Type of Pole Number of Poles Located on the identified Roads
M.G. Road Horpet J.C. Road Vivekananda
Road Road
Street Light 21 38 26 10
Electric Pole 48 62 44 38
Telecom 0 8 6 6
Poles
Total 69 108 76 54
Existing street lighting luminaires are with High Pressure Sodium Vapour (HPSV) lamps mounted on
conical poles. The key issues in the present lighting system are:
• Lighting is not uniform
• Some of lamps are entirely covered with black dust, requires regular maintenance for
the improved illumination
• No centralised monitoring for failure of lights
• No centralised asset management
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Figure 20: Existing Electrical and Telecom Lines
4.2 Stake Holders Meetings/Data Collection

Various meetings were held to finalise of the typical cross-sections and other design parameters.
The followings points were discussed during the public consultation:
• Provide better quality footpath on both side of carriageway

• Underground drainage should be provided
• Separate location for street vendors/ hawkers.
• Water supply should be provided.
• Underground electric cable should be provided.
Discussion with KUWS&DB officials on the water supply arrangement and underground sewerage
system etc. held many times. After several discussions, the design was approved and adopted in
the road DPR.
Discussed with BESCOM officials on the type of service connections, number of consumers, loading
on transformers, feeding arrangement etc. After several discussions, the design was approved and
adopted in the road DPR.
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4.3 Survey and Investigation
Topographical Survey
Topographical survey was conducted for the purpose of creating a digital terrain model (in order to
design the road and structures) for the all the stretches of roads, covering entire right of way (ROW)
(i.e. building line to building line). The topographical survey drawings of each road is attached in
Annexure III.
Methodology for Topographical Survey

The survey was carried out as follows:
Traverse Survey
Traverse is carried out connecting all the Control Pillars and shall be closed after fixing of Control
Pillars. The traverse closer shall be better than 1:20,000 and shall be distributed. If the error is
more, the entire traverse shall be repeated till accuracy better than 1:20,000 is obtained. All
computation are complied with the following
• Traverse adjustment by Bowditch Method.
• Least square adjustment.
• The software should be capable to reduce survey observations to mapping plane.
• All surveys is oriented to the North direction and with the GPS co-ordinate system.
Levelling
After fixing the Benchmark, control levelling was carried out connecting all the permanent control
points. For the purpose of height control, Survey of India Benchmarks/ DMRC Benchmark is used
for starting and closing of level lines. Double Tertiary levelling has been carried out. The maximum
observing distance was kept at 100 m or less. Fore sight and back sight distances, as far as possible,
kept equal. The spread between observed rounds of vertical angles not exceeding 10 seconds is
considered
The closing error on a level circuit shall not exceed 12 K in mm, where K is distance in km. The
closing error is distributed to all the permanent control points in network. In case where the closing
error is more than the above-specified limit, the observations were repeated.
Subgrade Characteristics and Strength
11 test pits of size 1.0m x 1.0m x 0.75m were dug by the side of existing pavement edge. Subgrade
soil sample of approx. 20 kgs was collected from these test pits for conducting following tests.
i. Wet sieve analysis for soil classification

ii. Moisture content and dry density of Subgrade soil
iii. Atterberg limits to obtain plasticity index value
iv. California Bearing Ratio Test
These results would be made use in applying corrections to BBD test values and pavement design.
The test results are given in Table below:
Telecom Lines
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Table 14: Test Results of Subgrade Samples
Soil Plasticity OMC, MDD,

Name of Road Pit No CBR, %
Classification index % gm/cc
MG Rd 1 SM 12.18 14.05 1.89 7.15

2 SP 19.84 13.2 1.95 9.76
Horpet Rd 1 SP NP 14.26 1.83 7.88
2 SP NP 12.08 1.8 7.36
JC Rd 1 SP NP 15.6 1.86 7.85
2 SC 10.15 12.7 1.72 7.18
Vivekananda 1 SP 14.77 12.62 1.91 7.22
Rd 2 SP 14.54 10.9 1.89 6.81
Detailed Survey
The details on the road and on its flanks up to ROW on either side of the centre line of the existing
road or more in were surveyed by running Total Station traverses in between the plan metric
positions of control points established on the road sides in between GPS control points by an earlier
Total Station traverse. X, Y and Z coordinates of relevant points of survey were captured by this
Total Station traverse, such as electric / telephone pole, trees with type, statues, wells and points
on string lines (i.e., points on the same linear feature such as centre line of road, left / right edge of
carriageway, left / right edge embankment top, left / right embankment toe line, break points on
ground, visible property lines, streams, building etc., within the limit of survey).
Reconnaissance Survey
Site visits along the project roads were done to understand the current pattern of traffic flow,
movement of pedestrians, high footfall zones etc. This analysis provided a brief understanding of
the type of survey and the locations where surveys shall be conducted. The purpose was to
understand the road network, connectivity, traffic pattern of vehicles and pedestrians, important
parking locations and important development in and around these project roads. These data would
play a key role in not only developing the roads but also recommending efficient proposals for the
same.
Traffic Surveys
Detailed traffic surveys and traffic count for the project roads have been conducted in the year
2017, hereinafter called, “Base Year” and the results of which are being awaited.
For the purpose of pavement design, traffic volume count survey has been conducted for 12 hours
each for 3 days (one weekend and two weekdays).
For the purpose of design, commercial vehicles of gross vehicle weight more than 3 ton have been
considered. Such vehicles consisted of LCVs, 2 axle trucks, 3 axle trucks and multi axle trucks.
39 | P a g e
4.3.4.1 Classified Volume Count
Classified vehicle volume counts were conducted at identified locations for a continuous period of
12 hours and three days (1 weekend 2 weekdays) along mid-block locations including the morning
and evening peak hours. The following data were collected in the survey.
• Mode wise hourly flow
• Mode wise hourly variation of traffic
• Directional Distribution of Traffic
• Variation in flow before, during and after the peak
4.3.4.2 Pedestrian Volume Count

Pedestrian surveys were carried out to assess flows/demand at identified high footfall locations of
each project road. The survey was conducted between 10:00 and 07:00 PM on a normal working
day, detailing the number of pedestrians moving on each side of the road in both directions.
4.3.4.3 Parking Survey

Important work and business centres, shopping complexes and tourist attractions are major
generators of parking demand. Manual count of each vehicle type was conducted along the road
stretches where there is significant on-street parking occurs to draw out the parking demand of the
area and Parking count survey was conducted at other roads where parking demand was
comparatively low. Registration plate survey as well as accumulation survey were done for further
analysis of parking demand. The survey was done for 16 hrs.
4.3.4.4 Vendor Survey

Vendors are an important component of the streets, hence it becomes upmost important to
provide space to the vendors on multi-functional zones of the proposed smart roads. For this
purpose Vendor count survey was done during peak hours throughout the day to determine
number and type of vendors present at each road.
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4.4 Traffic and Transportation Analysis
Traffic Volume Count Analysis

The traffic volume analysis was carried out for the major road which has more MAV and commercial
vehicles. The rest of the roads are the branches of these major roads so the traffic is subsequently
distributed along the road from the trunk road. The traffic along Vivekananda and Horpet road is
distributed from M.G. road and J.C. road.
4.4.1.1 MG Road
Weekend
As can be seen in the pie chart 70% of the traffic is due to two-wheelers and auto-rickshaw share
around 20% of the traffic on MG Road.
Figure 21: Composition of Traffic Weekend- MG Road
Composition of Traffic
1% 2%
11%
19%
67%
Two Wheeler Auto Rickshaw (Passenger) Car/ Van

Auto (Goods)/ Mini LCV Cycle
The below graph shows the hourly variation of traffic on a weekend, traffic is low in the morning,
reaches a peak in the afternoon and remains the same throughout the day.
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Figure 22 Hourly Variation of Traffic- Weekend- MG Road
Hourly Variation of Traffic

900
800
700
600
500
400
300
200
100
0
08:00 - 09:00 - 10:00 - 11:00 - 12:00 - 13:00 - 14:00 - 15:00 - 16:00 - 17:00 - 18:00 - 19:00 -
09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00
Total PCU Total Vehicles Passenger Vehicles

Freight Vehicles Slow Moving Vehicles
Table 15: Peak hour Traffic- Weekend-MG Road

Volume Peak Hr. PCU Peak Hr.
Weekend 794 12:30 - 13:30 797 12:30 - 13:30
As shown in the table above peak hour at MG Road on a weekend is in the afternoon.
Weekday 1
Displaying hardly any substantial change in traffic MG Road has almost the same share of traffic on
weekday.
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Figure 23: Composition of Traffic Weekday 1- MG Road
1% 2%
10%
19%
69%

Figure 24 Hourly Variation of Traffic- Weekday 1- MG Road

1200
1000
800
600
400
200
0
08:00 - 09:00 - 10:00 - 11:00 - 12:00 - 13:00 - 14:00 - 15:00 - 16:00 - 17:00 - 18:00 - 19:00 -
09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00

Hourly variation of Traffic for MG Road even on a weekday is similar to weekend, having traffic rise
in the morning and same in the afternoon hours.
Table 16: Peak hour Traffic- Weekday 1-MG Road

Weekday 1 1076 12:00 - 13:00 1083 12:00 - 13:00
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Similar to weekend, MG road has peak hour in the afternoon.
Week day 2
Composition of Traffic again similar to other days, providing a conclusion that modal share of
traffic is similar on this road on any day.
Figure 25: Composition of Traffic Weekday 2- MG Road
1% 2%
10%
21%
67%

Figure 26 Hourly Variation of Traffic- Weekday 2- MG Road
Hourly Variation of Traffiic

1200
1000
800
600
400
200
0
08:00 - 09:00 - 10:00 - 11:00 - 12:00 - 13:00 - 14:00 - 15:00 - 16:00 - 17:00 - 18:00 - 19:00 -
09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00

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Table 17: Peak hour Traffic- Weekday 2-MG Road
Weekday 2 1018 11:30 - 12:30 1058 11:30 - 12:30
Peak hour at MG Road is again during the noon that is at 11:30 to 12:30.
4.4.1.2 JC Road
Weekend
As can be seen in the pie chart below, approx. 75% of the traffic is due to two-wheelers and then
due to auto-rickshaws which is only 14% of the total traffic.
Figure 27: Composition of Traffic Weekend- JC Road
3% 3%
7%
14%
74%

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As the graph shows, traffic is higher in the morning hours decreases in the afternoon and then rises
for a short duration in the evening.
Figure 28 Hourly Variation of Traffic- Weekend- JC Road

2000
1800
1600
1400
1200
1000
800
600
400
200
0
08:00 - 09:00 - 10:00 - 11:00 - 12:00 - 13:00 - 14:00 - 15:00 - 16:00 - 17:00 - 18:00 - 19:00 -
09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00

The following table clearly shows that peak hour at this road is in the early afternoons and peak
PCU in late mornings.
Table 18: Peak hour Traffic- Weekend-JC Road

Weekend 1875 12:15 - 13:15 1795 11:00 - 12:00
Weekday 1
As can be seen in the pie chart below, modal share on JC road remains the same even on weekday.
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Figure 29: Composition of Traffic Weekday 1- JC Road
4% 3%
6%
13%
73%

Figure 30 Hourly Variation of Traffic- Weekday 1- JC Road

2500
2000
1500
1000
500
0
08:00 - 09:00 - 10:00 - 11:00 - 12:00 - 13:00 - 14:00 - 15:00 - 16:00 - 17:00 - 18:00 - 19:00 -
09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00

The graphs above and table shows that peak hour on a weekday on JC road is during late morning
hours and then the traffic remains constant.
Table 19: Peak hour Traffic- Weekday 1-JC Road

Weekday 1 2324 11:15 - 12:15 2224 11:30 - 12:30
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Weekday 2
Figure 31: Composition of Traffic Weekday 2- JC Road
5% 3%
5%
14%
72%

As can be seen in the pie chart above, modal share of the traffic on JC Road remains the same on
almost all the days. The following graphs shows that traffic rises in the morning and remains
constant throughout the day.
Figure 32 Hourly Variation of Traffic- Weekday 2- JC Road

2500
2000
1500
1000
500
0
08:00 - 09:00 - 10:00 - 11:00 - 12:00 - 13:00 - 14:00 - 15:00 - 16:00 - 17:00 - 18:00 - 19:00 -
09:00 10:00 11:00 12:00 13:00 14:00 15:00 16:00 17:00 18:00 19:00 20:00

Peak hour on JC Road on another weekday is during early noon.
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Table 20: Peak hour Traffic- Weekday 2-JC Road
Weekday 2 2213 12:00 - 13:00 2147 12:00 - 13:00
Pedestrian Volume Count

The following table shows the peak hour pedestrian volume on both the sides of the road. Hourly
variation of pedestrian volume.
Table 21: Pedestrian Volume Count for Package 1- Roads
Sl. Road Name Road Side Peak Pedestrian Road Side Peak Pedestrian
No. (LHS/South) hour Volume (RHS/North) hour Volume
1 MG Road LHS 12:15 1873 RHS 12:15 737

to to
01:15 01:15
2 Horpet Road LHS 06:00 105 RHS 06:00 133

to to
07:00 07:00
3 JC Road LHS 04:45 278 RHS 12:00 187

to to
05:45 01:00
4 Vivekananda LHS 04:00 301 RHS 04:00 230

Road to to
05:00 05:00
Parking Survey
MG Road
Parking on MG Road is comparatively high and authorized, even here most of the vehicles are
parked for less than an hour. The graph also shows that many two-wheelers are also parked for
more than 4 to 8 hours.
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Figure 33 Parking Duration MG Road
Parking Duration
2500
2000
1500
1000
500
0
< 1 hr 1 to 2 Hr 2hr to 4 hr 4 hr to 6 hr 6 hr to 8 hr >8hr
Two Wheeler Car Auto-rickshaw
Horpet Road
Parking of Horpet road is less as compared to MG road. Mostly vehicles are parked for less than an
hour. Two wheeler parking is more that car parking. Two-wheelers are parked on this road for more
than 8 hours as well.
Figure 34 Parking Duration Horpet Road
Parking Duration
250
200
150
100
50
0
Two Wheelers Car Auto Rickshaw
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JC Road
Parking of JC road is less as compared to MG road. Mostly vehicles are parked for less than an hour.
Auto-rickshaw parking is more that car parking. Two-wheelers are parked on this road for more
than 8 hours as well.
Figure 35 Parking Duration JC Road
Parking Duration
1600
1400
1200
1000
800
600
400
200
0
Two Wheeler Car Auto-rickshaw
Vivekananda Road
Parking of Vivekananda road is less as compared to JC road and MG road. Mostly vehicles are parked
for 1 to 2 hours. Two wheeler parking is more that car parking.
Figure 36 Parking Duration Vivekanada Road
Parking Duration
250
200
150
100
50
0
Two Wheelers Car Auto Rickshaw
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Vendor Survey
MG Road
Mostly vendors for garments and bags are present on this road. Maximum of 59 vendors are
present at 07:00 PM in the evening.
Table 22: Vendor Survey MG Road
Tim Ro Vegeta Process Garme Sho Electro Bangl Ba Othe Total Tot
e ad bles & ing nts es nics & es gs rs Directi al
Sid Fruits Food Electric etc. on Su
e al Wise m
12: LHS 1 4 4 3 6 18 42
00
RH 1 3 7 2 3 1 2 5 24
S
03: LHS 3 4 13 3 10 33 56
00
RH 6 4 4 3 1 3 2 23
S
06: LHS 5 5 7 3 5 25 52
00
RH 1 12 3 3 3 1 3 1 27
S
07: LHS 4 4 7 3 5 23 59
00
RH 2 12 7 7 2 1 4 1 36
S
Horpet Road
Maximum of 21 vendors are present on this road out of which maximum are of processing food and
pottery type.
Table 23: Vendor Survey Horpet Road
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Time Road Vegetables & Processing Shoes Pottery Total Total
Side Fruits Food Direction Sum
Wise
12:00 LHS 4 1 5 16
RHS 2 2 1 6 11
03:00 LHS 2 3 5 14
RHS 2 1 1 5 9
06:00 LHS 3 4 7 17
RHS 2 1 7 10
07:00 LHS 5 4 9 21
RHS 2 2 1 7 12
JC Road
This road has maximum of 180 vendors in the evening time, out of which most of them are of
vegetables & fruits and processing food.
Table 24: Vendor Survey JC Road
Time Road Vegetables Processing Garments Shoes Bangles Pottery Total Total
Side & Fruits Food etc. Direction Sum
Wise
12:00 LHS 58 16 1 3 1 4 83 142
RHS 40 7 2 6 3 1 59
03:00 LHS 52 15 1 2 4 5 79 144
RHS 49 6 1 6 2 1 65
06:00 LHS 60 16 1 3 4 6 90 177
RHS 67 9 1 6 2 2 87
07:00 LHS 60 18 1 3 4 5 91 180
RHS 66 10 3 6 2 2 89
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Vivekananda Road
Maximum no. of vendors at this road are 68 in the morning and out of which most of them are of
garments and utensils. Total maximum no. of vendors are 72 in the evening.
Table 25: Vendor Survey Vivekananda Road
Time Road Vege Proc Garme Sho Electro Bang Bag Utensi Total Total
Side table essin nts es nics & les ls Directio Sum
s & g Electric etc. n Wise
Fruit Food al
s
12:0 RHS 6 6 10 3 5 1 3 10 44 68
0
LHS 5 11 2 2 4 24
03:0 RHS 5 6 10 4 6 2 2 8 43 68
0
LHS 7 11 3 2 2 25
06:0 RHS 5 7 11 3 5 2 3 7 43 72
0
LHS 5 16 3 2 3 29
07:0 RHS 1 6 7 3 6 6 29 51
0
LHS 4 14 1 1 2 22
4.5 Existing Circulation pattern and options
The map shows the existing traffic circulation of major roads within the ABD area. All the roads are
two-way, while MG Road is one-way till Vivekananda Junction and Mandipet Road is one-way till
the Mandipet junction.
Due to the presence of Bus Terminal and Private Bus Stand along Ashoka Road, it remains highly
congested and there is blockage of traffic at Entry and Exit points of the terminals.
For the same two options are assessed for the movement of buses within the ABD area.
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Figure 37 Existing Circulation Plan
Figure 38 Proposed Circulation Option 1
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To reduce traffic congestion of Ashoka Road one option is presented in the above map. In this
option no private buses are allowed to enter Ashoka Road, their entry to the Private Bus Stand
(marked P in the above map) will be allowed through JC road and through south parallel road. Exit
of these buses will be on Ashoka road and the buses moving to Sira will move to the north, buses
to Bengaluru, Gubbi and Mysuru will turn from the Church Circle. On the other hand KSRTC buses
will be entering Ashoka road and take U- turn from church circle to enter the Bus Terminal and
continue their regular movements as they do now. No median opening at Ashoka Road is envisaged
in this proposal. This will reduce the traffic blockage on Ashoka Road but increase traffic congestion
at Church Circle.
Figure 39 Proposed Circulation Option 2
Another option studied for bus movement within the ABD area is restriction of bus movement on
BH road from SS Circle to Town Hall circle, while there will be only one way bus movement towards
i.e. towards Bengaluru. Buses will enter KSRTC bus stand from KEB road and through Ashoka Road,
further buses moving to Bengaluru will take BH road and move towards SS circle, buses to Gubbi
and Mysuru will move to Caltex and buses to Sira will use JC road from Caltex junction. Horpet Road
is not selected for this movement due to low ROW of the road. Private buses on the other hand will
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enter Ashoka Road and move to JC road using BH road and enter Private bus terminal. For further
movement they can directly move to north for Sira, move to Caltex circle for Gubbi and Mysuru and
for Bengaluru they will take U-turn at Church Circle on Ashoka Road. Median on Ashoka road is
envisaged to be closed on this option. This option will reduce traffic congestion along all the bus
routes within ABD area and is comparatively better than Option 1.
4.6 Identified Issues and Constraints
On the basis of site survey and visual interpretation the issues that are identified are described
briefly for each road. This issues and constraint that are identified are to be incorporated in the
design.
M.G. Road
The issues that were identified at M.G. Road are as under:
 At M.G. Road proper dedicated and allocated parking space is required as street is
commercial and large pedestrian and vehicular movement takes place.
 Existing width of carriageway insufficient for vehicular movement as traffic at peak is higher
and also at non-peak.
 Pedestrian walkway is encroached by local vendors and street hawkers that reduces the
effective walkway.
 Auto rickshaws parking taking place at the intersection thus reducing turning radius as well
as visibility of the road.
Horpet Road
The issues and constraint at the site that were identified at Horpet road are as follows:
 Non-uniform carriageway along the road
 Insufficient space for pedestrian as utilities occupying the footpath.
 There is no possibility for disabled person to commute on the footpath.
 Lack of proper signages and marking.
 Open cables along the road reducing the aesthetics of the road.
 No proper segregation of utilities along the road thus abrupt.
J.C. Road
The issues and constraints at J.C. Road are as follows:
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 No presence of footpath along the road thus pedestrian movement takes place along the
road and making them vulnerable to accident.
 Encroachment of carriageway by street hawkers and by on street parking reducing the

effective carriageway of the road
 Parking of trucks on the road side creating hindrance to commuters.
 Varying width of carriageway at the site thus reducing the potential for development
 Land Litigation issues along the road. Thus will create problem at the time of
implementation of design.
Vivekananda Road
The issues and constraints at Vivekananda Road are as follows:
 Reduction in effective carriageway due to on-street and haphazard parking on the road.
 Non-uniform width of carriageway creating bottleneck and reducing the available

space
 No proper pedestrian walkway and crossing along the road for safer pedestrian
communication.
 Carriageway consisting of large pot holes as and creating water logging problems in the
vicinity.
 Sewers are choked and no proper opening of the drain cover for cleaning.
4.7 Project Limitations
The project limitations for Smart Roads are described as follows:
 To obtain NOC/Consent letter from TUDA, TCC.
 Unavailability of Land Litigation records along the Smart Road.
 Encroachment details along the road not available
 No information regarding ongoing land acquisition and pipeline cases.
 No available details regarding Storm Water Management Plan from the corporation.
 The detailed design of the smart road is prepared on the availability of existing ROW.
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 PMC will not be dealing will the problems of encroachment along smart road
 Till any approval is not obtained for any work that to be progressed and if any litigation
occurs that portion of the road will not be developed.
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5 Design Principles and Design
Parameters
5.1 Design Basis for Roads
Introduction
The General Technical Specification adopted for the design of roads are the specification for Road
and Bridge works (Fifth Revision April 2013) of MORT&H and Institute of Urban Transport (IUT),
Ministry of Urban Development (MoUD) guidelines. The following guiding principles are considered
during evolving the designs for the project stretches under this package.
An application of design standards for any area is essential from the viewpoint of road safety and
smooth flow of traffic. The selection of optimum design standards reduces the possibility of early
obsolescence of the facility. The design should, thus be consistent within any area and the standards
proposed for different elements should be compatible with one another. It is sometimes necessary
to reduce the selected design speed for economic reasons but any abrupt changes in the design
speed should be avoided.
The selected design will minimize the total transportation cost, including initial construction cost,
cost for maintenance of the facility and the cost borne by the road users. Safety is built-in into
design elements following the recommendations given in Manual for Safety in Road Design.
"Ruling" standards would be followed as a matter of routine. "Minimum" standards would be
followed only where serious restrictions are imposed by technical or economic considerations.
Standards and Guidelines
5.1.2.1 Tender SURE
Tender SURE model has been adopted to upgrade the selected main roads in Bangalore to
international standards.
Salient features of Tender SURE roads:

• Uniform Standard Carriage Way width from one junction to another.
• Properly designed footpaths providing ample space for pedestrian.
• Bicycle lane wherever required.
• Bus Bay to accommodate easy egress and ingress of buses.
• Parking Bay for parking of vehicles.
• Road intersection development.
• Dedicated corridors below footpaths to lay conduits of essential amenities such as
electricity, Water, sewage, OFC etc.
• LED bollards lights.
• Efficient Road sign, Road marking and also Zebra crossing in junctions for pedestrian
crossing.
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• Storm water drainage system on both sides of the road to eliminate flowing or ponding of
rain water on road.
• Landscaping to increase the aesthetics of the roads and city.
• Defined utility corridors and crossing facilities.
5.1.2.2 UTTIPEC
UTTIPEC codes are for Urban Street Design Guidelines for Equitable distribution of Road Space. This
guidelines will benefit in increasing the comfort for pedestrian, Last mile connectivity, reduction on
dependency on the car, prioritization of public transport and non-motorized private transport,
more equity and reduction in congestion and pollution.
5.1.2.3 IUT Code of Urban Practice
The primary purpose of this document is to provide a code of practice for various Urban Road
Components. It has been developed into five parts and they are as follows:
IUT: 1 Code of Practice for Urban roads -Cross Sections

IUT: 2 Code of Practice for Urban roads -Intersections
IUT: 3 Code of Practice for Urban roads -Road Marking
IUT: 4 Code of Practice for Urban roads -Signage’s
IUT: 5 Code of Practice for Urban roads -Traffic Calming
5.1.2.4 IRC Standards
The design of various elements of highways and urban road shall be governed by the provisions of
the following IRC Codes / Guidelines / Manuals:
IRC: 11-2015 – Design & Layout of Cycle Tracks

IRC: 35-2015 – Code of Practice for Road Markings
IRC: 37-2012 - Guidelines for the Design of Flexible Pavement
IRC: 38-1998 - Guidelines for Design of Horizontal Curves for Highways & Design Tables
IRC: 54-1974 - Lateral and Vertical clearances at Underpasses for Vehicular Traffic
IRC: 62-1976- Guidelines for Control of Access in Highways
IRC: 106-1990 - Guidelines for capacity of Roads in Urban Areas
IRC: 65-1976 - Recommended Practice for Traffic Rotaries
IRC: 66-1976 - Recommended Practice for Sight Distance in Rural Highways
IRC: 67-2012 - Code of Practice for Road Signs
IRC: 69-1977- Space Standards for Roads in Urban Areas
IRC: 73-1980- Geometric Design Standards for Rural (Non-Urban) Highways
IRC: 75-2015 - Guidelines for Design of High Embankments
IRC: 86-1983- Geometric Design Standards for Urban Roads in Plains
IRC: 92-1985 - Guidelines for the Design of Interchanges in Urban Areas
IRC: 103-2012 - Guidelines for Pedestrian Facilities
IRC: SP: 23-1983 - Vertical curves for Highways
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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
Design Speed
Design speed is the basic criterion adopted for determining all geometric features of horizontal and
vertical alignments. The design speeds for various types of roads are given in the table below. The
design speed in urban stretch is generally governed by the existing road plan, building lines, possible
land acquisition extents, utilities and heterogeneous traffic flow. The most critical sections
governing the design speed is the turning movement of vehicles on curves and available sight
distance to plying traffic. As per IRC, design speed for sub arterial road is 60 Kmph and Collector
Street is 50 Kmph. For the project stretch, roads are on straight reach with very flat gradient.
Considering the above factors, a design speed of 50 Kmph is adopted for the design of geometry at
this section of road.
Design speed is mainly used to determine the following parameters:
 Horizontal alignment radii

 Length of Vertical Curves
 Layout and characteristics of signs
Table 26: Design Speed Consideration

Sl. Road Design Speed as per IRC 86 Adopted Design Speed (Km/hr)
No Classification (Km/hr)
1 Arterial 80 80
2 Sub-Arterial 60 60
3 Collector Street* 50 50
4 Local Street 30 30
Horizontal Alignment
Horizontal alignment is designed in accordance with IRC: 38-1988 “Guidelines of Design of
Horizontal Curves for Highways and Design Tables”. Clause 10.3 of IRC: 86-1983 specifies minimum
curve radius of horizontal curve for 50 Kmph as 450 m with no super-elevation. These guidelines
will be followed for reasonably flat and less winding alignments. Depending on existing road
geometry and site constraints, modifications are made to provide sharper curve radius wherever
required based on site specific considerations.
Super Elevation on Curves

IRC: 38-1988 specifies a maximum super-elevation of 7 percent for plain and rolling terrain, while
that of hilly terrain is 10 percent and urban road is 4 percent. The minimum super elevation is 2-4
percent for drainage purpose, especially for large radius of the horizontal curve.
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Cross-Sectional Elements
The cross-sectional elements considered in designing the proposed road are shown in Table below
Table 27: Design Description of Cross-Sectional Elements

Sl No Description Particulars Value
1 For RoW 15.0 m Carriageway 6.6m - two-lane one-way traffic movement
Footpath on 1.8 to 2m
both side
MFZ 2.5m
Cycle Track 1.5 to 2m
2 For RoW 30.0 m Carriageway 7.25m - Both Side
median 1.2m –Median
segregated
Foothpath Minimum of 1.8m to 4.5
on both the
side
MFZ 2.5m
Cycle Track 2.2m
on Both Side
Camber/cross fall
As per the IRC 86-1983 the camber for flexible pavement is should be 2.5%. Considering the existing
site conditions, proposed width of carriageway (i.e. 3.3 m one side width) and the technical
committee recommendation the camber of 2.5% is provided for the project.
Vertical Alignment
The vertical geometry designed as per guidelines given in IRC SP 23-1993. Vertical curves are
provided at locations of change in gradient. The length of vertical curves is dependent on change in
grade between two vertical straight and this will be as per IRC SP: 23-1993 “Vertical Curves for
Highways”.
Road Signage and Markings

Proper signage and markings are vital for safety and guidance of the drivers. Drawings shall show
warning and regulatory signs at appropriate locations. The signs are of reflector type to be noted
easily at night. All road signs are in conformity with the provisions of IRC 67 – 2012- Code of Practice
for Road Signs. The road markings are in conformity with IRC 35 – 2015 Code of Practice for Road
Markings with Paint and other IRC Standards.
Junctions
The road intersections / Junctions are the most challenging aspect of the street design in an urban
environment. Junctions are a focal point of activity & decision, and a critical part of the city
streetscape & transportation network. The function of a designed intersection is to control
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conflicting and merging streams of traffic, to minimize the delay including pedestrian and bicycle
traffic. Successful intersection design addresses all mobility and safety goals as well as opportunities
to enhance the public realm. This section explores intersection design and operation, from signal
timing to crosswalks, and investigates each concept as it relates to citywide goals for safety,
mobility, and more vibrant, accessible public spaces.
The general design principles of intersection design are the approach speeds, restriction on
available land, sight distance available and the presence of 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.
Design Factors
The following factors shall be considered for design of at-grade intersections:
 Human factors: such as driving habits, reaction time, decision-making ability, pedestrian
habits etc.
 Traffic factors: such as design and actual capacity, size and operating characteristics of
vehicles, vehicle speeds, accident statistics etc.
 Physical Elements: include vertical alignment, sight distance, angle of intersection,
adjoining properties, traffic control system etc.
 Economic factors: such as cost of improvements, effects of controlling ROW on abutting
properties, energy consumption, etc.
Design Standards
Guidelines given in IRC: SP: 41-1994 for design of at-grade intersection in rural & urban areas may
be followed in general except there are unsuitable site constraints.
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.
Turning Radius
Corner radii or Turning Radius directly impact vehicle turning speed and pedestrian crossing
distances. Minimizing the size of a corner radius is critical in creating compact intersections with
safe turning speeds. According to IRC SP-41(1994), to ensure efficient traffic operation on arterial
& sub-arterial streets common radii of 4.5 - 7.3 m for passenger cars and 9 - 15m for trucks and
buses is recommended. In urban settings, smaller corner radii may be preferred depending on the
clear space availability.
Plan & Profile drawing

The road layout is developed considering the IRC and MOUD design standards. Provisions are made
footpath, cycle track, on street parking, carriageway, landscaping, vending kiosks and seating
facilities. The detailed road layout plan & profile drawings are in enclosed in Annexure III – Detailed
Drawing.
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Cycle Track
A cycle track is a way or a part of a roadway designed and constructed for the use of pedal bicycles,
and over which a right of way exists. 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. It is unreasonable to expect cyclists to comply with one-way
cycle tracks. It is also unreasonable to expect the police to enforce such restrictions. 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.
Figure 40: Minimum width standard for Cycle track
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.
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Capacity
Capacities of cycle tracks shall be provided in table given below in table as per as per IRC 11-1962.
Table 28: Capacity requirements for provision of cycle track

Width of cycle track Capacity in number of cycles per day
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
Horizontal curves
As per IRC 11-1962,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.
Vertical curves
As per IRC 11-1962, Vertical curves at changes in grade should have a minimum radius of 200 metres
(656 ft) for summit curves and 100 metres (328 ft) for valley curves.
Gradients
As per IRC 11-1962, the length of grade should not exceed the following Table
Table 29: Gradient details for Cycle track
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)
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.
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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).
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 should 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.).
Width of pavement
The minimum width of pavement for a cycle track should not be less than 2 lanes, i.e., 2 metres (6
ft. 6 in,). If overtaking is to be provided for, the width should be made 3 metres (9.8 ft.). Each
additional lane where required should be 1 metre (3 ft. 3 in.) wide.
Vertical Clearances
The minimum head-room provided should be 2.25 metres (7.38 ft.).
Horizontal Clearances
At underpasses and similar other situations a side clearance of 25 centimetres should be allowed
on each side. The minimum width of an underpass for a two lane cycle track would be 2.5 metres
(8.2 ft). In such situations it would be desirable to increase the head room by another 25
centimetres so as to provide a total vertical clearance of 2.5 metres (8.2 ft).
Cycle tracks on bridges
Where a road provided with cycle tracks foes over a bridge, full width cycle tracks should be
provided over the bridge also. Where the cycle track is located immediately next to bridge railing
or parapet, the height of the railing or parapet should be kept 15cm higher than required.
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Figure 41: Representation of cycle track on bridges.
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.
Figure 42: Representation of cycle track at road crossings
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.
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Figure 43: Representation of cycle track at Intersections
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.
Figure 44: Lighting arrangement for cycle tracks
Footpath
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
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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 given
Figure below:
Figure 45: Clear Walking Zone is separate from Planting Zone.
Clear height
A clear height of 2.2 m is required for the entire width of the footpath walking zone. No tree
branches, trees, utility poles, electric/water/telecom boxes or signage should be placed within the
clear height and width of the Walking zone.
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Minimum 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 below:
Table 30: Capacity of Footpath
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 as shown in the
Figure below.
Figure 46: Minimum Width of Clear Footpath in consideration to universal accessibility.
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).
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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 4.4. 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 given.
Table 31: Required Width of Footpath as per Adjacent Land use
Minimum obstacle free walkway width for 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
Frontage Zone or dead width
The footpaths in shopping areas, an extra 1m should be added to the stipulated 4m 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.
Surface quality
Firm, even paved surfaces are important to people using sticks or crutches or wheelchairs, or people
walking with difficulty. The removal of obstacles like potholes, tree roots and storm water drains
crossing the walkway will make it safe and usable. Paving should have an even surface to prevent
tripping, and be laid to even falls to allow proper drainage and prevent the formation puddles. The
gap between paving slabs or any vertical deviation between slabs should not exceed 5 mm.
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.
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Figure 47: Service covers in flush with pavement surface
Kerb Height
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.
Figure 48: Kerb demarcated with yellow paint for safety
Kerb radius and slip road (left turning pocket)
Smaller turning radii increase pedestrian safety in terms of reduction of crossing distances,
increasing pedestrian visibility for drivers, decreasing vehicle turning speed; and making drivers
look out for pedestrian while taking the turn as explained in figure below,
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Figure 49: Signalized Left Turning Pocket
Maximum corner radius of kerb shall be 12 m, as this allows movement of the largest size of trucks,
buses and emergency vehicles. Corner kerb radius may be reduced to 60 in residential areas to slow
down turning buses, trucks etc. with the provision of a mountable kerb for turning of emergency
vehicles.
Kerb ramps
Kerb ramp is useful for a 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.
Figure 50: Representation of Kerb Ramp
Continuity and Consistency
It is mandatory for footpaths to be continuous between junctions or where at-grade crossing is

provided. A change in colour of pavers can emphasize and highlight the crossing area to all users.
Consistency of design elements, colour and texture should provide visual continuity. Footpath
interruptions must be avoided by minimizing cuts in kerbs. These acts traffic calming measures and
make such conflict points safer. Entrances, exits, side properties, gates and service lanes shall be
accommodated by following points:
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 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.
 Minimize 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.
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.
5.2 Utilities
Sewerage Collection Network
As discussed in Section 4.1.7, Existing Conditions of the Sewerage Collection Network, the sewer
line in the ABD area is already desigen and executed as per Manual on Sewerage & Sewage
Treatment by Central Public Health and Environmental Engineering Organization (MoUD). The
system is functioning properly.
During the road development if there is any kind of new work related to sewer collection network
needs to be done that will be in accordance with the Manual on Sewerage & Sewage Treatment by
Central Public Health and Environmental Engineering Organization (MoUD)
Water Supply Distribution Network
Detailed Project Report of Continuous Pressurised Water Supply Scheme (CPWSS) for Entire
Tumakuru city is under UIDSSMT & AMRUT scheme was approved and being implemented by
KUWS&DB. This project has already in execution phase by L&T Water & Effluent Treatment IC.
Hence, PMC- TSCL will not be doing any detailed Engineering on Water Supply Distribution Network.
The details already available with KUWS&DB will be collected and incorporated for smart road
development.
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Storm Water Collection Network
Reffered Codes/ Manuals:-
The following codes has been taken into consideration for hydraulic design of storm water drains:-
 Manual on Sewage & Sewage Treatment by Central Public Health and Environmental
Engineering Organization (MoUD)
 IRC SP 50: Guidelines on Urban Drainage
 IRC SP 42: Guidelines on Road Drainage
 Manual on Artificial Recharge of Ground Water by (MoUD)
Type of flow
Flow in drain is steady during dry weather flow and turbulent during wet weather flow.
Formula for Rain Water Discharge

As per section 3.9.1 of CPHEEO Manual on Sewage & Sewage Treatment, the rational formula for
the relationship between peak runoff and the rainfall is given below:
Q = 10 * C*i*A
Where, Q is Runoff is CuM/Hr.
C is Dimensionless Runoff Coefficient
i is Peak Hour Rainfall intensity in mm/hr.
A is catchment area in hectares.
The value of Runoff coefficient “C” depends upon the nature of surface/ material.
With reference to Table 4.4 of Manual on Artificial Recharge of Ground Water the usual value of
coefficients are as follows:
Table 32: Coefficient of Rain Water Discharge
Type of Catchment Area Range (C)

Forest 0.05-0.2
Urban Residential 0.3-0.5
Commercial & Industrial 0.9
Park, Farms & Pastures 0.05-0.3
Asphalt or Concrete Pavement 0.75-0.9
Rainfall Intensity
Annual rainfall of the city is around 900mm. As per Section 3.9.2.3 “Intensity of precipitation “of
Manual on Sewage & Sewage Treatment by CPHEEO, In Indian conditions, intensity of rainfall
adopted in design is usually in the range of 12 mm/hr to 20 mm/hr.
Considering the safe side for design basis the intensity of rainfall adopted here is 20mm/hr.
Design Consideration For Hydraullic Sizing of Drains :-
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Flow - Friction Formula
Estimated design flows depend to a large extent on the assumptions, the accuracy of which is
variable. However, the design practice is to use the Manning’s formula for open channel flow and
the Hazen Williams and Darcy-Weisbach formulae for closed conduit or pressure flow.
Since, the storm water collection drain is open channel, thus the Manning’s formula is applicable
for gravity flow. (Section 3.15.4 of CPHEEO’s Manual on Sewage & Sewage Treatment)
Where, S: - Slope of Hydraulic Gradient

R: - Hydraulic Radius in Meters
n: - Manning’s Coefficient Number for Roughness
V: - Velocity in meter/ second
Velocity at minimum & maximum flow

It is necessary to size the drain to have adequate capacity for the peak flow to be achieved at the
end of design periods. It is desirable to design drains for higher velocities wherever possible. This is
done on the assumption that although silting might occur at minimum flow, the silt would be
flushed out during the peak flows, However the problem of silting may have to be faced in the early
years particularly for smaller drains which are designed to flow part full at the end of design period.
In the design of drains an attempt should be made to obtain adequate self-cleansing velocities at
the average or at least at the maximum flow at the beginning of the design period.
As per Manual on Sewage & Sewage Treatment by CPHEEO, the designed velocity at minimum flow
should be as:
Table 33: Design Velocity Criteria
Criteria Value
Minimum Velocity at initial peak flow 0.6 m/s
Minimum velocity at ultimate peak flow 0.8 m/s
Maximum Velocity 3 m/s
The velocity shall not only self-cleaning but also be sufficient to keep submerged surface free from
biological / microbial growth.
The maximum velocity shall be restricted to 3 m/s as due to high velocity the erosion will be caused
by sand and grits in drains.
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Catchment Area
The storm water drain has been designed for the surface runoff & sub surface runoff from road and
rooftop runoff from the buildings adjacent to the road.
Thus, the area of catchment is as follows:
Table 34: Drain Catchment Area
Name of Road
End Chainage
Start Chainage
(SqM)
(Hect.)
Length (M)
Width (M)
Area (SqM)
Intercepted Area
Intercepted Area
MG Road 0.00 280.00 280.00 226.00 63280 63280 6.3
780.00 280.00 500.00 226.00 113000 113000 11.3
JC Road 0.00 476.50 476.50 384.00 182976 312506 31.3
691.00 476.50 214.50 280.00 60060 238340 23.8
Vivekananda Road 0.00 450.00 450.00 430.00 193500 193500 19.4
450.00 623.00 173.00 430.00 74390 74390 7.4
Horpet Road 0.00 240 240.00 250.00 60000 60000 6.0
260.00 740.00 480.00 250.00 120000 120000 12.0
Rainfall Runoff :-
Considering all the above mentioned design constrains,
The runoff (Q) on single side of road for 20mm/hr. rainfall & Coefficient of Runoff, C is 0.85
Q = 10*C*i*A
The runoff discharge for roads are as follows:
Table 35: Storm Water Runoff

Name of Road Area in Rainfall Coefficient Storm Storm
(Hect) intensity of Runoff Water Water
(mm) Discharge Discharge
(CuM/Hr.) (CuM/Sec.)
A i C Q Q
MG Road 6.3 20 0.85 1075.76 0.30
11.3 20 0.85 1921 0.53
JC Road 31.3 20 0.85 5312.602 1.48
23.8 20 0.85 4051.78 1.13
Vivekananda 19.4 20 0.85 3289.5 0.91
Road 7.4 20 0.85 1264.63 0.35
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6.0 20 0.85 1020 0.28
Horpet Road
12.0 20 0.85 2040 0.57
Hydraullic Design of Existing Drain
As calculated above the area of existing drain is 0.72 sqm.
Thus,
Area (Ac) = 0.72 sqm ---- (A)
Hydraulic Depth = 0.9 mm ---- (B)
Width = 0.8 mm …. (C)
For JC Road,
Area (Ac) = 1.44 sqm ---- (A)
Hydraulic Depth = 1.2 mm ---- (B)
Width = 1.2 mm …. (C)
Flow - Friction Formula

Estimated design flows depend to a large extent on the assumptions, the accuracy of which is
variable. However, the design practice is to use the Manning’s formula for open channel flow and
the Hazen Williams and Darcy-Weisbach formulae for closed conduit or pressure flow.
Since, the storm water collection drain is open channel, thus the Manning’s formula is applicable
for gravity flow. (Section 3.15.4 of CPHEEO’s Manual on Sewage & Sewage Treatment)
….. (D)
Where, S: - Slope of Hydraulic Gradient

R: - Hydraulic Radius in Meters
n: - Manning’s Coefficient Number for Roughness
V: - Velocity in meter/ second
Calculating the Hydraulic Radius, R of drain,

R = Hydraulic Area of Drain / Wetted Perimeter …. (E)
Thus,
Wetted Perimeter, P = 2 X Hydraulic Depth + Width of the Drain
= 2 X (B) + (C)
= 2 X 0.900 + 0.800 (meters)
= 2.6 meters ………. (F)
Hydraulic Area of Drain, AH = Hydraulic Depth X Width of the drain
= Ae
= 0.72 Square Meter ……(G)
Incorporating the above values of wetted perimeter, P from equation (F) and of hydraulic area, AH
from equation (G) in equation (E), for the calculation of hydraulic radius of drain, R is
R = (G) / (F)
= 0.72 / 2.6 (meters)
= 0.277 meters ……(H)
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Calculating the Hydraulic Radius, R of drain for JC Road,
R = Hydraulic Area of Drain / Wetted Perimeter …. (E)
Thus,
Wetted Perimeter, P = 2 X Hydraulic Depth + Width of the Drain
= 2 X (B) + (C)
= 2 X 1.2 + 1.2 (meters)
= 3.6 meters ………. (F)
Hydraulic Area of Drain, AH = Hydraulic Depth X Width of the drain
= Ae
= 1.44 Square Meter ……(G)
Incorporating the above values of wetted perimeter, P from equation (F) and of hydraulic area, AH
from equation (G) in equation (E), for the calculation of hydraulic radius of drain, R is
R = (G) / (F)
= 1.44/ 3.6 (meters)
= 0.4 meters ……(H)
The value of the slope for each road is given in table below ….(I)
Table 36: Slope of Drains

Name of Road Start End Length RL at RL at Slope Slope
Chainage Chainage (M) Start End 1 in
Chainage Chainage
MG Road 0.00 280.00 280.00 100.80 97.12 0.0132 76.0
780.00 280.00 500.00 102.43 97.12 0.0106 94.1
JC Road 0.00 476.50 476.50 98.89 94.45 0.0093 107.3
691.00 476.50 214.50 94.79 94.45 0.0016 632.7
Vivekananda Road 450.00 0.00 450.00 102.58 94.36 0.0183 54.8
623.00 450.00 173.00 102.58 99.68 0.0168 59.7
Horpet Road 240.00 0 240.00 102.25 96.90 0.0223 44.9
260.00 740.00 480.00 103.19 96.95 0.0130 77.0
As per table 3-11 of CPHEEO’s Manual on Sewage & Sewage Treatment the Manning’s co-efficient
of concrete in good condition,
n = 0.013 …… (J)
Putting all the values in equation D, the velocity of runoff for each road is as follows:
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Table 37: Velocity of Drains
Name of Road
V = (1/n) *((R^ (2/3)) *(S^(1/2)))

Hydraulic Radius, (R) in meters
Manning’s Coefficient (n)
R^ (2/3)
S^ (1/2)
1/n
Velocity, m/sec
Slope (s)
MG Road 0.277 0.0132 0.013 0.42 0.11 76.9 3.7

0.277 0.0106 0.013 0.42 0.10 76.9 3.4
JC Road 0.400 0.0093 0.013 0.54 0.10 76.9 4.0
0.400 0.0016 0.013 0.54 0.04 76.9 1.7
Vivekananda Road 0.277 0.0183 0.013 0.42 0.14 76.9 4.4
0.277 0.0168 0.013 0.42 0.13 76.9 4.2
Horpet Road 0.277 0.0223 0.013 0.42 0.15 76.9 4.9
0.277 0.0130 0.013 0.42 0.11 76.9 3.7
Table 38: Existing Drain Status

Name of Road Hydraulic Velocity Discharge Storm Drain
Area of (m/sec) Capacity, Water Status
Drain Q = A*V Discharge
(SqM) (CuM/Sec) (CuM/Sec.)
MG Road 0.72 3.7 2.70 0.30 Sufficient
0.72 3.4 2.43 0.53 Sufficient
JC Road 1.44 4.0 5.81 1.48 Sufficient
1.44 1.7 2.39 1.13 Sufficient
Vivekananda 0.72 4.4 3.18 0.91 Sufficient
Road 0.72 4.2 3.05 0.35 Sufficient
Horpet Road 0.72 4.9 3.51 0.28 Sufficient
0.72 3.7 2.68 0.57 Sufficient
The above calculations shows that the existing drains are much sufficient to cater the storm water
runoff on the roads.
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Underground Cable Corridor
Underground utilities can be done in the following ways:-
 Utility tunnel for road width > 12 meters
 Utility duct for road width > 09 meters
 Electrical & ICT Duct
 Pipe Ducting
5.2.4.1 Utility Tunnel

Utility Tunnel can carry all the utility services such as electricity, water, solid waste, district cooling
supply pipes, etc. to various blocks all over the city. A utility tunnel is considered an optimal solution
to avoid underground crowding of utilities in narrow right of way.
It is built to avoid the disruption caused by recurring construction, repair and upgrading of cables
and pipes in direct burial trenches.
The precast duct will be of rectangular in shape with lid, made of precast concrete. Typical size of
the concrete duct will be about 1.5 M long, 300 to 500 mm depth and 300 to 500 mm width.
The ducts will be laid buried continuously over PCC concrete bedding and joints will be made water
proof. The ducts will be terminated at electric man-hole. From electric man-hole, PVC conduits will
be provided to individual buildings for power & communication cables.
The concrete duct lid can match with surface of footpath/ paved area. Alternatively, the concrete
duct will have sufficient soil cover over the lid to suit the level of footpath/ paved area/Road.
A separate duct is proposed for HT cable, LT cable and communication cable to avoid interference.
In this arrangement, as duct length is not more than 1.5 M, more joints will be required. As the
ducts are heavy, handling at site will be cumbersome, in the existing roads.
In this arrangement, laying of cables will be convenient, as the cables can be laid by removing lid of
the duct. It will be ensured that the lids are placed back correctly and are not broken, to ensure
smooth and even surface, as the surface serves as pavement also.
However, for laying service cables from feeder pillar to individual dwelling units, a separate set of
PVC/HDPE pipes need to be provided, which will require corridor additionally
A typical layout diagram and snapshot of a utility tunnel are indicated in figure below
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Figure 51: Typical Layout Diagram of Utility Tunnel-1
Advantages of Utility Tunnels:

 Easier accessibility to utilities for maintenance and Upgrading.
 Environmental impacts are minimized: such as traffic disruption
 Location information is made more accessible.
 An adequate airflow in ducts allows better heat transmission from electricity cables than
in direct trenched / buried situations.
 Utility tunnels range in size from just large enough to accommodate the utility being
carried, to very large tunnels that can also accommodate human and even vehicular traffic.
Dis-advantages of Utility Tunnels:

 High initial construction cost as compared to traditional open excavation methods.
 Space required for utility tunnel is more compared to other underground services.
 Only suitable for green field projects having wider roads.
5.2.4.2 Utility Duct

In Utility Duct all the services will be located along with Electrical cables which MI be placed in
separate electrical trench
The Duct will be of circular pipe made of reinforced concrete. Typical size of the pipe will be 200 to
400 mm. Separate pipes will be provided for group of HV cables, group of LV cables and group of
communication cables. The pipes are available in standard lengths of 2 to 2.5 M.
The ducts will be laid buried continuously over PCC concrete bedding. The ducts will be terminated
at electric man-hole. The concrete pipe will have sufficient soil cover over it to suit the level of
footpath/ paved area/Road.
For laying service cables from feeder pillar to individual dwelling units, a separate set of PVC/HDPE
pipes need to be provided, which can be laid over the soil cover of concrete pipes.
In this arrangement, as pipe length is not more than 2.5 M, more joints will be required. As the
pipes are heavy, handling at site will be cumbersome, in the existing roads.
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Though initial laying of cables will be easier, subsequent pulling cables in the same pipe will be
harder. Further, replacement of cables will not be viable, as the cables will be surrounded by other
service cables.
A typical layout diagram and snapshot of a utility Duct are indicated in figure below
Figure 52: Typical Layout Diagram of Utility Duct

 This type of arrangement carries all the utility supplies in a well-structured manner. It
allows space for operation, maintenance etc.

 It consumes about 5 meters of space. It is more costly. So this type is more preferable for
roads having more ROW. High maintenance
5.2.4.3 Electrical & ICT Trench

In this type of underground system, cables are laid in cable trays, either perforated or ladder type
in closed ducts. Cable trays are mounted in the concrete duct with the help of angles and channel.
In this type, dedicated trays are provided for HT, LT & ICT cables.
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A typical layout diagram and snapshot of a utility tunnel are indicated in figure.
 This can be used for narrow roads. The overall width of this duct is less than 2m and it is
cheaper compared to others. Since Manhole provision is there, this is better than directly
buried systems in terms of maintenance. Road cutting and hence the traffic disruption can
be avoided in this system.
 It consumes about 2 meters of space. Also construction of concrete ducts for installation
of trays makes it costly.
5.2.4.4 HDPE /PVC Pipe Duct
Electrical and ICT cables are directly carried through pipes of various diameters which are
directly buried into the ground. This can carry utilities such as power cables, ICT cables but
cannot be used as multipurpose for water supply, gas supply etc. Cable Pull chamber is provided
at every 50m interval of length which helps in maintenance and fault clearance.
In the duct bank arrangement, multiple PVC/HDPE pipes will be installed together with spacer.
Each pipe can be dedicated for specific cable. Typical size of the pipe will be 32 mm to 200 mm.
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.
The duct bank will be formed in multi tiers using spacers, outside the cable corridor and the
complete set will be laid in cable corridor over continuous PCC concrete bedding followed by
filling and compacting of soil around the pipes.
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.
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For laying electrical service cables and communication cables from feeder pillar / telecom JB to
individual dwelling units, a separate set of PVC pipes will be integrated with the above duct bank.
In this arrangement, joints will be lesser. As the pipes are lighter, handling at site will be easier.
Dedicated spare pipes can be provided for addition of cables in future.
This arrangement will be economical too, compared to other types. Hence PVC/HDPE pipe duct
bank arrangement is proposed to be adopted.
 A typical layout diagram and snapshot of a utility tunnel are indicated in Figure.
Advantages of Utility Tunnels.

 Less cost, easy construction and less space consumption

 Maintenance provision is less compared to ducts & C-pipe.
As the ROW of the road is not more thus, this option is more feasible for the Field Marshal Cariappa
Road.
5.2.4.5 Sizing and arrangement of PVC/HDPE Duct Bank

The PVC/HDPE Pipes in the duct bank will be of schedule 40, PN-6, sized for each type & size of
cable. The duct bank will be provided below proposed cycle track on left side and as well right side
cycle track.
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5.2.4.6 Recommendations as per Codes
As per IRC 98-1997, Guidelines on Accommodation of utility services on roads in urban areas, the
depth of installation should not be less than 0.6 meters.
As per Table 4-8 Broad recommendations about depth of laying (denoting the bottom of trench) of
services, of Code of Practice (Part -1) by Institute of Urban Transport (MoUD), following values has
been taken into consideration during design of cable bank duct:
Table 39: Design Considerations of Cable bank Duct
Sr.No Types of Utility Depth (in Meters)
1 Trunk Sewer Line 2.0 to 6.0
2 Water Supply Line 1.0 to 1.5
WS Service Line 0.6 to 1.0
WS Trunk Line 1.0 to 1.5
3 Electric Cable 1.0 to 1.5
LT Cable 0.6 to 1.0
HT Cable 1.5 to 2.0
4 Telecommunication Cables 2.0 to 3.0
Directly Laid 0.6 to 1.0
Laid in ducts 2.0 to 3.0
5 Gas Mains and lines carrying combustible materials 2.0 to 3.0
Taking all the above mention guidelines into consideration duct bank has been designed.
Street Lights
Lighting is required for visibility of a roadway and it adds to the safety of all features of a road
design.
To minimize the effect of glare and to provide the most economical lighting installation, luminaires
are mounted at heights of at least 9 m [30 ft]. Lighting uniformity is improved with higher mounting
heights, and in most cases, mounting heights of 10 to 15 m [35 to 50 ft] are usually preferable. High
mast lighting, special luminaires on masts of 30 m [100 ft], is used to light large highway areas such
as interchanges and rest areas. This lighting furnishes a uniform light distribution over the whole
area and may provide alignment guidance. However, it also has a disadvantage in that the visual
impact on the surrounding community from scattered light is increased.
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Table 40: Illumination Level Requirement
Particulars Illumination Level
Roads 30 lux
Pedestrian crossings 50 lux
Residential street lighting 1 -10 lux
Cycle track 20 lux
Facilitation of the above mentioned lighting levels would be done with the use of the luminaire
mounted at an appropriate height and horizontal distance. The location of poles is depending on
the category of the road. It could be the central verge or the sides where a segregated cycle facility
is available. Two luminaires can be mounted on a pole located between the carriageway and the
cycle track at different heights to light the required area with the required lux levels. This would
also reduce the number of poles required and the vertical clutter on any given road.
The visibility of the course of a cycle track is determined not so much by the amount of light that
falls on it but by the amount of light that is reflected by the road surface (luminance).1 With the
view of luminance, the use of concrete is the preferred choice. The disadvantage of using concrete
paving is the glare it would produce during the day in harsh Indian summers. Special treatment
should be done that would help cyclists to use a segregated cycle facility. These treatments could
include plantations providing shade and will also help reduce glare. This is a level of service (LOS)
prerequisite for riding comfort.
Street lighting should produce enough intensity required for face recognition and objects from a
particular sight distance. Especially for the purpose of social safety, women and children are a
special group for whom the color of light is of added importance. White light is a preferred choice.
The advantages of white light are as follows:
 In a segregated facility, it easily distinguishes between the fast and slow moving zone.
 It easily creates contrast for pedestrians also with tactile paving provided for the
differently-abled and the visually impaired.
 It increases annual savings.
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5.3 Pavement Design Standards
Following types of pavement options are proposed based on design traffic, existing pavement
condition and subgrade support:
1. Flexible pavement
2. Flexible overlay
3. White topping
Flexible pavement
Flexible pavement include pavement with bituminous surfacing over granular base and subbase
course. Flexible pavement is designed as per guidelines of IRC: 37-2012. Typical flexible pavement
consists of the following layers:
Figure 55: Different layers of flexible pavement
The design period of flexible pavement is more than 15 years. The design aspects for flexible
pavement design are traffic, design life and subgrade strength. The recommended method
considers design traffic in terms of the cumulative number of standard axles (80 kN) to be carried
by the pavement during the design life. Axle load spectrum data are required where cementitious
bases are used for evaluating the fatigue damage of such bases for heavy traffic.
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Following information is needed for estimating design traffic:
i. Initial traffic after construction in terms of number of Commercial Vehicles per day (CVPD).
ii. Traffic growth rate during the design life in percentage.
iii. Design life in number of years.
iv. Spectrum of axle loads.
v. Vehicle Damage Factor (VDF).
vi. Distribution of commercial traffic over the carriageway.
Only the number of commercial vehicles having gross vehicle weight of 30 kN or more and their
axle-loading is considered for the purpose of design of pavement.
The design traffic in terms of the cumulative number of standard axles to be carried during the
design life of the road should be computed using the following equation:
Where,
N = Cumulative number of standard axles to be catered for in the design in terms of msa.
A = Initial traffic in the year of completion of construction in terms of the number of
Commercial Vehicles Per Day (CVPD).
D = Lane distribution factor.
F = Vehicle Damage Factor (VDF).
n = Design life in years.
r = Annual growth rate of commercial vehicles in decimal (e.g., for 5 per cent annual growth
rate, r = 0.05).
The traffic in the year of completion is estimated using the following formula:
A = P (1 + r)x
Where,
P = Number of commercial vehicles as per last count.
x = Number of years between the last count and the year of completion of construction.
Various investigations required for flexible pavement include the following:
i. Soil investigation to determine the soil classification, OMC, MDD, and CBR
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ii. Classified traffic volume count survey to arrive at Average daily traffic and Annual average
daily traffic,
iii. Axle load survey to arrive at vehicle damage factor.
Flexible pavement is designed using (i) IITPAVE or (ii) Using Design Catalogues.
The advantage of IITPAVE is that any combination of traffic and pavement layer composition can
be tried. The designer will have full freedom in the choice of pavement materials and layer
thickness. The traffic volume, number of layers, the layer thickness of individual layers and the layer
properties are the user specified inputs in the Program, which gives strains at critical locations as
outputs. The adequacy of design is checked by the Program by comparing these strains with the
allowable strains as predicted by the fatigue and rutting model, in-built in the program. A
satisfactory pavement design is achieved through iterative process by varying layer thicknesses or,
if necessary, by changing the pavement layer materials.
Design catalogue giving pavement compositions for various combinations of traffic, layer
configuration and assumed material properties. If the designer chooses to use any of these
combinations and is satisfied that the layer properties assumed in the design catalogue can be
achieved in the field, the design can be straightway adopted from the relevant design charts given
in the catalogue.
Flexible overlay
A flexible pavement (either all-bituminous or bituminous with base course) used to strengthen an
existing rigid or flexible pavement. Flexible overlay is designed as per guidelines of IRC:81-1997.
Figure 56: Typical flexible overlay
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The design life of flexible overlay is 10 years. Following information is needed for design of flexible
overlay:
i. Initial traffic after construction in terms of number of Commercial Vehicles per day (CVPD).
ii. Traffic growth rate during the design life in percentage.
iii. Design life in number of years.
iv. Spectrum of axle loads.
v. Vehicle Damage Factor (VDF).
vi. Distribution of commercial traffic over the carriageway.
vii. Characteristic deflection using BBD survey.
Only the number of commercial vehicles having gross vehicle weight of 30 kN or more and their
axle-loading is considered for the purpose of design of pavement.
The design traffic in terms of the cumulative number of standard axles to be carried during the
design life of the road should be computed using the following equation:
Where,
N = Cumulative number of standard axles to be catered for in the design in terms of msa.
A = Initial traffic in the year of completion of construction in terms of the number of
Commercial Vehicles Per Day (CVPD).
D = Lane distribution factor.
F = Vehicle Damage Factor (VDF).
n = Design life in years.
r = Annual growth rate of commercial vehicles in decimal (e.g., for 5 per cent annual growth
rate, r = 0.05).
The traffic in the year of completion is estimated using the following formula:
A = P (1 + r)x
Where,
P = Number of commercial vehicles as per last count.
x = Number of years between the last count and the year of completion of construction.
To evaluate the structural strength of existing flexible pavement, Benkelman Beam deflection or
falling weight deflectometer survey is conducted for the portion of stretch, where the pavement is
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in good condition, based on visual survey. The characteristic deflection values are obtained from
BBD survey. Characteristic deflection values depend on the existing pavement composition
thickness, quality of material used, residual structural strength of existing pavement, type of traffic
plying on the road etc.
The overlay thickness is deduced using the design curves relating to characteristic pavement
deflection to the cumulative number of standard axles to be carried over the design life is given in
Fig 9 of IRC 81-1997.
White topping
White topping is defined as a Portland Cement Concrete (PCC) overlay constructed on the top of an
existing bituminous pavement. White topping is thus PCC resurfacing (overlay) as a rehabilitation
or structural strengthening alternative on bituminous pavement. The PCC overlay mayor may not
be bonded to the layer below. Bonding criteria between PCC overlay and underneath bituminous
layer is important, but not essential and not considered in the design. Minimum grade of concrete
to be used is M40. To enhance the performance of PCC mix, addition of fiber proves to be
advantageous. In order to reduce curling and warping stresses, joints spacing of 1.2 is provided.
The design principle adopted for design of TWT and UTWT is as per IRC: SP: 76-2015.
WT is classified based on type of interface or the extent of bonding with underlying bituminous
layers and its thickness. It is categorized as follows [1,9,11,20,22]:
1. Conventional white topping (CWT) is PCC overlays of greater than 200 mm thick. Bond
condition is not considered in the design. The design and construction are similar to that of
rigid pavement. It treats the existing bituminous surface as sub base/ base course. Pre-
requisite is that there shall not be any material related disintegration or subsidence of
existing bituminous pavement.
2. Thin White Topping (TWT) is PCC overlay between 100mm to 200mm thick. Bonding criteria
between PCC overlay and underneath bituminous layer is important, but not essential and
not considered in the design. Minimum grade of concrete to be used is M40. To enhance
the performance of PCC mix, addition of fiber proves to be advantageous. In order to
reduce curling and warping stresses, joints spacing of 0.6m to 1.25m is preferred.
3. Ultra-Thin White Topping (UTWT) is PCC overlay of less than 100 mm thick. UTWT mandates
the requirement of bond condition. In order to have a proper bond, 25 to 50 mm thick
existing bituminous surface should be milled. The minimum thickness of existing
bituminous pavement after milling should not be less than 75mm.
Thin White Topping (TWT) is PCC overlay between 100 mm to 200 mm thick. Thin and Ultra-thin
white topping technology is gaining popularity in India due to rapid development in concrete
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material technology and mechanization process, both in concrete production & in its laying
operation, fast track construction and reduced environmental hazards.
Several Thin white-topping and ultra-thin white-topping sections have been constructed in some of
the major cities of India on experimental basis viz, in Pune, New Delhi, Mumbai, Ghaziabad, Thane,
Bangalore and they are performing well as compared to bituminous overlays. White-topping has
the following advantages over flexible overlays:
i. Long life, low maintenance, low life-cycle cost, improved safety and environmental
benefits.
ii. Bituminous overlays exhibit a more rapid loss of serviceability as compared to concrete
white topping at some critical locations. The lives of successive bituminous overlays
become progressively shorter after the first overlay.
iii. Deformation like rutting and cracking predominant in case of bituminous pavements is
normally absent with concrete surfaces of white topping. This is particularly true in a hot
climate like India.
iv. Conventional White topping improves structural capacity of existing bituminous pavement,
if built on a strong base course, and it impedes structural distresses.
v. White topping requires much less maintenance and as such involves much less frequent
lane closures of road, as compared to bituminous surfaces.
vi. White topping is quite cost-effective to tackle annual budget constraints and high traffic
levels. It is, therefore, quite relevant to Indian conditions.
vii. White topping can uniformly fill ruts in the wheel path of bituminous pavements more
effectively because concrete is far more stiff and consistent at high temperature than
bituminous mixes. Broadly, for similar reasons, the occurrence of cracks is also relatively
much less in case of white topping.
viii. Concrete is relatively light in colour and hence concrete surface is more reflective to light,
absorb less heat and reduce the urban heat island effect. Improved reflection of lights from
vehicles enhances safety, lowers energy requirement of external lighting, lower
contribution to heat in environment.
ix. Fuel consumption on concrete roads has been found to be less than the bituminous roads.
The materials required for white topping are cement, admixtures, air entraining agents, fibers,
aggregates, water and mineral admixtures.
Concrete mixes used are so proportioned that the concrete mix generally produces concrete of
minimum characteristic compressive strength M40 or more than M40 at 28 days. High performance
concrete of compressive strength M50 is normally preferred. The high strength high performance
concrete is essential for fast track construction which is achieved by using early setting cements
with micro silica as an essential additive. The cardinal principle is that two third of the concrete
94 | P a g e
strength should be developed within a period of 48 hours. Such a pavement can be opened to traffic
within 72 hours of its laying.
WT projects are generally constructed with concrete of mix, having lower water/cement ratio, less
than 0.40. It is, however, preferable to have a water cement ratio around 0.30 to 0.38. The
workability/slump requirement (25-50 mm) may be conveniently achieved by the use of high range
water reducers (super plasticizers). The mixes may have high cement content (but not greater than
450 kg/m3). Extra precautions are required while using very high cement content with regard to
the heat of hydration. The higher strength is derived not by increasing the cement content but by
reduced water content. When designing concrete pavements, the flexural strength (modulus of
rupture) of concrete is used rather than its compressive strength, as concrete fails in flexure rather
than in compression. The mixes shall be designed as per IRC:44 or IS:10262. The minimum flexural
strength or modulus of rupture (Third point loading) of the concrete shall be 4.5 MPa which
corresponds to the minimum grade of concrete i.e. M40 at 28 days. It is, however, preferred to
have a flexural strength of 5.0-6.0 MPa (Third Point Loading).
Steps for Design Procedure
1. Find traffic in terms of commercial vehicles per day (CVPD) and their percentages of the
total traffic including single axle and tandem axles.
2. Evaluate soaked CBR/k value of sub grade
3. Find Modified ok' value or support modulus (from Appendix III/Figs. 1 or 2 as for
conventional white topping or) on sub base of asphalt pavement from the modulus of
subgrade reaction of the subgrade.
4. Assume a trial thickness and joint spacing (say 1 m or 1.2 m)
5. Find Temperature Stresses
6. Find corner load stresses and curling stresses using equations 1 to 3. Calculate stress ratio
using corner load stresses and find out total fatigue life consumed which should be less
than one.
7. Calculate total of maximum load and curling stresses at corner. It should be less than the
flexural strength of concrete.
8. Formula for determining flexural strength at third point loading as per IS 516-1959 is given
below:
Flexural Strength at third point loading = [PI/bd2] where
“l” is effective length of beam, or distance between two supports in cm b&d are breadth and depth
of beam in cm. “P” is the load at failure of the beam in kg.
9. Determine fatigue consumed, which shall be less than one.

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White topping construction procedure:
Milling: Top surface of existing bituminous pavement is milled to a depth of 25-50 mm to cover the
distresses such as rutting, rough surface and ensure proper bond between the overlay and the
underlying bituminous surface. The thickness of bituminous surface after milling should not be less
than 75 mm.
Repair to Existing Pavement: The milled surface should be repaired in such a way that it is free
from cracks or any other local distress. The surface of the asphalt shall be flushed with water to aid
in cleaning before overlay is applied. In case of surface undulation, 50 mm Bituminous macadam
shall be provided as profile correction course.
Cleaning: After milling, the top of existing surface or the profile corrected course shall be cleaned
by Air blasting/vacuum cleaner/ Power brooming /Water blasting/Sand blasting/Chiselling.
Placing, Finish, Texturing and Curing using Conventional Paving Techniques and Materials: After
the milling operation/laying profile correction course, form work using steel channels are fixed and
stability of these is ensured simultaneously. Concrete is placed, finished and cured using
conventional paving techniques. Kerb stone shall not be used as formwork. Curing is done with
water or any curing compound. Then texturing is done just after the water sheen disappears, just
before the concrete becomes non-plastic. Joints are cut within 6-18 hours of laying of TWT to
prevent cracking, minimizes curling and warping stresses.
Opening to Traffic: The traffic can be opened when the TWT has attained the desired strength
depending on the traffic loading condition. Usually, traffic may be opened after 28 days (or at the
age at which minimum compressive strength of 28.0 MPa is achieved) of casting Paving Quality
Concrete (PQC)/PCC slabs.
5.4 Traffic Control Devices
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 shall be provided.
Traffic Signals
IRC: 93 – 1985 “Guidelines on design and installation of road traffic signals”, suggests that before
the traffic design process, it must be determined whether or not the volume of traffic entering the
intersection warrants signalisation. The need for Traffic signal at a junction can be evaluated in
relation to the following warrants:
Warrant 1 – Minimum vehicular volume
Warrant 2 –Interruption of continuous traffic
Warrant 3 – Minimum pedestrian volume
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Warrant 4 – Accident experience
Warrant 5 – Combination of warrants
The satisfaction of warrants however, does not always completely justify signal installation.
Engineering judgement must be exercised to ensure that the signal could not increase the hazards
or cause unnecessary delay.
Figure 57: Traffic Signs and Signals
Mandatory / Regulatory signs
Violation of these signs is legal offence e.g. stop signs, speed limits near schools, villages etc.
Warning / Cautionary signs
These signs are to warn the road users of existence of certain restrictions / hazardous conditions.
Informatory signs
These signs are for information purposes e.g. petrol pump, hospitals, direction signs, route number
etc.
Road Markings
Road markings with thermoplastic paint shall be adopted for traffic lane markings, edge markings,
arrows, kerbs etc. as per IRC 35-1997.
Kilometre 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
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Delineators
Road delineators shall be provided as visual aids for safety at night at approaches of bridges, high
embankments, culverts etc. as per IRC 79-1981.
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.
Concrete crash barriers
Concrete Crash Barriers shall be provided to prevent vehicles going out of control at bridge locations
as per MORT&H specifications.
5.5 Parking Designs
The on street parking should be permissible only when the width of road is more than 20 m and the
traffic on the road is not high. Parking space for 2W should be generally provided to be 1m X 2.3m,
for car should be 2.50 m X 5.00 m and for truck should be 3.75 m X 7.50 m. Parking space
requirement for on street parking shall be as follows:
Table 41: Norms for On-street Parking for Car

Types of Parking Width from Curb Length required beside curb
Parallel 2.50 5.9
30° 4.66 5.0
45° 5.31 3.54
60° 5.58 2.89
90° 5.00 2.50
5.6 Bus Queue Shelters
Shelters should be designed and sited to provide maximum weather protection, bearing in mind
the prevailing winds and the needs for protection against splashes from passing vehicles. Waiting
passengers must have a clear view of approaching buses and be themselves clearly visible to drivers
and passer‐by. Shelters should provide minimum obstruction to the pavement, and a
recommended width of 1.8 m should be allowed for passing pedestrians. There should be at least
0.5 m clearance between any part of the shelter and the kerb edge. The shelter should have no
projecting sections or sharp corners that would create a hazard to pedestrians. Although designs
should not visually clash with their surroundings, there should be sufficient use of bright colour
contrast to identify the shelter to those with visual impairment. Materials and designs used should
be of standard size, shape and type to allow easier maintenance. Combining bus shelters with
commercial advertisements or public telephones will reduce costs, minimize footway obstruction,
98 | P a g e
and facilitate lighting the shelter at night, thereby reducing passenger fear of assault. Any shelter
without lights should be sited in open, well‐lit areas. In addition, all new enclosed shelter designs
should have entrance and exit choices which avoid entrapment.
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6 Proposal
6.1 Roads Proposal
The proposed Smart roads will comprise of carriageway, on street parking, footpath, cycle track,
Multi-Utility Zone, Green Zone and provision of underground utility ducting. The list of design
drawings, general and cross-sectional proposal for each road is given in subsequent sections. All
drawings are given in Annexure III- Drawing volume.
M.G. Road
The improvement of MG Road and Vivekananda Road Junction is taken up as a part of M.G. road
improvement scheme, for which detailed drawings are attached in the Annexures and cost
estimate is included in the attached Bill of Quantities. The following drawings are prepared for
road.
Table 42: Drawing List for M.G. Road

S. SHEET
DRAWING TITLE DRAWING NO SCALE
No. NO
1 LOCATION MAP TSC-SR-MGR-LM-DRG-001 1 NTS
EXISTING LAYOUT PLAN FOR
2 TSC-SR-MGR-E & T-DRG-002 1 of 2 1:500
ELECTRICAL & TELECOM
3 TSC-SR-MGR-E & T-DRG-002 2 of 2 1:500
ELECTRICAL & TELECOM
EXISTING LAYOUT PLAN FOR WATER,
4 TSC-SR-MGR-S & W-DRG-003 1 of 2 1:500
SEWER & STROM WATER DRAIN
EXISTING LAYOUT PLAN FOR WATER,
5 TSC-SR-MGR-S & W-DRG-003 2 of 2 1:500
SEWER & STROM WATER DRAIN
6 TSC-SR-MGR-FP-DRG-004 1 of 2 1:500
FOOTPATH
7 TSC-SR-MGR-FP-DRG-004 2 of 2 1:500
FOOTPATH
EXISTING ROAD CROSS SECTION
8 TSC-SR-MGR-EX-CS-DRG-005 1 of 1 1:50
DETAILS
9 DISMANTLING DETAILS TSC-SR-MGR-DIS-DRG-006 1 of 1 1:20,50
10 EXCAVATION DETAILS TSC-SR-MGR-EXC-DRG-007 1 of 1 1:20,50
11 PROPOSED SMART ROAD PLAN TSC-SR-MGR-SRP-DRG-008 1 of 2 1:500
12 PROPOSED SMART ROAD PLAN TSC-SR-MGR-SRP-DRG-008 2 of 2 1:500
13 JUNCTION DETAILS TSC-SR-MGR-JN-DRG-009 1 of 1 1:250
14 TYPICAL ROAD CROSS SECTION-1 TSC-SR-MGR-TRCS-DRG-010 1 of 1 1:100
15 TYPICAL ROAD CROSS SECTION-2 TSC-SR-MGR-TRCS-DRG-011 1 of 1 1:100
16 TYPICAL ROAD CROSS SECTION -3 TSC-SR-MGR-TRCS-DRG-012 1 of 1 1:100
17 TYPICAL PAVEMENT DETAILS-1 TSC-SR-MGR-STD-DRG-013 1 of 1 1:25
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21 TRAFFFIC SIGN BOARD & DETAILS TSC-SR-MGR-STD-DRG-017 1 of 1 1:20,40
ROAD MARKING, PEDESTRIAN
22 TSC-SR-MGR-STD-DRG-018 1 of 1 1:50,25
CROSSING & RAMP DETAILS
23 CAR PARKING DETAILS TSC-SR-MGR-STD-DRG-019 1 of 1 1:50
TYPICAL DETAILS OF TREE
24 TSC-SR-MGR-STD-DRG-020 1 of 1 1:10,20
PLANTATION & BOLLARDS
TYPICAL PLAN & SECTION DETAILS
25 TSC-SR-MGR-STD-DRG-021 1 of 1 1:20
OF BENCH
26 DETAILS OF PRECAST DRAIN COVER TSC-SR-MGR-STD-DRG-022 1 of 1 1:10
27 CROSS ROAD DRAIN DETAILS TSC-SR-MGR-STD-DRG-023 1 of 1 1:20
PROPOSED UTILITY DUCT DETAILS
28 TSC-SR-MGR-UT-DRG-025 1 of 2 NTS
LHS
LHS
RHS
RHS
PROPOSED UTILITY DUCT
REINFORCEMENT DETAILS
The general and cross-sectional proposal for M.G. Road is as follows:
As the available width at M.G. Road is 15m the design for the same is carried out. Here two layouts
for 15m are incorporated in the stretch.
Figure 58: Proposed 15m Layout-1 for M.G. Road
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Figure 59: Proposed 15m Layout-2 for M.G. Road
Figure 60: Proposed Average 15m Cross-section-1 for M.G. Road
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Figure 61: Proposed Average 15m Cross-section-2 for M.G. Road
Horpet Road
The following drawings are prepared for Horpet road.
Table 43: Drawing List for Horpet Road

S.N SHEET
DRAWING TITLE DRAWING NO
o. NO
1 PROPOSED SMART ROAD LOCATION MAP TSC-SR-HOR-LM-DRG-001 1 of 1
EXISTING LAYOUT PLAN FOR ELECTRICAL &
2 TSC-SR-HOR-E & T-DRG-002 1 of 2
TELECOM
3 TSC-SR-HOR-E & T-DRG-002 2 of 2
TELECOM
EXISTING LAYOUT PLAN FOR WATER, SEWER
4 TSC-SR-HOR-S & W-DRG-003 1 of 2
& STROM WATER DRAIN
5 TSC-SR-HOR-S & W-DRG-003 2 of 2
& STROM WATER DRAIN
6 EXISTING LAYOUT PLAN FOR FOOTPATH TSC-SR-HOR-FP-DRG-004 1 of 2
7 EXISTING LAYOUT PLAN FOR FOOTPATH TSC-SR-HOR-FP-DRG-004 2 of 2
8 EXISTING ROAD CROSS SECTION DETAILS TSC-SR-HOR-EX-CS-DRG-005 1 of 1
9 DISMANTLING DETAILS TSC-SR-HOR-DIS-DRG-006 1 of 1
10 EXCAVATION DETAILS TSC-SR-HOR-EXC-DRG-007 1 of 1
11 PROPOSED SMART ROAD PLAN TSC-SR-HOR-SRP-DRG-008 1 of 2
12 PROPOSED SMART ROAD PLAN TSC-SR-HOR-SRP-DRG-008 2 of 2
13 PROPOSED TYPICAL ROAD CROSS SECTION-1 TSC-SR-HOR-TRCS-DRG-09 1 of 1
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16 PROPOSED TYPICAL PAVEMENT DETAILS-1 TSC-SR-HOR-STD-DRG-012 1 of 1
19 TRAFFFIC SIGN BOARD & DETAILS TSC-SR-HOR-STD-DRG-015 1 of 1
ROAD MARKING AND PEDESTRIAN CROSSING
20 TSC-SR-HOR-STD-DRG-016 1 of 1
DETAILS
TYPICAL DETAILS OF TREE PLANTATION &
21 TSC-SR-HOR-STD-DRG-017 1 of 1
BOLLARDS
22 DETAILS OF PRECAST DRAIN COVER TSC-SR-HOR-STD-DRG-018 1 of 1
23 EXISTING CROSS ROAD DRAIN DETAILS TSC-SR-HOR-STD-DRG-019 1 of 1
24 PROPOSED UTILITY DUCT DETAILS RHS TSC-SR-HOR-UT-DRG-020 1 of 3
PROPOSED UTILITY DUCT ROAD CROSSING
27 TSC-SR-HOR-UT-DRG-021 1 of 1
PLAN
PROPOSED UTILITY DUCT REINFORCEMENT
28 TSC-SR-HOR-UT-DRG-022 1 of 1
DETAILS
The general and cross-sectional proposal for the Horpet road is as follows:
The available ROW here varies from 11-16m and for the same varying ROW the proposal is formed.
Figure 62: Proposed 11-16m Layout for Horpet Road
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Figure 63: Proposed 12-16m Cross-section-1 for Horpet Road
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J.C. Road
The following drawings are prepared for J.C. Road.
Table 44: Drawing List for J.C. Road

S.N SHEET
DRAWING TITLE DRAWING NO. SCALE
o. NO.
1 PROPOSED SMART ROAD LOCATION MAP TSC-SR-JCR-LM-DRG--001 1 of 1 NTS
2 TSC-SR-JCR-E & T-DRG-002 1 of 2 1:500
TELECOM
3 TSC-SR-JCR-E & T-DRG-002 2 of 2 1:500
TELECOM
EXISTING & PROPOSED LAYOUT PLAN FOR SEWER
4 TSC-SR-JCR-S & W-DRG-003 1 of 2 1:500
& STORM WATER
EXISTING & PROPOSED LAYOUT PLAN FOR SEWER
5 TSC-SR-JCR-S & W-DRG-003 2 of 2 1:500
& STORM WATER
6 EXISTING LAYOUT PLAN FOR FOOTPATH TSC-SR-JCR-FP-DRG-004 1 of 2 1:500
7 EXISTING LAYOUT PLAN FOR FOOTPATH TSC-SR-JCR-FP-DRG-004 2 of 2 1:500
8 TYPICAL EXISTING ROAD CROSS SECTION DETAILS TSC-SR-JCR-EX-CS-DRG-005 1 of 1 1:50
9 DISMANTLING DETAILS TSC-SR-JCR-DIS-DRG-006 1 of 1 1:20,50
10 EXCAVATION DETAILS TSC-SR-JCR-EXC-DRG-007 1 of 1 1:20,50
11 PROPOSED SMART ROAD PLAN TSC-SR-JCR-SRP-DRG-008 1 of 2 1:500
12 PROPOSED SMART ROAD PLAN TSC-SR-JCR-SRP-DRG-008 2 of 2 1:500
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13 PROPOSED TYPICAL ROAD CROSS SECTION-1 TSC-SR-JCR-TRCS-DRG-09 1 of 1 1:100
16 PROPOSED TYPICAL PAVEMENT DETAILS-1 TSC-SR-JCR-STD-DRG-012 1 of 1 1:25
20 TRAFFFIC SIGN BOARD & DETAILS TSC-SR-JCR-STD-DRG-016 1 of 1 1:20,40

ROAD MARKING, PEDESTRIAN CROSSING & RAMP
21 TSC-SR-JCR-STD-DRG-017 1 of 1 1:50,25
DETAILS
22 PARKING & VENDING ZONE DETAILS TSC-SR-JCR-STD-DRG-018 1 of 1 01:50
TYPICAL DETAILS OF TREE PLANTATION &
23 TSC-SR-JCR-STD-DRG-019 1 of 1 1:50
BOLLARDS
24 PLAN & DETAILS OF PRE-CAST DRAIN COVERS SLAB TSC-SR-JCR-STD-DRG-020 1 of 1 1:20,40
25 CROSS ROAD DRAIN DETAILS TSC-SR-JCR-STD-DRG-021 1 of 1 1:20
26 PROPOSED UTILITY DUCT DETAILS LHS TSC-SR-JCR-UT-DRG-022 1 of 2 NTS
27 PROPOSED UTILITY DUCT DETAILS LHS TSC-SR-JCR-UT-DRG-022 2 of 2 NTS
28 PROPOSED UTILITY DUCT DETAILS RHS TSC-SR-JCR-UT-DRG-023 1 of 2 NTS
29 PROPOSED UTILITY DUCT DETAILS RHS TSC-SR-JCR-UT-DRG-023 2 of 2 NTS

30 TSC-SR-JCR-UT-DRG-024 1 of 1 NTS
DETAILS
1:20,1:1
31 BENCH DETAILS (CIRCULAR TYPE) TSC-SR-JCR-UT-DRG-025 1 of 1
00
DETAILS OF CHAIN LINK FENCING BESIDE
32 TSC-SR-JCR-CLF-DRG-026 1 of 2 01:25
RAJAKALUVE
DETAILS OF CHAIN LINK FENCING BESIDE
33 TSC-SR-JCR-CLF-DRG-026 2 of 2 01:25
RAJAKALUVE
The general and cross-sectional proposal for the J.C. Road is as follows:
Figure 66: Proposed 30m Layout for J.C. Road
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Figure 67: Proposed 30m Cross-section-1 for J.C. Road
Figure 68: Proposed 30m Cross-section-2 for J.C. Road
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Vivekananda Road
The following drawings are prepared for Vivekananda Road.
Table 45: Drawing List For Vivekananda Road

S.N SHEET
DRAWING TITLE DRAWING NO. SCALE
o. NO.
1 PROPOSED SMART ROAD LOCATION MAP TSC-SR-VVR-LM-DRG--001 1 of 1 NTS
2 TSC-SR-VVR-E & T-DRG-002 1 of 2 1:500
TELECOM
3 TSC-SR-VVR-E & T-DRG-002 2 of 2 1:500
TELECOM
4 TSC-SR-VVR-S & W-DRG-003 1 of 2 1:500
& STROM WATER DRAIN
5 TSC-SR-VVR-S & W-DRG-003 2 of 2 1:500
& STROM WATER DRAIN
6 EXISTING LAYOUT PLAN FOR FOOTPATH TSC-SR-VVR-FP-DRG-004 1 of 2 1:500
7 EXISTING LAYOUT PLAN FOR FOOTPATH TSC-SR-VVR-FP-DRG-004 2 of 2 1:500

8 EXISTING ROAD CROSS SECTION DETAILS TSC-SR-VVR-EX-CS-DRG-005 1 of 1 1:50
9 DISMANTLING & RECONSTRUCTION DETAILS TSC-SR-VVR-DIS-DRG-006 1 of 1 1:20,50
10 EXCAVATION DETAILS TSC-SR-VVR-EXC-DRG-007 1 of 1 1:20,50

11 PROPOSED SMART ROAD PLAN TSC-SR-VVR-SRP-DRG-008 1 of 2 1:500
12 PROPOSED SMART ROAD PLAN TSC-SR-VVR-SRP-DRG-008 2 of 2 1:500
13 PROPOSED TYPICAL ROAD CROSS SECTION-1 TSC-SR-VVR-TRCS-DRG-09 1 of 1 1:100
14 PROPOSED TYPICAL ROAD CROSS SECTION-2 TSC-SR-VVR-TRCS-DRG-010 1 of 1 1:100
15 PROPOSED TYPICAL PAVEMENT DETAILS-1 TSC-SR-VVR-STD-DRG-011 1 of 1 1:25
16 PROPOSED TYPICAL PAVEMENT DETAILS-2 TSC-SR-VVR-STD-DRG-012 1 of 1 1:25

17 TRAFFFIC SIGN BOARD & DETAILS TSC-SR-VVR-STD-DRG-013 1 of 1 1:20,40
ROAD MARKING, PEDESTRIAN CROSSING &
18 TSC-SR-VVR-STD-DRG-014 1 of 1 1:50,25
RAMP DETAILS
19 TYPICAL DETAILS OF BOLLARDS TSC-SR-VVR-STD-DRG-015 1 of 1 1:10,20
20 DETAILS OF PRECAST DRAIN COVER TSC-SR-VVR-STD-DRG-016 1 of 1 1:10
21 EXISTING CROSS ROAD DRAIN DETAILS TSC-SR-VVR-STD-DRG-017 1 of 1 1:20
22 PROPOSED UTILITY DUCT DETAILS RHS TSC-SR-VVR-UT-DRG-018 1 of 3 NTS

PROPOSED UTILITY DUCT ROAD CROSSING
25 TSC-SR-VVR-UT-DRG-019 2 of 2 NTS
PLAN
26 TSC-SR-VVR-UT-DRG-020 1 of 1 NTS
DETAILS
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The general proposal for Vivekananda road is as follows:
Figure 69: Proposed 10-13m Layout for Vivekananda Road
Figure 70: Proposed 10-13m Cross-section-1 for Vivekananda Road
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Figure 71: Proposed 10-13m Cross-section-2 for Vivekananda Road
6.2 Design Traffic
Classified volume count survey and for all project roads have been conducted in the year 2017,
hereinafter called, “Base Year”. For the purpose of pavement design, commercial vehicles weighing
laden weight more than 3T have been considered. Such vehicles consisted of LCVs, tractors, tempo
and goods auto rickshaw. The major traffic takes place are on Ashoka Road, M.G. Road and J.C.
Road. And the design of all the roads are considered on the design traffic of this roads.
The corridor wise traffic is the sum of normal traffic and induced need to be considered for design
years. Induced traffic is the traffic generated due to because of the facility improvement on the
project roads. However, in urban areas the traffic growth in numbers are considerably very low. For
the pavement design, the minimum traffic growth should be considered 5%.
The following table shows the design traffic for the roads on which the pavement are designed:
Table 46: Vehicular Traffic Projection In AADT, Both Direction M.G. Road (No. Of Vehicles)
YEAR Bus LCV 2-axle 3-Axle Multi Axle
2019 0 26 2 2 1
2039 0 119 9 9 5
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Table 47: Vehicular Traffic Projection In AADT, Both Direction J.C. Road (No. Of Vehicles)
Year Bus LCV 2-Axle 3-Axle Multi-Axle
2019 14 453 24 22 44
2039 38 1205 62 56 117
6.3 Pavement Design
Pavement design for each road is discussed below and the method used is by using Benkelman
Beam Deflection Test and is a Graphical method. In this “k” value can be determined based on
characteristic deflection of BBD test as per IRC: 81.
Figure 72: Graph showing relationship between BBD & Modulus of Subgrade reaction
Table 48: Percentage for Axle Loads for the Design of TWT
Axle load Class, Tons % of Axle Loads Axle load Class, Tons % of Axle Loads
15-17 0 - 0
13-15 0 26-30 0
11--13 0 22-26 0
9--11 0 18-22 0
7--9 0 14-18 0
less than 8 100.00 less than 14 0.00
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Table 49: Expected Repetitions for Axle Loads
Single Axle Load Tandem Axle loads
Axle load Class, Tons % of Axle Loads Axle load Class, Tons % of Axle Loads
16 - - -
14 0 28 0
12 0 24 0
10 0 20 0
8 0 16 0
less than 8 27290175 less than 16 0
Pavement design for M.G. Road
Though MG road is classified as sub-arterial road, it is one among the 4 important roads in
Tumakuru city with busiest commercial activities happening throughout the year. Since the road
upgradation is taken up under Smart city proposal, as a long-term sustainable rehabilitation
technique, thin white -topping is proposed for the selected stretch.
Determination of modified / effective / support modulus of Subgrade reaction (k). The correlation
between CBR and ‘k’ value for the Subgrade as given in IRC:SP: 76-2015 be used for the design.
Modified “k” value on the top of Bituminous pavement can be determined using the charts given
in IRC: SP: 76-2015: “Guidelines for Conventional and Thin White topping”. Two charts are given
for correlation based on the existing bituminous pavement is a top of granular base or cement
treated base.
White Topping is designed based on the “Guidelines for Thin and Conventional White Topping, IRC:
SP 76 - 2015”. The design is as follows:
Table 50: Design Parameters for White Topping

1 Design Life, years 20
2 Traffic Growth Rate. r, % 5
Commercial Traffic, CVPD after Design and
3 33
Construction Period
4 Grade of Concrete, MPa 40
5 Cumulative Repetitions in 20 years, CVPD 1032719
6 Design traffic (25% of (v)), CVPD 258180
7 Subgrade CBR, % 7
8 Corresponding k value, kg/cm2/cm 4.8
9 Characteristic deflection, Dc in mm 0.4
10 Corresponding k value on top of asphalt, kg/cm3 17.5
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Table 51: Design Data For M.G. Road
Trial Thickness, cm 18.5
Subgrade Modulus “k”, kg/cm3 17.5
Design Period, years 20
Modulus of Rupture, kg/cm3 45
Load Safety Factor 1
Length of Square Slab, cm 120
Modulus of Elasticity of concrete, MPa 300000
Poisson's ratio 0.15
Radius of relative Stiffness “Ic”, cm 55.15
Table 52: Fatigue life Consumed for Single Axle Load

Maximum
Axle Load Fatigue load
Stress Expected Fatigue
Loads, Stress, Life stresses,
Ratio Repetition, Life, N
Tonnes Kg/cm2 Consumed kg/cm2
16 0 0 0 - 0.00
14 0 0 0 - 0.00
12 0 0 0 - 0.00
31.3
10 0 0 0 - 0.00
8 0 0 0 - 0.00
less than 8 31.3 0.63 10494 12259 0.86
Fatigue Life Consumed for Single Axle Load 0.86
Table 53: Fatigue life Consumed for Tandem Axle Load

Maximum
Axle Load Fatigue
Stress Expected Fatigue load
Loads, Stress, Life
Ratio Repetition Life, N stresses,
Tonnes Kg/cm2 Consumed
kg/cm2
0 0 0 - 0.000
28 0 0 0 - 0.000
24 0 0 0 - 0.000
20 0 0 0 - 0.000 27.10
16 0 0 0 - 0.000
less than
27.1 0.55 750 132039.5 0.006
16
Fatigue Life Consumed for Tandem Axle Load 0.006
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If the panel size is less than 1.30 m, then two axles of a tandem axle vehicle will not fall on the same
panel simultaneously, hence, stresses should only be considered for single axle. The possibility of
wheels of two adjacent vehicles simultaneously placed on one panel is also excluded. The
cumulative life consumed both by single and tandem axle is 0.86 < 1.0. Hence, Thickness provided
is Safe Against Fatigue Failure.
Temperature Curling Stresses:
σT = 1.933-241000(αdelT) + 1.267(L/le)
(-0.15°C/cm x Thickness of white
ΔT
topping overlay)
Δ T, oC -2.775
α 0.00001
Radius of relative Stiffness, cm lc 55.15
σT, Kg/Cm2 11.38
Maximum load stresses, kg/cm2 31.30
Total flexural stresses due to load and
curling=Maximum load stresses+ Curling 42.68
stresses, Kg/cm2
This is less than the minimum flexural strength of 45 kg/cm2. Hence, design is safe. White topping
thickness of 18.5 cm can be adopted for MG Road.
Pavement design for Horpet Road

A team of highway engineers visited Horpet road to visually inspect pavement
condition/composition. Following are the observations:
1. Chainage wise pavement condition is given below:

Sl. No From To Pavement condition
Undulation in road cut portion excavated for
1 0+00 0+245
laying sewer line
2 0+245 0+516 Fair
3 0+516 0+637 Undulation patchwork
4 0+637 0+757 Fair
2. Proper camber was not maintained.
3. The riding quality of existing road is of average quality.
4. Trial pit data revealed that existing pavement has 110 mm bituminous course over 400 mm
granular base course.
5. Around 435 commercial vehicles ply on the road.
6. Characteristic deflection from BBD analysis is 0.54 mm.
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Conclusion:
 Considering the existing pavement condition and composition (of 80mm bituminous
course) following pavement composition is proposed as per clause 7.5 of IRC:81-1997
to cover the surface irregularities and to improve the riding quality and new pavement
as per IRC:37-2012.
Table 54: Pavement Proposal Horpet Road

Sl. Pavement Pavement Codal reference
From To
No Proposal composition
40mm BC
1 0+00 0+245 Flexible Overlay
50mm DBM
2 0+245 0+516 Flexible Overlay 40mm BC Clause 7.5 of IRC
40mm BC 81-1997
3 0+516 0+637 Flexible Overlay
50mm DBM
4 0+637 0+757 Flexible Overlay 40mm BC
 Extract of IRC 81-1997 is given below:
Pavement design for J.C.Road
J.C. Road connects BH road and Mandipet road. It is also one among the 4 important roads in
Tumakuru city with busiest commercial activities happening throughout the year. Since the road
upgradation is taken up under Smart city proposal, as a long-term sustainable rehabilitation
technique, thin white -topping is proposed for the selected stretch.
The design principle adopted for design of TWT and UTWT is as per IRC: SP: 76-2015. Determination
of modified / effective / support modulus of Subgrade reaction (k). The correlation between CBR
and ‘k’ value for the Subgrade as given in IRC: SP: 76-2015 be used for the design. Modified “k”
value on the top of Bituminous pavement can be determined using the charts given in IRC: SP: 76-
2015: “Guidelines for Conventional and Thin White topping”. Two charts are given for correlation
based on the existing bituminous pavement is a top of granular base or cement treated base.
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White Topping is designed based on the “Guidelines for Thin and Conventional White Topping, IRC:
SP 76 - 2015”. The design is as follows:
Table 55: Design Parameters for White Topping J.C. Road

1 Design Life, years 20
2 Traffic Growth Rate. r, % 5
Commercial Traffic, CVPD after Design and
3 110
Construction Period
4 Grade of Concrete, MPa 40
5 Cumulative Repetitions in 20 years, CVPD 3839824
6 Design traffic (25% of (v)), CVPD 959956
7 Subgrade CBR, % 6
8 Corresponding k value, kg/cm2/cm 4.6
9 Characteristic deflection, Dc in mm 0.53
10 Corresponding k value on top of asphalt, kg/cm3 14.8
Table 56: Design Data For J.C. Road

Trial Thickness, cm 18
Subgrade Modulus “k”, kg/cm3 14.8
Design Period, years 20
Modulus of Rupture, kg/cm3 45
Load Safety Factor 1
Modulus of Elasticity of concrete, MPa 300000
Poisson's ratio 0.15
Radius of relative Stiffness “Ic”, cm 56.34
Table 57: Fatigue life Consumed for Single Axle Load

Maximum
Axle Load Fatigue load
Stress Expected Fatigue
Loads, Stress, Life stresses,
Ratio Repetition, Life, N
Tonnes Kg/cm2 Consumed kg/cm2
16 0 0 0 - 0.00
14 0 0 0 - 0.00
12 0 0 0 - 0.00
36.72
10 0 0 0 - 0.00
8 0 0 0 - 0.00
less than 8 36.71704 0.65 7623 8774 0.87
Fatigue Life Consumed for Single Axle Load 0.87
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Table 58: Fatigue life Consumed for Tandem Axle Load
Maximum
Axle Load Fatigue
Stress Expected Fatigue load
Loads, Stress, Life
Ratio Repetition Life, N stresses,
Tonnes Kg/cm2 Consumed
kg/cm2
0 0 0 - 0.000
28 0 0 0 - 0.000
24 0 0 0 - 0.000
20 0 0 0 - 0.000 28.9
16 0 0 0 - 0.000
less than
28.9 0.56 2033 99039.77 0.021
16
Fatigue Life Consumed for Tandem Axle Load 0.0021
If the panel size is less than 1.30 m, then two axles of a tandem axle vehicle will not fall on the same
panel simultaneously, hence, stresses should only be considered for single axle. The possibility of
wheels of two adjacent vehicles simultaneously placed on one panel is also excluded. The
cumulative life consumed both by single and tandem axle is 0.89 < 1.0. Hence, Thickness provided
is Safe Against Fatigue Failure.
Temperature Curling Stresses:
σT = 1.933-241000(αdelT) + 1.267(L/le)
(-0.15°C/cm x Thickness of white
ΔT
topping overlay
Δ T, oC -2.7
α 0.00001
Radius of relative Stiffness, cm lc 56.34
σT, Kg/Cm2 11.14
Maximum load stresses, kg/cm2 36.72
Total flexural stresses due to load and
curling=Maximum load stresses+ Curling 47.86
stresses, Kg/cm2
This is less than the minimum flexural strength of 45 kg/cm2. Hence, design is safe. White topping
thickness of 18 cm can be adopted for J.C.Road.
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Pavement design for Vivekananda road
A team of highway engineers visited Vivekananda road to visually inspect pavement

condition/composition. Following are the observations:
7. Chainage wise pavement condition is given below:

Sl. No From To Pavement condition
1 0+00 0+165 Fair
Severely distressed due to excavation work
2 0+165 0+265
taken up for laying sewer line
3 0+265 0+456 Fair
Severely distressed due to improper
4 0+456 0+470
construction technique near junction
5 0+470 0+620 Fair
8. Proper camber was not maintained.22

9. The riding quality of existing road is of average quality.
10. Trial pit data revealed that existing pavement has 80 mm to 240mm bituminous course
over 160 mm granular base course.
11. Around 435 commercial vehicles ply on the road.
12. Characteristic deflection from BBD analysis is 0.8 mm.
Conclusion:
 Considering the existing pavement condition and composition (of 80mm bituminous
course) following pavement composition is proposed as per clause 7.5 of IRC:81-1997
to cover the surface irregularities and to improve the riding quality and new pavement
as per IRC:37-2012.
Table 59: Pavement Proposal Road

Sl. Pavement Pavement Codal reference
From To
No Proposal composition
1 0+00 0+165 Flexible Overlay 40mm BC Clause 7.5 of IRC 81-1997
Plate5 CBR-7%, 2MSA
40mm BC 40mm BC is proposed to
Reconstruction-
50mm DBM match the overlay layer
2 0+165 0+265 new flexible
225mm WMM thickness
pavement
150mm GSB
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Plate5 CBR-7%, 2MSA
40mm BC
Reconstruction- 40mm BC is proposed to
50mm DBM
4 0+456 0+470 new flexible match the overlay layer
200mm WMM
pavement thickness
150mm GSB
 Extract of IRC 81-1997 is given below:
Dowel & Tie Bar Details

 Extract of IRC: SP:76-2015 for Dowel & Tie Bar is given below:
120 | P a g e
6.4 Interlock Concrete Block Pavement Design
The interlock concrete block pavement is proposed for footpath, cycle track, parking and hawkers
/ vendors zone locations. The design of paver block pavement is based on the guidelines of IRC SP
63-2004. The composition of block pavement depends on the load coming on them. Typical block
pavement composition is given below:
 Paver Block – 60mm & 75 mm (M 40 grade)

 Sand Bed or Equivalent – 30 mm
 Base course, WMM– 200 mm
 Compacted earth
6.5 Rigid Vs Flexible Vs Paver Block
For cycle track, footpath, parking and vending zone, a cost comparison has been done between
rigid pavement, flexible pavement and paver block. The following table summarizes the cost
implications of the three types of pavement design.
Table 60: Cost Comparison between Rigid Vs. Flexible Vs. Paver Block
S.No Item Cost per 100 sq.m. Cost per Sq.m.
(Rs) (Rs)
1. Flexible Pavement 1,29,694 1,296
2. Rigid Pavement 1,79,130 1,791
3. Paver Blocks 1,25,500 1,255
Considering the lower cost of paver blocks, the same has been proposed for the design of cycle
track, footpath, parking and vending zone.
6.6 Sewerage Collection Network
The sewer line is in live state thus PMC TSCL is not proposing any development for sewer line. Only
the height of manholes will be raised in order to flush with the overtopping of road level with the
approval of engineer in-charge.
6.7 Water Supply Distribution Network
As mentioned in design parameters, the detailed Project Report of Continuous Pressurised Water
Supply Scheme (CPWSS) for Entire Tumakuru city is under UIDSSMT & AMRUT scheme was
approved and being implemented by KUWS&DB. This project has already in execution phase by L&T
Water & Effluent Treatment IC.
The diameter of proposed pipes as per KUWS&DB is mentioned as follows:
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Table 61: Water Supply Pipe Length In Meters Proposed by KUWS&DB
Name of Road 75 MM 110 MM 150 MM 200 MM 250 MM 300 400 450
PIPE PIPE PIPE PIPE PIPE MM MM MM
PIPE PIPE PIPE
Horpet Road 441 257 180 - - - - -
MG Road 751 - 318 198 35 113 - 126
JC Road 504 188 - 31 - - - -
Vivekananda Road 220 - - 257 - 443 31 -
6.8 Storm Water Collection Network
As mentioned in the designed parameter, the capacity of existing drain is more than the rain runoff.
Thus PMC-TSCL proposes to retain the drain as its condition is also good. Only at some places where
drain is not up to mark or broken the refurbishment along with silt pit is proposed, whose location
is determined by the site/engineer in-charge.
The drain at Vivekananda road is proposed to be demolished and reconstructed as the utility duct
is proposed near drain. So in order to construct the utility duct, the existing drain needs to be
demolished and reconstructed.
The drain is proposed to be provided with RCC cover to with stand the pedestrian load. The top
surface of the cover is proposed to be painted to give a better aesthetic look.
As mentioned in existing footpath condition there is presence of Rajakaluve that will be provided
with Chain-link fencing for the safety of pedestrian and with provision of advertisement boards.
The proposed dimension of advertisement board will be of 1.5m x 0.75m.
6.9 Revenue model of Advertisement at JC Road
The revenue model of advertisement over Chain link Fence at Rajakaluve at JC Road is as follows:
Table 62: Revenue Model from Advertisement
Descriptions
2nd Year
3rd year
4th year
5th year
6th year
7th year
8th year
1st year
Sl No
Unit
1 No. of advertisement panels N

of size 0.75mx1.5m (1.125 o 50.00 50.00 50.00 50.00 50.00 50.00 50.00 50.00
Sqm) s
2 Total area for advertisement S
q 56.25 56.25 56.25 56.25 56.25 56.25 56.25 56.25
m
3 Rate per sqm area of IN
advertisement (As per TCC- R 331.00 331.00 331.00 331.00 331.00 331.00 331.0 331.0
Zone4) 0 0
4 Rate for total area of IN
advertisement per year R 18,618.75 18,618. 18,618. 18,618. 18,618 18,618. 18,61 18,61
75 75 75 .75 75 8.75 8.75
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5 Assuming Yearly Occupancy % 50% 60% 75% 75% 75% 80% 80% 80%
6 Rate assuming occupancy IN
each year R 9,309.38 11,171. 13,964. 13,964. 13,964 14,895. 14,89 14,89
25 06 06 .06 00 5.00 5.00
7 Cost Escalation factor (@5%
yearly) 1.00 1.05 1.10 1.16 1.22 1.28 1.34 1.41
8 Total Revenue Generated IN
R 9,309.38 11,729. 15,395. 16,165. 16,973 19,010. 19,96 20,95
81 38 15 .41 21 0.72 8.76
Say I
9 N 9,400.00 11,800. 15,400. 16,200. 17,000 19,100. 20,00 21,00
R 00 00 00 .00 00 0.00 0.00
1 CAPITAL Investment
0 62,148.00
1 Total inflow
1 9,400.00 11,800. 15,400. 16,200. 17,000 19,100. 20,00 21,00
00 00 00 .00 00 0.00 0.00
1 NPV (Net Present Value) ₹ 25,531.00
2 discounted @ 8.5%
1 IRR 17.27%
3
6.10 Utility Cable Corridor
As per Smart City Proposal it is important to provide Underground Duct to the entire city (ABD)
area. But the sewer line in the city are already laid and they are in good condition and the water
supply line is being laid by KUWS&DB in the ABD area, thus, it is proposed to provide corridor for
the cables.
In the proposed arrangement the pipes of suitable diameter are provided for all the electrical and
telecommunication services such as LT, HT, Telecom and OF cables.
In order to maintain the pipes running parallelly and avoid the sagging the RCC spacers are provided
for support at every 3 meters distance. Since the length of the pipe is 6 meters thus it also provide
the strength to the pipe to carry the weight of the cables.
As mentioned in the concept report of “Integrated Mobility and Services Plan of Tumakuru ABD
area”, the 14.15 KMs of roads which are having ROW more than 12 meters to be developed as
Smart Roads which includes the underground ducting for those roads. The remaining roads of 9-12
meters ROW are taken up in this DPR for underground ducting. Thus, the Package -1 of the
“Integrated Mobility and Services Plan of Tumakuru ABD area” focuses on development of roads as
Smart Roads with underground ducting.
Sizing and arrangement of PVC/HDPE Duct Bank
The PVC/HDPE Pipes in the duct bank will be of schedule 40, PN-6, sized for each type & size of
cable. The duct bank will be provided below proposed cycle track on left side and as well right side
cycle track for ROW more than 12 meters and only on one side of road under shoulder for ROW
between 9-12 meters.
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Duct Bank Arrangement
As per IRC 98-1997, Guidelines on Accommodation of utility services on roads in urban areas, the
depth of installation should not be less than 0.6 meters.
As per Table 4-8 Broad recommendations about depth of laying (denoting the bottom of trench) of
services, of Code of Practice (Part -1) by Institute of Urban Transport (MoUD), following values has
been taken into consideration during design of cable bank duct:
Taking all the above mention guidelines into consideration duct bank has been designed.
The pipes provided in duct bank is of following diameter:-
Table 63: Pipes Provided in Duct Bank

Sr. No. Type of Utility Pipe Diameter in Quantity
mm
1. LT Cable 160 mm 02
2. HT Cable 160 mm 02
3. Optical Fibre Cable 7 way 120mm dia 02
pipe (7*2 = 14)
(out of 14, 02 will be
reserved for TSCL)
4. Telecom (BSNL) 150 mm 02
06 on Vivekananda Road
4. Power Cables 90 mm 03
5. Telecommunication Cable 90 mm 03
Table 64: UG Duct Depth Details

Sr. Minimum Recommended Depth
Proposed
No. Name of Service As per IS As per IRC As per IUT
Depth
1255:1983 98 :1997 -1
1 HT Cables, 3.3 KV to 11 KV 0.9 meters
rating 1.5 - 2.0 1.5 - 2.0 2.225
2 HT Cables, 22 KV to 33 KV 1.05 meters meters meters meters
rating
3 Low Voltage cables 0.75 meters 0.6 to 1.0 0.6 to 1.0 1.925
meters meters meters
4 Control cables 0.75 meters 0.6 to 1.0 0.6 to 1.0 1.0 meters
meters meters
5 Cables at road crossing 1.00 meters 1.925
meters
6 Cables at railway crossing 1.00 meters
7 Tele communication cable 0.6 to 1.0 0.6 to 1.0 1.954
(Directly Laid) (For Services) meters meters meters
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8 Tele communication cable 2.0 to 3.0 2.0 to 3.0 2.225
(Laid in Duct) (OFC) meters meters meters
Cable Manhole
Cable manholes are envisaged at an interval of about 50m 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 PVC pipe from manhole.
Communication cable man holes are envisaged at an interval of about 25m 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 PVC conduit from man hole.
Manhole will be of RCC construction with lid and will be of following sizes.
 1400x1500x2550 mm (LxWxD) for handling power cables.

 1400x1500x2550 mm (LxWxD) for handling communication cables.
Feeder pillars will be located close to manhole.
Telecom JBs will be located close to man hole.
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Figure 73: Typical sectional Elevation of Utility Duct-1
In this proposed section there is provision for 02 numbers of pipe for LT cable and 02 numbers of
pipe for HT cables whose owner ship will be with BESCOM, 02/06 numbers of pipe for BSNL copper
cables, 03 Number of pipes for telecommunication owner ship BSNL and other operators, 06
number of pipes for power services whose ownership will be with BESCOM and TCC, 14 number of
pipes for OFC cables whose owner ship will be with all the operators including BSNL, out of 14 pipes
for OFC 02 numbers are reserved for TSCL for control and command center.
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Figure 74: Typical sectional Elevation of Utility Duct-2
6.11 Street Lights & Bollards
For carriageway the street light of 30 LUX has been proposed. The street light is proposed to be
SCADA controlled and will be controlled by Integrated Control and Command Centre. These lights
will be equipped with auto dimmer. This will improve the visibility for the commuters at night and
it will increase safety. In Smart Roads the components of street light that will be cumulative of only
poles, cables, control panel, circuit breakers, auto dimmers and timer switch.
For the cycle track the bollard lights of 20 Lux has been proposed.
Table 65: Proposed Number of Streetlight and Bollards at Smart Road
Sr. Type of Quantity

No Light
M.G. Road Horpet J.C. Road Vivekananda
Road Road
1. Street 30 25 29 21
Light
2. Bollard 135 148 140 125
Light
3. Bollard 500 500 500 400
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Figure 75: Types of Bollard Light on Smart Road
Types of Bollard
6.12 Vendors
For vending separate and dedicated space is provided so that hazzel free operations can take place
without disturbing the pedestrian space. At present no. of vendors present along the proposed
stretch of road are as follow:
Table 66: Types of Vending taking place along the Selected Road
Vendors Identified Road Stretch
M.G. Road Horpet Road J.C. Road Vivekananda Road
Registered 164 118 150 60
with TCC
6.13 Trees and Shrubs
Green Utility Zone (Greenery) is with various trees such as Royal Palm, Buttercup Tree, Aglonima
Shrub, Spider Lily Shrub, etc. which will provide shelter from heat and create cool surrounding and
it will also improve the aesthetics of the street. The description of various trees and shrubs that are
provided along the road stretch in the following table:
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Table 67: Proposed Number of Trees along the road
Quantity
S. Trees /
Photograph M.G. Horpet J.C. Vivekananda
No Shrubs
Road Road Road Road
Royal
1 29 15 20 -
Palm
Butter
2 Cup 30 15 20 -
Tree
Fox tail
3 50 - 23 -
palm
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Figure 76: Proposed types of Shrubs along the Road
6.14 Cross-Roads Development
With reference to the submitted DPR of Field Marshal Carriapa Road, a stretch of 20 m of each
cross-road will be developed under this project. This development of cross-roads will include the
following aspects:
i. Carriageway including road markings
ii. Footpath along with provision of kerbs, wherever necessary
iii. Storm water drainage
6.15 Construction Duration
The construction duration of the smart road shall be 12 months including monsoon period from the
date of handing over of the site to the contractor free from encumbrances. Construction of smart
road to be taken up as specified in drawing in Annexure III.
6.16 Operation & Maintenance
Operation & maintenance of Smart Roads has been taken under consideration for 5 Years as
mentioned below:
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A. Routine Maintenance
This covers items such as painting for road marking, road studs, kerb stone painting,
changing of grating if found broken or damaged, precast slab, repair of old joints for rigid
pavement and landscaping maintenance which are undertaken by the maintenance staff
almost round the year.
B. Preventive Maintenance
The preventive maintenance is performed to improve or extend the functional life of
pavement surface while in good condition. In the analysis, for every 10th years starting in
the 5th year, the followings are considered
1. Tack coat and new BT layer of 40 mm thick will be overlayed over the whole cross-
section of road.
2. Repaired portion will be repainted with pavement markings, fixing of studs and all the
accessories associated with road development.
C. Periodic Maintenance: This includes regular annual maintenance operations for the
electrical components that are installed along the road, which are required to be carried
out periodically at the specified frequency. In the analysis, for every 10th years starting in
the 10th year, the followings are considered.
1. Electric components maintenance as per O&M schedule
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6.17 Proposed 3D View
Proposed 3D views that is prepared for M.G. Road are as follows;
Figure 77: Proposed 3D View of M.G. Road
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7 Social Impact Assessment
7.1 Screening and Identification of Social Impacts

Social screening is intended to provide inputs into identification of envisaged potential impacts with
the implementation of the various components/projects in developing a Detailed Project Report
(DPR). The screening activity carried out enabled to identify the components/projects proposed for
development and corresponding adverse social impacts that may be envisaged to be mitigated or
addressed in accordance with the national and international level laws, policies or guidelines as
necessary.
This DPR will address the following components of Tumakuru city’s urban transport system:
 Public Transport Improvement Plan
 Non-Motorised Transport facility Improvement Plan
 Planning for Pedestrian Facility
 Parking Management Plan
 ITS Management Plan
 Junction Improvement Plan
In accordance with the above the project will identify the social and community issues which may
include positive or adverse impacts due to the proposed developments. At this stage of the project
we have attempted to enlist the various envisaged impacts category wise as per the local
conditions. These will be further substantiated after stakeholder meetings and finalization of the
category of project components. The envisaged impacts that may have adverse social impacts are
provided in Table below.
Table 68: Social Impacts of Proposed Schemes

Category of Activities proposed Envisaged Impacts
Project/ under each category of
Component Project/ Component
proposed
Public transport Bus‐Stops  Alternate traffic diversion routes
Improvements increasing route length and consequently
productive time consumed
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Table 68: Social Impacts of Proposed Schemes
Category of Activities proposed Envisaged Impacts
Project/ under each category of
Component Project/ Component
proposed
 Removal of squatters and
encroachers from the footpaths causing
livelihood losses at approaches to the
sub‐ways / FOBs
 Loss of shelter for temporary shops
/ residences for squatters and
encroachers at approaches to the sub‐
ways / FOBs
Pedestrian / Non- Land acquisition for road  Relocation of existing vending
motorized widening and creation of activity
transport facility service lane wherever  Removal of squatters and
Improvement plan necessary encroachers from the footpaths
 Causing livelihood losses even
though they are illegal
 Loss of shelter for temporary shops
/ residences for squatters and
encroachers
Construction of new  Improvement in safety of
footpaths pedestrians due to measures proposed
Pedestrian Infrastructure  Improvement in pedestrian safety
development like signals  Slowing of traffic at the time of
etc. constructing and erecting structures
across major intersections
Others - Road Junction/Rotary  Additional land requirement for
Infrastructure Improvements junction improvements will cause R&R
impacts as loss of livelihood and loss of
shelter
 May cause removal / displacement
of squatters & Encroachers
Further to this the social impacts will also be examined in accordance with the Global Environment
Facility – Sustainable Urban Transport Project, India wherein an Environment and Social
Management Framework has been provided for utilization. This will enable to provide a strategy
for integration of the social aspects at all stages of the project which includes planning, design,
execution and operation of the various sub-components as relevant. Secondly this guideline will
136 | P a g e
also ensure that positive social impacts of sub-projects and would avoid/minimize and manage any
potential adverse impacts that may accrue due to the sub-project implementation.
However, the category of improvement proposed is to be carried out within the existing
government land. In case there is private land acquisition then the applicable laws and acts of the
Government of India and the Government of Karnataka will be examined, and appropriate
mitigation measures provided to address the adverse social impacts.
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8 Environmental Impact Assessment
8.1 Preamble
The DPR Tumakuru project undertakes various projects to ease transport system of Tumakuru city.
The projects have been identified based on current needs and future expansion of city. These
projects when implemented will have impacts on various environmental components. Some of
these impacts will be temporary and some of these will be permanent in nature. In this section the
applicability of clearances pertaining to environment and broad assessment of impacts has been
carried out. In the end recommendations have also been made to reduce environmental impacts
due to implementation of DPR projects.
8.2 Policy, Legal and Administrative Frame Work
The Environmental Regulatory Framework in India is controlled by “The Environment (Protection)

Act, 1986. Under this Act, Environmental Impact Assessment (EIA) Notification -2006 has been
issued by the Ministry of Environment and Forest (MoEF), Government of India. Under the
Environment Protection Act 1986 an Environmental Impact Assessment Notification 2006 has been
issued by the Ministry of Environment and Forest for the prior environmental clearance for projects
/activities. The activities requiring prior environmental clearance have been listed in Schedule of
this Notification.
The clearances and permissions required under existing environmental legislation to implement the
Project are summarized and provided in table below.
Table 69: Clearances and Permissions Required for Identified Project in DPR
S. No Description Authority to Accord Act/ Rules Remarks

Clearance
1 Tree felling and removal DFO of Tumakuru Tree removal will Applicable
from Right of Way of be guided as per
projects state government
rules.
2 Prior Environmental Ministry of The Environment Not

Clearance Environment and Protection Act Applicable
Forests, New Delhi 1986 as all
identified
projects
are within
city limits
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Clearance
3 Setting of hot mix Karnataka Pollution Air (Prevention Applicable
plants, crushers and Control Board and Control of
batching plants during Pollution) Act,
construction 1981 and the
Noise Pollution
(Regulation and
Control) Rules,
2000
4 Permission to withdraw Karnataka Irrigation Applicable
water for construction Department
from surface water
sources such as canals
and rivers
5 Permission to withdraw Central Ground Water Applicable
water for construction Board
from ground
6 Permission for sand Department of mining, Existing State Rules Applicable
mining from river bed Govt. of Karnataka. The and Regulations
Collector of the district
will grant short-term
mining lease.
7 Establishment of Karnataka Pollution Environment Applicable
workers camp, Control Board Protection Act,
equipment and storage 1986 and
yards Manufacturing,
Storage and
Import of
Hazardous
Chemicals Rules,
1989
8 Storage, handling and Karnataka Pollution Hazardous Waste Applicable
transport of hazardous Control Board (Management and
materials at camp and handling) Rules,
construction sites 1989 and
Manufacturing,
storage and Import
of Hazardous
chemical Rules,
1989
139 | P a g e

Clearance
9 Waste water discharge Karnataka Pollution Water (Prevention Applicable
from labor camps Control Board and Control of
Pollution) Act,
1974
10 Disposal of bituminous Local Civil Body to Hazardous Waste Applicable
wastes identify solid waste (Management and
disposal sites Handling) Rules,
1989
11 Opening up new Department of Mines and Applicable
quarries Commerce and Minerals
Industries, Govt. of (Regulation and
Karnataka development) Act,
1957 as amended
in 1972
12 Coastal Regulation Zone State CRZ Management Coastal Regulation Applicable
Notification authority and MoEF Zone Notification ( this may
2013 be
applicable
in some of
the
projects)
8.3 Environmental Assessment of proposed DPR measures
Introduction
Need of the Project
The DPR has been prepared considering existing analysis of situation and future growth of the city.
The implementation of the planned transport projects in phased manner will have impacts on
various environmental components. In this section broad identification and assessment of impacts
has been done. The identified sub projects have also been categorized in low, medium or high
category from environmental perspective.
All the identified sub projects are located in Tumakuru City ABD area limits.
Environmental Regulatory Requirement and Project Category
The consultants have referred EIA notification, 1994 for Karnataka and also the environmental and
Social Management Framework (ESMF) prepared by World Bank. This ESMF is for environmental
140 | P a g e
and social assessment of urban projects. All the DPR sub projects being urban development projects
therefore adoption of this ESMF is justified. All the sub projects have been screened using this
ESMF. The ESMF has categorized projects/ activities into three categories namely E1, E2 and E3.
The E1 category projects are those which have major environmental impacts, E2 projects, E2
projects moderate impacts and E3 projects having no impacts on environment. Based on this the
categorization of sub projects has been given below:
Table 70: Environmental Impact Assessment of proposed Schemes

Category as per Environmental
Category of
S. No. Sub Project ESMF (World clearance and EIA
Project
bank) requirement
A: Road Network Development Plan
1 MG Road E1 Medium 1 EIA needed
2 JC Road E1 Medium 1 EIA needed
3 Horpet Road E1 Medium 1 EIA needed
4 Vivekananda Road E1 Medium 1 EIA needed
B: NMT Improvement Plan / PBS project Part
1 Cycle tracks/lanes E-2 Medium EMP needed
No EIA/EMP
2 Parking for NMT E-3 Low
required
Cycle sharing – Dockless No EIA/EMP
3 E-3 Low
station for Cycles required
C: Parking Management Plan
No EIA/EMP
1 Off street Parking E-3 Low
required
No EIA/EMP
2 On street parking E-3 Low
required
No EIA/EMP
3 Docking station E-3 Low
required
No EIA/EMP
4 IPT / Autorickshaw Stand E-3 Low
required
D: Other components of Smart Roads
Development of Foot
1 E-2 Medium EMP needed
paths
Development of NMT
2 E-2 Medium EMP needed
Track
No EIA/EMP
3 Multi Utility Zone E-3 Low
required
No EIA/EMP
4 On street parking E-3 Low
required
No EIA/EMP
5 Stack parking E-3 Low
required
6 Toilet blocks E-2 Medium EMP Needed
No EIA/EMP
7 Green areas E-3 Low
required
No EIA/EMP
8 Dust Bins E-3 Low
required
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Table 70: Environmental Impact Assessment of proposed Schemes
Category as per Environmental
Category of
S. No. Sub Project ESMF (World clearance and EIA
Project
bank) requirement
No EIA/EMP
9 Lighting E-3 Low
required
The environmental laws applicable to the sub projects identified are both pollution and natural
resource related. Key Mandatory environmental laws are:
 The Karnataka Air (Prevention & Control of Pollution) Rules 1983.
 The Air (Prevention & Control of Pollution) Rules 1982.
 The Air (Prevention & Control of Pollution) Act 1981.
 The Water (Prevention & Control of Pollution) Rules, 1975.
 The Water (Prevention & Control of Pollution) Act, 1974.
 EIA Notification, 1994.
 The Environmental (Protection) Act, 1986.
 The Environmental (Protection) Rules, 1986.
Key environmental rules and regulations applicable for above sub projects are:
Legislations
 Air (Prevention and Control of Pollution) Act 1981 and Karnataka Air (Prevention of Control
of Pollution) Rules 1983
 Manufacture, Storage and Import of Hazardous Chemicals Rules, 1989
 Hazardous Waste (Management and Handling) Rules, 1989
 Municipal Solid waste (Management & Handling) Rules 2000
 Bio Medical Waste (Management & Handling) Rules 1998
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Policies
 National Conservation Strategy and Policy Statement on environment and Development,

1992
 Policy Statement for Abatement of Pollution 1992
8.4 Anticipated Environmental Impacts and Mitigation Measures
Environmental impacts have been assessed considering present environmental setting of the city
especially at locations of sub project areas and surroundings, nature, and extent of the proposed
activities. Suitable approach and methodology was adopted to ascertain likely impacts during
design and construction and operation stage. Out of all the sub projects mentioned above no
adverse impacts on environmental components are anticipated due to implementation of sub
projects under the following:
 NMT improvement plan
 ITS management plans
 Corridor improvement plan (Green areas, dustbins, lighting)
The major impacts anticipated are due to development of new roads, widening of existing and
roads.
Impacts and Mitigation during Design Stage

Physical Environment: Developmental sub projects may need cutting of the trees and removal of
vegetation and this may alter the local micro-climate. The structures to be built in road projects
should have proper consideration for the seismic coefficient. Road widening and construction of
new roads, and footpaths may affect roadside water pipes and telecommunication cables which
are mostly located in along the alignment. The road widening and new construction of road related
structures and increase traffic may damage drainage system and create safety concern to people
residing along the roads. Noise level may increase during construction and operation stages of the
sub projects near the sensitive receptors like hospitals, schools. It is assessed that incremental noise
level due to current traffic and anticipated traffic is of the order of only 2-5 dB (A). There will be
impact on land use pattern also at the locations of new constructions such as roads. No significant
impact is anticipated on any of the surface water bodies due to bridge re-construction or minor
bridges widening. There may be requirements for cutting of trees and removal of vegetation from
the RoW of roads proposed for widening and new construction.
Biological Environment: The main impact identified on biological environment is on fauna due to
tree cutting and removal of vegetation. Since the area is urban the fauna is domesticated animals.
These trees shall be identified during the feasibility study and DPR preparation. The impact on fauna
will be limited due to cutting of trees leading to the roosting of nests of birds.
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Socio-Economic Environment: The impact on socio-economic environment will be mainly due to
acquisition of land and property. There will be positive impacts due to sub projects interventions
as there will be reduction in congestion.
A separate SIA and R & R study will be undertaken by the selected contractor before construction
works begin for smart road projects. Adequate provision will be made in project design for safety
near schools, hospitals and other sensitive locations. Provisions of adequate caution signage near
school, sensitive locations, will be fixed at appropriate locations. These will be preferably of PCC
with Retro-reflective paints. Common property resources structures even falling within RoW but
out of required formation width will be saved to the extend feasible through engineering measures.
Mitigation: Faunal Protection: During the feasibility stage tree cutting will be avoided. Specific
mitigation measures are not warranted as being built up area existence of fauna is minimal.
Floral Protection: In the DPR one sub project has been planned on green area development under
the Corridor Management plan. In order to compensate for tree cutting compensatory plantation
in 1:5 is planned.
Trees will be planted as a natural barrier to noise propagation along the road. The provision of noise
barrier will also be explored at noise sensitive receptors. This detailing will be done during DPR and
feasibility report preparation of sub projects.
Construction of bridges on water body will be undertaken during dry period. Flow of water will be
maintained in a channel with a pond and puddle upstream (about 50 m) for aquatic flora and fauna.
Provision of adequate cross drainage structure is to be made in the all the new alignment of roads
and rail projects. Additional balancing culverts will be provided in flood prone areas. The
embankment height will be designed consistent with the existing topography of the region and will
be higher than the high flood level (HFL).
Relevant India Standard (IS) codes will be adopted while designing the civil structures to sustain the
earthquake of highest magnitude in Seismic zone IV.
Impacts and Mitigation during Construction Stage

The significant impacts during construction are mainly associated with: (i) dust from earth works
(during site preparation), (ii) emissions from the operation of construction equipment and
machines, (iii) fugitive emissions from vehicles plying on the road, (iv) fugitive emissions during the
transport of construction materials, (v) air emissions other than dust arise from combustion of
hydrocarbons particularly from the hot mix plants, and (vi) localised increased traffic congestion in
construction areas. Ambient noise level may increase temporarily in the close vicinity of various
construction activities, maintenance workshops and vehicles and earthmoving equipment. Some
impacts on soil and land use like loss of borrow areas, soil erosion, soil contamination due to
inappropriate disposal of liquid waste (lubricating oil and fuel spills, waste oil and lubricant and
vehicle/equipment washing effluent), and domestic solid waste and sewage from construction
144 | P a g e
camps. Construction material and waste may contaminate or clog small drains if stored or disposed
close to water body or pond.
To control fugitive dust, materials will be transported using covered trucks, and regular spraying of
water on earthworks including unpaved roads and materials handling. Noise making equipment like
diesel generating sets will be fitted with silencers. Provision of temporary noise barrier (barricading)
will be made near sensitive locations or near the noise and dust source during construction. Care
will be taken to prevent activities which are likely to generate noise related disturbance during night
time especially near the sensitive locations. Excavation of borrow areas will be excavated as per the
Indian Road Congress (IRC):10-1961. Fuel and lubricants will be stored at the predefined storage
location and away from drainage channels. The bituminous and construction wastes will be
landfilled in environmentally accepted manner and away from water bodies. Construction camps
will be located on unproductive land and at open areas away from habitat areas. All construction
camps will be provided with sanitary latrines and urinals with septic tanks attached with soak pits
or mobile toilets fitted with anaerobic digestion system. Storm water drains will be provided around
the camp to collect rain and surface runoff and course to the nearest natural drain. No wastewater
will be disposed without prior treatment. During the construction phase, contractors will be
required to adopt and maintain safe working practices. Contractor will provide PPEs for workers,
first aid and firefighting equipment at construction sites.
Impacts and Mitigation during Operation Stage

No adverse climatic changes/impacts are anticipated during operation stage other than GHG (CO2)
emission due to increased traffic, which would be largely offset with proposed plantation, better
fuel efficiency and reduced vehicle idling due to implementation of sub projects conceived in DPR.
During the operational stage, movement of traffic will be the prime source of noise causing
nuisance to nearby schools and religious places. Provision of tree plantation and noise barrier as
designed will substantially reduce noise.
Positive impacts on terrestrial ecology are expected during the project operation stage due to the
increase in vegetation and landscaping along the widened and newly constructed road corridor and
due to development of green areas as part of corridor development plan. The municipal authorities
will coordinate with the local communities to maintain and enhance the trees planted along the
roads and rail corridors. No adverse impact is anticipated during operation stage except accidental
damages or absence of proper tree management. Post project scenario is expected to reduce the
human-animal conflict. However, strict vigil will be required to prevent such conflicts.
The improved road will provide better connectivity in terms of: (i) reduction in travel time; (ii)
increase in better and frequency of transport; (iii) enhance access to social services such as health
care facilities, educational and other infrastructural facilities; (iv) facilitate tourism activities and
boost the local economy; (v) better investment climate for industries creating more employment
opportunities to local people. Important issues related to safety during operational phase are
monitoring of emergencies and establishing procedures to carry out rescues during sudden
emergency such as accidents. Adequate caution signage near school, sensitive locations, speed
control, caution notes will be fixed at appropriate locations. These will be preferably of port land
145 | P a g e
concrete cement (PCC) with retro-reflective paints. Crash barriers and speed breakers will be
installed at appropriate locations particularly near schools and religious places.
Induced Environmental Impacts: Changed in land use beyond the ROW, risk of increase in trans-
boundary movement of hazardous and toxic materials, and the beneficial increase in trade among
neighbouring countries are unavoidable induced environmental impacts attributable to the
subproject as there is existence of Port at the city. The negative impacts can be mitigated through
better land use controls and vigilant customs procedure to ensure proper handling and transport
of hazardous wastes and toxic materials.
8.5 Environmental Management Plan and Grievances Redress

Mechanism
The Environmental Management Plan (EMP) consists of a set of mitigation, monitoring, and
institutional measures to be taken up during the design, construction and operation stages of the
project. The major components of the EMP are mitigation of potentially adverse impacts,
monitoring during project implementation and operation, institutional capacity building and
training, implementation schedule and environmental cost estimates, and grievance redress
mechanism. These EMPs will need to be prepared as part of DPR of sub projects for category E-1
and E-2 as identified above.
Grievances related to the implementation of the sub projects, particularly regarding the
environmental management plan will be acknowledged, evaluated, and responded to the
complainant at an expedient manner with corrective action proposed using understandable and
transparent processes that are gender responsive, culturally appropriate, and readily accessible to
all segments of the affected people. Records of grievances received, corrective actions taken and
their outcomes will be properly maintained. A proper mechanism need to be included for this in
EMP documents to be prepared as part of DPR for the sub projects.
8.6 Public Consultation and Information Disclosure
Public consultations were carried out at throughout the project preparation and per RFP document
requirements. The first stages of consultations were conducted early in the project planning stage
most involving local stakeholders, local NGOs, and all line departments in the Tumakuru city.
The different stakeholders viz govt. Officials of various departments, NGOs, people (male, female)
were consulted during the course of the study. Stakeholders were informed about the project
components and likely environmental impacts before seeking their views. In each consultation all
efforts were made to have adequate participation from women as well. The community members,
government officials, and NGO members voiced that the proposed project will contribute in social
and economic development of the Tumakuru city. The proposed project will contribute to increase
employment opportunities for the local people during and after project implementation. The
communities welcomed the project, and all were in favour of the DPR preparation. The community
146 | P a g e
raised few concerned regarding air, and noise impact, safety and human–animal conflict. Local
people suggested making provision for safe passage of student and people near sensitive locations.
They have also suggested providing air pollution control and noise barrier near sensitive locations
like schools and religious places.
Each of the issues raised by stakeholders was analysed for practical and scientific basis, and guided
the identification of impacts and development of management and monitoring plan.
8.7 Conclusions and Recommendations
The sub projects identified in general are unlikely to cause significant environmental impacts as the
construction will mostly be undertaken on existing alignment and available Government land. The
environmental impacts on account of sub projects implementation are temporary in nature and
lasting during construction phase only. Impacts can be mitigated with minimal residual impacts in
all impacted areas. The sub projects especially new roads development may involve some land and
property acquisition.
The EIA and EMP should be prepared during the feasibility study stage category E1 and E2 sub
projects. The EMP should be made part of contract documents for the sub projects implementation.
Adequate provision should be made for occupational and community safety in the EMP budget.
The mitigation measures proposed should form part of BOQ for the contractor for its effective
implementation.
None of the projects identified in DPR will need environmental clearance under EIA Notification
1994.
As part of detailed construction drawings, an Environmental Management and Monitoring Plan

(EMMP) should be prepared for each project. The implementation of EMMP should be ensured
during pre-construction, construction and operation phases.
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9 Institutional Frame Work
The institutional framework for carrying out of smart road and services proposal are as follows:-
Table 71: Institutional Framework for Implementation of Smart Road
Sr. Sector Institute

No
Ownership Implementation
1. Road Tumakuru City Corporation Tumakuru Smart City Limited
2. Water Supply Network Tumakuru City Corporation KUWS&DB
3. Sewerage Network Tumakuru City Corporation Tumakuru Smart City Limited
4. Storm Water Network Tumakuru City Corporation Tumakuru Smart City Limited
5. Electrical Supply BESCOM Tumakuru Smart City Limited
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10 Cost Estimate
The total cost estimate for the Package-1 Smart Roads comes out to be Twenty-Eight corers Twenty
One Lakhs Only and the brief of it is given in the below table:
Table 72: Estimated Cost for Proposed Package of Smart Roads
LANE Length of
ROW AMOUNT
SL No DESCRIPTION (Road Road
(M) (Rs)
Type) (Meter)
Single
1 MAHATMA GANDHI ROAD ( M.G. ROAD) 15 to 18 787.00 609,66,644.00
(W.T)
Single
2 HORPET ROAD 11 to 16 754.00 407,97,250.00
(BC)
Double
3 JAYA CHAMARAJENDRA ROAD (J.C. ROAD) 30 691.00 645,04,062.00
(W.T)
Single
4 VIVEKANANDA ROAD 10 to 12 623.00 377,57,967.00
(BC)
5 SUB TOTAL ( 1 + 4 ) 2855.00 20,40,25,923.00
6 Operation & Maintenance for DLP + 4 Years 1,59,25,634.00
7 SUB TOTAL ( 5 + 6 ) 21,99,51,557.00

8 Lump sum for existing utility Shifting & unforeseen charges 25,00,000.00
9 SUB TOTAL ( 7 + 8 ) 22,24,51,557.00
10 Add GST 12% on SI No. 9 266,94,187.00
SUB TOTAL ( 9+10 ) 2491,45,744.00
11 Add 10% Tender Premium on Sl No.5 204,02,592.00
12 ADD for Contingency @ 3.0% on Sl No. 5 61,20,778.00
13 Roundoff 30,886.00
Grand Total (9 to 13 ) 27,57,00,000.00
Rupees Twenty Seven Crores Fifty Seven Lakhs Only
Table 73: Estimated Cost of Individual Road for per KM of Length

COST OF ROAD
SL No DESCRIPTION
per KM Length
1 MAHATMA GANDHI ROAD (M.G. ROAD) 774,67,147.00
2 HORPET ROAD 541,07,759.00
3 JAYA CHAMARAJENDRA ROAD (J.C. ROAD) 933,48,860.00
4 VIVEKANANDA ROAD 606,06,689.00
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11 Financial Frame Work
As per revised SCP on 22nd September 2018, the financial breakup is as follows
Table 74: Project Cost for Integrated Mobility & Services Plan (Smart Road) of Tumakuru ABD Area
Project SCP Budget Smart City Revised budget Revised final

Grant as per board budget as per 9th
(INR Cr.) (INR Cr.) board meeting
(INR Cr.) (dated 22/09/18)
(INR Cr.)
Smart Road Package 1 0 0 42 42
Total 0 0 42 42
The cost of this DPR (Package -1, Development & Implementation of Smart Roads in Tumakuru ABD
Area) is 28.24 Crores, thus may be met from the above funding.
Table 75: Cost of the Project to be Funded from Integrated Mobility & Service Plan of Tumakuru ABD
Area
Project Revised budget as per board (INR cr.)
Development of Field Marshal Cariappa Road 7.90
Package 01, Development of Smart Roads in ABD Area 28.21
Total 36.11
The cost of the projects mentioned in the above table 75 is to be funded from breakup mentioned
in the table 73. The remaining fund can be utilized in other projects envisaged in the “Integrated
Mobility & Services Plan of Tumakuru ABD Area”.
The common infrastructure projects like 24 x 7 Water Supply shall be fully funded under AMRUT
Scheme through KUIDFC. The smart road funding will be done under smart city fund.
150 | P a g e
12 Operational Framework
The various stake holders are KUWS&DB, BESCOM, BSNL and other private telecom operators, gas
and TCC. The KUWS&DB is executing the 24 x 7 Water supply in Tumakuru under UIDSSMT and
AMRUT. The water supply detail design drawing has been obtained from the Stakeholder, however
the pipelines in the proposed underground ducting roads haven’t been executed. Installation of
sewer is also under progress by KUWS&DB in Tumakuru, however the Sewer in these roads already
exist and care will be taken so that it will not be affected by this service.
The BESCOM is responsible for shifting of the overhead electrical utility conductor and cables (both
High tension and Low tension) to below ground. The stakeholder has been consulted for other
smart road respective utility shifting and during the meeting the underground ducting for other
roads has also been discussed. The BESCOM is also planning for the underground ducting in
Tumakuru and has budget for shifting their utility.
BSNL and other private telecom networks is responsible for shifting the telecom cables. BSNL has
copper cables and OFC cables around the city. Stakeholder meeting has been done for the utility
shifting for individual smart road and the shifting of utility cable under the ABD area has also been
discussed. The other private telecom operators will be provided with necessary OFC duct bank and
will be responsible for shifting their respective cable into these. The OFC duct bank is having 7
numbers of 40mm ducts within a 120mm duct. Two number of duct will be allocated for the ICC
Component cable and the rest of the 12 number of ducts will be allocated to the BSNL and other
private operators.
TCC will be responsible for the co-ordination of all the stake holders either private or government
and shifting the any other utility viz street lights under TCC limits, sewer or manhole within the TCC
limits. TCC will be providing the necessary permission of digging of roads and any other necessary
approval for the utility work shifting.
151 | P a g e
13 Project Way Forward
The project will be based on item rate project. The contractor will conduct/perform any additional
survey/test if required such as soil testing, traffic survey, TVC/TMC etc. as necessary. PMC/TSCL will
provide the detailed survey, drawings, tests conducted so far which are mentioned in the report
above.
The contractor will prepare the GFC drawing after successful award of the contract and will prepare
and submit the “As-Built” drawing showing all the completed works including shifted utilities, other
utilities which are retained at its original positions etc.
Any other additional work envisaged should be discussed and finalized with the Engineer-In Charge.
152 | P a g e
ANNEXURE I: CONSENT LETTERS
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ANNEXURE II: BILL OF QUANTITIES
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ANNEXURE III: DETAILED DRAWINGS
155 | P a g e
ANNEXURE IV: TESTS & SURVEY DETAILS
156 | P a g e

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PROJECT

“INTEGRATED MOBILITY AND SERVICES PLAN

DETAILED PROJECT REPORT – FOR 04 ROADS OF

IPE Global Limited Grant Thornton India LLP Aryavartha Design

Existing Status and Proposed Scheme iii

Estimated Cost vii

5 Design Principles and Design Parameters 60

Formula for Rain Water Discharge 76

Design Consideration For Hydraullic Sizing of Drains :- 76

Flow - Friction Formula 77

Velocity at minimum & maximum flow 77

Hydraullic Design of Existing Drain 79

Flow - Friction Formula 79

7 Social Impact Assessment 135

8 Environmental Impact Assessment 138

9 Institutional Frame Work 148

10 Cost Estimate 149

11 Financial Frame Work 150

12 Operational Framework 151

13 Project Way Forward 152

ANNEXURE I: CONSENT LETTERS

ANNEXURE II: BILL OF QUANTITIES

ANNEXURE III: DETAILED DRAWINGS

ANNEXURE IV: TESTS & SURVEY DETAILS

The core infrastructure elements in a smart city would include:

i. Adequate water supply,

Existing Status and Proposed Scheme

1. Mahatma Gandhi Road

Sr. Description Existing Status Proposed Scheme

Sr. Description Existing Status Proposed Scheme

1. Length of Road 740m 740m

2. Right of Way Approx. 13m Approx. 13m

ROW Varying 11-15m ROW Varying 11-15m

From 0+225 to 0+740 – 10-13(Two-way)

4. Footpath on either 0.9 to 1.5meters 1.8-3.8meters

5. Car parking Nil Nil

6. Two-wheeler From Ch 0+200 to 0+740 –perpendicular Nil

7. Cycle track Nil Footpath with cycle track

8. Vendors 118nos. Occupied footpath space Nil

9. Landscape and Nil 0.835 to 2.17 on LHS and RHS.

10. Pedestrian ramps Nil Provided at cross roads to facilitate

11. Seating Nil Provided at regular intervals

Sr. Description Existing Status Proposed Scheme

1. Length of Road 691m 691m

2. Right of Way Approx. 30 Approx. 30

ROW Varying 18-23m

(Indira canteen to circle Mandipet circle)

3. Carriageway From Ch 0+00 to 0+691-5.5-7(Two-way) From Ch 0+00 to 0+691 -6.95m (Two-way)

From 0+127.13 to 0+149.86 – parallel parking

Total 21nos. car parking

6. Two-wheeler From Ch 0+080to 0+450 –perpendicular From Ch 0+072.01 to 0+090.61, 0+102.92 to

From 0+152.94 to 0+174.84, 0+243.84 to

Total 229nos. Two-wheeler parking

7. Ambulance From Ch. 0+030 to 0+080 From Ch. 0+066.45 to 0+087.53

8. Cycle track Nil From Ch 0+00 to 0+691 -2.2m on Both side

9. Vendors 150nos. Occupied footpath space 20

10. Landscape and Nil 1.2m-2m on LHS

11. Pedestrian ramps Nil Provided at cross roads to facilitate

12. Seating Nil Provided at regular intervals

14. Cycle stand Nil From Ch 0+066.45 to 0+048.17 –

Total nos.17Cycle parking

15. Auto stand Nil From Ch 0+029.08 to 0+047.93, 0+637.10 to

From 0+104.87 to 0+123.72, 0+629.14 to