alignment report (peresandra-gudibande)

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

REPORT ON ALIGNMENT

CHAPTER 1CHAPTER 1

INTRODUCTION

1.1. Project Background

The Government of Karnataka, Public works, ports and inland water transport department,

Bangalore has contemplated for "The Construction of 4 lane and 2 lane road in PWD,

Bangalore Circle, Bangalore" in Bangalore, Bangalore Rural, Kolar, Chikkaballapura,

Tumkur and Ramanagara Districts, in the state of Karnataka.

1.2. The Project Highway

The Government of Karnataka, Public works, ports and inland water transport department,

Bangalore has contemplated for Widening to 2 Lane (Road connecting District to Taluk) of

Peresandra Gowribidanur Road, Chikkaballapura District. The total Length of the Project

Road is 14.40 Km. A location map of the project road is shown in the figure 1.1. The

Alignment of the project road starts at CH 0.000 Km of MDR at Peresandra and runs

through nearby villages namely Adhegarahalli, BommaganaHalli, Renumakanahalli,

Myakalahalli and ends at Gudibande @ CH 14+400 Km (Overlap of SH-94).

1.3. Objective of the Consultancy Services

The objective of this consultancy is to undertake feasibility studies and prepare a Detailed

Project Report of the Project Highway for the purpose of firming up the Authority’s

requirements in respect of development and construction of the Project Highway and Project

Facilities and enabling the prospective bidders to assess the Authority’s requirements in a

clear and predictable manner with a view to ensuring:

1. Enhanced safety and level of service for the road users

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


REPORT ON ALIGNMENT

Figure 1- 1: Location map of the project Road

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


REPORT ON ALIGNMENT

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

Project Highway

3. Minimal adverse impact on the local population and road users due to road construction

4. Minimal adverse impact on environment

5. Minimal additional acquisition of land

6. Phased development of the Project Highway for improving its financial viability

consistent with the need to minimise frequent inconvenience to traffic that may be

caused if additional works are undertaken within a period of seven years from the

commencement of construction of the Project Highway.

1.4. Scope of Consultancy Services

The scope of service shall comprise:

1. Traffic surveys and demand assessment

2. Engineering surveys and investigations

3. Location and layout of truck lay byes

4. Location and layout of bus bays and bus shelters

5. Preparation of designs for road, (Pavement/Geometric Design)

6. Preparation of designs for bridges for (Old and New, ‘x’ number of Major/Minor bridges) and bridge components.

7. Preparation of Land Plan Schedules and Utility Relocation Plans

8. Preparation of BOQ and Cost Estimates

9. Final Detailed Project Report and final drawings.

1.5. Progress Achieved

The Project Consultants Team members have visited the Projects road, carried out extensive

inventory and visual condition survey of existing road alignment, road pavement, shoulder,

major junctions, minor junctions, accident prone locations and collected other existing

features and other relevant secondary data. The team members were also visited the Office of



REPORT ON ALIGNMENT

the Superintending engineer, Office of the Executive Engineer, Bangalore and interacted with

concerned Section Officers and Assistant Executive Engineers. The Team Leader has also

visited the project site. The team has made site visits along the project corridor to gather

primary information on land use, traffic characteristics, soil characteristics, pavement as well

as structure conditions, intersections and status of land availability along the same. We

believe that, this knowledge regarding project site will definitely help us in providing

sufficient inputs for the formulations of an engineering and sequential approach and

methodology for the proposed study. This will further enable us to address the problem in a

rational and logical manner. The following progress has been achieved so far.

i) Road, Pavement and Shoulder Inventories and visual conditions survey - completed

ii) Major Junctions, Minor Junctions and other intersections survey - completed

iii) Identification of Traffic Survey locations - Completed

iv) CD Structures inventories and visual condition survey - Completed

v) Topo Survey and Level Survey - Completed

vi) Traffic Volume Count and TMC Survey - Completed

vii) Axle Load Survey - Completed

viii) Pavement Investigations - Trial Pits, recording of existing pavement layer crest

thicknesses, field Density, Field Moisture content, Soil Sampling - Completed

ix) Program of Inventory, Visual Condition Survey, Investigations and Reports preparation /

Submission - Completed

x) Inception Report - Submitted

The Present Submission is the Report on Alignment and First Traffic survey



REPORT ON ALIGNMENT

CHAPTER 2CHAPTER 2

DESIGN STANDARDS AND ALIGNMENT

PROPOSALS

2.1 General

A highway system development involves huge irreversible investments, and requires rigorous

modelling and analysis before the implementation decision is made. Objectives of setting

design standards is to confirm the proposed road with the codes of practice, to give a clear

picture of how the proposed facility would look like once implemented and also to maintain

uniformity throughout the corridor to achieve the desired purpose of the facility and to ensure

safety and comfort for the road users. Non-uniform or inadequate design standards lead to

confusion for the drivers to adapt to the changing road characteristics and cause accidents.

For the present Project it is proposed to follow design standards given in Indian Roads

Congress (IRC) codes of practice, guidelines and special publications, as well as applicable

MoRT&H circulars and reports. Where the said standards are silent for any particular element

of design, other standards, like, American Association of State Highway and Transport

Officials (AASHTO) Standards and Any other National or International Standard as

considered suitable shall be referred to and the one considered the best and relevant adopted.

2.2 Geometric Design

2.2.1 Base Plan

Base plan of the existing project road showing all natural and manmade features has been

prepared using the topographical survey data collected through Total Station Survey. All the

features within a band width of 60m have been captured with a unique “description code”

during the topographical survey along with the details of existing carriageway centreline,

edge of pavement, edge of shoulder, toe line of the embankment etc. This data has been

downloaded into the software environment to prepare the base plan. The following activities

elucidate the preparation of base plans in more details:

Download the data into software

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

embankment toe line



REPORT ON ALIGNMENT

Join the points with same description codes for all physical features like rivers,

buildings, religious structures, shops, telephone poles, electric poles, cross roads etc

within the above specified limits

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

bottom of ditches, etc;

Insert the details of existing cross drainage structures such as bridge number, span

arrangement etc.

Insert details of underground utility services collected from secondary sources.

Cross check the so prepared base plans by “walkover” surveys

Update and finalize the base plans with additional survey data if necessary.

2.2.2 Geometric Design Standards

2.2.2.1 General

Planning and design of roads & CD structures, pedestrian

facilities and street furniture are essentially based on IRC

standards and MoRT&H specifications. Whenever, the

codes/standards are silent on some of the aspects, the same will be planned/designed based on

sound engineering practices and consultant’s experience in similar projects. Design standards

relevant to the project road along with the broad list of design parameters and the relevant

IRC codes/specifications have been detailed in Table 2.1

The design standards corresponding to 65 - 80 kmph have been adopted in general for the

project road to ensure uniform and consistent design standards for safety reasons. Locations

of horizontal curves have been checked for the adequacy of radius for the set design speed.

Most of the curves satisfy the requirements of design standards for a design speed of

65-80 kmph


References

IRC: 38-1988

IRC: 86-1983

AASHTO-Green Book

IRC: SP-73-2007


REPORT ON ALIGNMENT

Table 2- 1: Relevant IRC Codes / SpecificationsSl. No. Design Parameters Reference Code

1

Geometric Design Standards

As per IRC: 38-1988, IRC: 73-1980, IRC: 86-1983 & IRC:SP: 23-1983

Carriageway width

Shoulder

Footpath

Median

Camber

Super elevation

Horizontal Alignment

Vertical Alignment

2

Road Furniture Road Markings As per IRC:79-1981

Road Signs As per IRC:35-1997

Road Delineators As per IRC:67-20013 Pedestrian Facilities As per IRC:103-19884 Road Capacity As per IRC:64-1990

5 Traffic Forecast As per IRC:108-20156 Pavement Design As per IRC:37-2012

7 Overlay Design As per IRC:81-1997

8 Road Drainage As per IRC:SP:42-1994 & IRC:SP:50-1999

9 Culverts & Bridges As per relevant IRC codes and MORT&H

Table 2- 2: Design StandardsSl. No. Description Standards

1

ROAD LAND WIDTHa. Right of Way 25 - 30m

b. Set Back Between Building Line and Road Boundary 3m to 6m

2 Design Speed Desirable 80 kmphMinimum 65 kmph

3

Main carriagewaya. Traffic lane width 3.5mb. Paved Shoulder width In rural areas - In urban/semi urban areas -c. Earthen Shoulder Width In rural areas 1.0m



REPORT ON ALIGNMENT

Sl. No. Description Standards

In urban/semi urban areas -d. Cross Slope In Bituminous surface 2.50% In Hard shoulder 3.00%e. Super elevation Maximum 7.0%f. Rate of Change of Super elevation 1 in 150

4

Horizontal Curves

a. Requiring no super elevation (for 80kmph) 1200m b. Requiring no super elevation (for 65kmph) 800mSuper Elevationa. Absolute minimum requiring 7% super elevation (for 80kmph) 360 m

b. Absolute minimum requiring 7% super elevation (for 65kmph) 240 m

5

Vertical curvesa. Minimum length of Vertical Curve 50m

b. Maximum Grade Change not Requiring Vertical Curve 0.60%

c. Minimum ‘k’ value for summit curves 32.6d. Minimum ‘k’ value for valley curves 25.3

6

Gradienta. Maximum 3.30%b. Minimum 0.30%In cut and kerbed sections 0.50%On un kerbed sections on embankment 0.30%

7

Sight Distance

(Sight distance shall be in accordance with the intermediate sight criterion preferably but in no case shall be less than the stopping sight distance)a. Desirable (intermediate) 240mb. Minimum (stopping) 120m

2.3 Capacity Standards

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

standards for roads in India. The following Table summarises the

capacity standards and design service volumes for various categories

of roads in plain areas for the peak hour traffic of 6-8% and design

service level corresponding to level of service-B (LoS B).

Table 2- 3: Capacity Standards


References

IRC: 64-1990

IRC: 106- 1990


REPORT ON ALIGNMENT

Type Design Service Volume PCUs/day

2- Lane carriageway (Plain Terrain)Without Paved Shoulders 15,000With minimum 1.5m Paved Shoulders on

eitherside18,000

2.4 Transition Curves

As per IRC: 73-1980, Geometric Design Standards for Rural Highways, suggests that the

length of the transition curve should be the larger of the two values arrived at on the basis of

the following criteria:

i. Rate of change of centrifugal acceleration; and

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

The values given in the IRC Geometric Design Standards for Rural Highways are obtained

from the criterion of rate of change of centrifugal acceleration, with a pavement width of

7.00m. The transition lengths so obtained for various radii are presented in table below.

Table 2- 4: Transition Lengths for different Design Speeds



REPORT ON ALIGNMENT

2.5 Design Standard of Bridges, Culverts & Structures

The Design Standards and the loading to be considered are generally based on the

requirements laid down in the latest editions of IRC/ IS codes of practices & standard

specifications, and guidelines of Ministry of Surface Transport. Additional technical

references would be used wherever the provisions of IRC/IS codes are found inadequate.

Following IRC/IS codes are proposed to be used in the design

For items not covered in the above specifications, provisions of following standards will be

followed in the given order of priority:

i. Provisions of IS codes of practices; and

ii. Relevant provisions of BS codes of practices

Sound Engineering Practice, Technical Literatures/ Papers & provision of relevant

codes of other nations.

Table 2- 5: Design Standards

Sl. no CD STRUCTURES (Bridges & Culverts) Standards


Radius (m)

Transition Length (m) 80 kmph

Transition Length (m) 65 kmph

45 - -60 - -90 - -100 - NA150 - 80170 - 70200 NA 60240 90 50300 75 40360 60 35400 55 30500 45 25600 35 20700 35 20800 30 NR900 30 1000 30 1200 NR 1500 1800


REPORT ON ALIGNMENT

1 Culverts, Clear width for new 2-lane Without service road 15.00

2 Bridges (without footpath) outer to outer parapets For 2-lane bridge 12.9 m

3 Width of Safety Kerb 750 mm

4 Width of Crash barrier 450mm

5 Width of Footpath and Railing 2225 mm



REPORT ON ALIGNMENT

CHAPTER 3CHAPTER 3

TRAFFIC SURVEY AND ANALYSIS

3.1 General

The Alignment of the project road starts at CH 0.000 Km of MDR at Peresandra and runs

through nearby villages namely Adhegarahalli, BommaganaHalli, Renumakanahalli,

Myakalahalli and ends at Gudibande @ CH 14+400 Km (Overlap of SH-94). The salient

features of the Project Road are detailed below.

Table 3- 1: Salient Features of the Project RoadSl. No Description Details

1 Name of the Road Peresandra Gowribidanur Road2 Type of the Road MDR3 Start of the Project (Peresandra) Ch: 0+000 Km (NH-7 Junction)4 End of the Project (Gudibande) Ch: 14+400 Km 5 Length of the Project Road 14.400 km

6Proposed Length of the Project Road after Re-alignment and Curve improvements

14.400 km

7 Right Of Way (ROW) Varies From 8 m to 16 m8 Proposed Lane Configuration 2 - Lane 9 Proposed Design Speed 65-80 Kmph

10

CD StructuresExisting Structues Two LaneStone Culvert 3Box slab culvert 1Minor Bridge 2RCC Slab 11

Total 17

11

Junctions Major Junctions 1Minor Junctions 10

Total 11 Nos.

12 City/ Villages along the project stretch

Adhegarahalli, BommaganaHalli, Renumakanahalli, Myakalahalli



REPORT ON ALIGNMENT

Sl. No Description Details

13 Major Connectivity It connects the NH 7, SH 94.

14 Project Safety Features - ProposedRoad Marking, Sign Boards, Road Side Safety Barriers and Safety During Construction

15 Proposed Project FacilitiesPedestrian Footpath, Street Lighting, Truck Lay Byes, Bus Shelters, Junction improvements etc

3.2 Traffic Surveys

To assess the present day traffic characteristics, primary surveys are intended to understand

the existing traffic scenario on the project road. The following surveys were carried out:

Classified Volume counts

Turning Movement Volume Count (TMC) at Major junctions

Axle Load Surveys

The above all traffic surveys has been carried out according to the ToR mandate and analysed

as per IRC codes.

Table 3- 2: Details of Traffic Survey and Locations

Type of survey Chainage Location

Survey datesDuration

From ToClassified Volume Counts

14+000 Near TalukCourt Gudibande 24/08/2015 30/08/2015 7 days X 24 Hours

Axle Load

Survey3+000 Near

Mandikallu cross 05/09/2015 1 Day (24 Hours)

3.3 Methodology for Traffic Surveys

3.3.1 Classified Traffic Volume Counts

Hourly Traffic Counts Were Conducted For Seven Day (24 Hours) simultaneously in both

directions at each survey Location to obtain data on The Magnitude of Traffic flow, Hourly

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

counting and classifying the vehicles passing the survey station in both directions, in 15

minutes intervals. The counts were made separately for motorized and non-motorized traffic

as per the vehicle classification system.



REPORT ON ALIGNMENT

The volume count data was processed and compiled using Excel Spread Sheet software

packages to get hourly and direction-wise classified traffic data.

3.3.2 Intersection Turning Movement Count Survey (TMC)

The surveys were conducted for one day (8 hours) to obtain classified turning movement at

the identified junctions. The data was collected by deploying enumerators to record data for

each hour within fifteen minutes intervals. All the surveys were conducted through trained

enumerators and were supervised by traffic engineers.

3.4 PCU factors Adopted For the Study as Per IRC: 64 – 1990

Since most of the length of project corridor falls in the rural are, the PCU’s applicable for

rural section has been adopted. PCU values adopted for the present study are as per IRC: 64 –

1990 “Guidelines for the Capacity of Rural Roads” recommended for rural roads.

Table 3- 3: PCU factors adopted for the study as per IRC: 64 - 1990Sl. No. Vehicle Type PCU1 Two wheeler 0.52 Car 13 Auto 14 Bus 35 LCV 1.56 2 Axle Truck 37 3 Axle Truck 38 MAV 4.59 Cycle 0.510 Tractor 4.5

3.5 Data Analysis

3.5.1 Classified Volume Count Characteristics

Classified traffic volume count data has been analysed with respect to traffic intensity, hourly

variation of traffic and composition.

3.5.1.1 Average Daily Traffic Near Taluk court Gudibande, (CH: 14+000 Km)

Classified traffic volume counts data has been analyzed with respect to traffic intensity,

hourly variation of traffic and composition. The total volume of vehicular traffic is observed

near Taluk court Gudibande (CH: 14+000 Km) Direction: Peresandra to Gudibande is 2,542



REPORT ON ALIGNMENT

(2,032 PCU’s) and Gudibande to Peresandra is 2,564 (2,090 PCU’s) and total vehicles

observed were 5,106 (4,121 PCU’s). The details are shown in Table 3.4.

As per the seven days volume count conducted at CH: 14+000Km (Near Taluk court

Gudibande) total PCU’s observed is 4,121.



REPORT ON

ALIGNMEN

T

Table 3- 4: Average Traffic Volume count near Taluk court Gudibande (CH: 14+000 Km)

Direction

Truck

LC

V

Minibu

s /

Van /

Tempo

Buses

Cars /

Jeeps

Moto

r

Cycle

Aut

o

Tractor

s

Cycle

s

Cart

s

Volum

e

PCU'

s2-

Axle

3-

Axle

Multi

-Axle

Govt

Buses

Othe

r

Buses

Parisandra to

Gudibanda22 30 4 97 43 43 19 189 1858 171 30 34 3 2,542 2,032

Gudibanda to

Parisandra27 34 5 99 44 40 19 194 1858 175 35 32 3 2,564 2,090

Average Daily

Traffic (ADT)48 64 9 196 87 83 38 383 3716 347 65 65 6 5,106 4,121



REPORT ON

ALIGNMENT

3.6 Traffic Forecast

Forecasting the traffic is an important element for planning and design of infrastructure

facility, especially when it is proposed to be taken up on a commercial format. The present

traffic demand will increase primarily due to the growth in activities earmarked for industrial

development besides socio – economic characteristics of the traffic in influencing regions.

Estimation of traffic growth rates is further needed for deciding suitable development strategy

and assessing the financial viability of the project.

3.6.1 Growth of Vehicle Population

The vehicle population in the state is showing an increasing trend. The average number of

vehicles registered in the state has been increasing every year. The future growth pattern is

likely to be affected by the following factors:

Recent economic changes taking place in the project influence region

Future modal shift among the vehicle types, in road traffic as well as between various

modes.

Development of vehicle technology

Development of Industries and production of Agricultural products

3.6.2 Suggested Traffic Growth rates for the project road

As per the IRC guidelines, Five percent growth is to be considered for the

Determination of lane requirements/ project preparation and for financial

viability of the project.

Applying the traffic growth rates of 5 % to AADT, traffic projections on the basis of average

traffic in two locations for a period of 20 years are presented


References

IRC: 37-2012


REPORT ON

ALIGNMENT

Table 3- 5: Traffic Projections of location near Taluk court Gudibande (CH: 14+000 Km)

YearTruck

LCVMinibus / Van / Tempo

BusesCars / Jeeps

Motor Cycle Auto Tractor

s Cycles Carts Volume PCU's

2-Axle 3-Axle Multi-Axle

Govt Buses

Other Buses

2015 48 64 9 196 87 83 38 383 3716 347 65 65 6 5106 41212016 51 67 10 206 91 87 40 402 3901 364 68 69 6 5361 4327

2017 53 70 10 216 96 92 42 422 4096 382 72 72 6 5629 4544

2018 56 74 11 227 100 96 44 443 4301 401 75 76 7 5910 4771

2019 59 77 11 238 105 101 46 465 4516 421 79 80 7 6206 5009

2020 61 81 12 250 111 106 48 489 4742 443 83 84 7 6516 5260

2021 65 85 12 262 116 111 51 513 4979 465 87 88 8 6842 5523

2022 68 89 13 275 122 117 53 539 5228 488 91 92 8 7184 5799

2023 71 94 14 289 128 123 56 566 5490 512 96 97 8 7543 6089

2024 75 99 14 304 135 129 59 594 5764 538 101 102 9 7920 6393

2025 78 104 15 319 141 135 62 624 6052 565 106 107 9 8316 6713

2026 82 109 16 335 148 142 65 655 6355 593 111 112 10 8732 7049

2027 86 114 17 351 156 149 68 688 6673 623 116 118 10 9169 7401

2028 91 120 18 369 164 157 71 722 7006 654 122 123 11 9627 7771

2029 95 126 18 388 172 165 75 758 7357 686 128 130 11 10109 8160

2030 100 132 19 407 180 173 79 796 7724 721 135 136 12 10614 8568

2031 105 139 20 427 189 181 83 836 8111 757 142 143 12 11145 8996

2032 110 146 21 449 199 191 87 878 8516 795 149 150 13 11702 9446

2033 116 153 22 471 209 200 91 921 8942 834 156 157 14 12287 9918

2034 122 161 23 495 219 210 96 967 9389 876 164 165 14 12902 10414

2035 128 169 25 519 230 221 100 1016 9859 920 172 174 15 13547 10935



REPORT ON

ALIGNMENT

CHAPTER CHAPTER 44

ALIGNMENT DESIGN AND PROPOSALS

4.1 General

Primary objective of highway design is to make improvements on the project road as per the

recommendations provided in the IRC guidelines and special publications of MORT&H.

These standards are required to establish the technical, economical, environmental, social,

and financial feasibility of the project. As discussed in the previous chapters, the project road

passes through plain terrain and hence the appropriate design speed for the respective terrain

classification is adopted for the design.

Highway design not only includes the geometric design of road sections, but also the design

of intersections, interchanges and provision of wayside amenities and facilities. Design of

road sections has been done according to the design standards set for the project and

improvements identified. This chapter describes the various features of the horizontal

alignment and highlights the design of alignment, intersections and other aspects related to

highway appurtenances.

4.2 Lane Configuration

As per our Scope of work and traffic survey conducted at location near Taluk court

Gudibande (CH: 14+000 Km) Two Lane has been Proposed.

4.2 Geometric Design

4.2.1 Base Plan

Base plan of the existing project road showing all natural and manmade features has been

prepared using the topographical survey data collected through Total Station Survey. All the

features within a band width of 45m have been captured with a unique “description code”

during the topographical survey along with the details of existing carriageway centreline,

edge of pavement, edge of shoulder, toe line of the embankment etc. This data has been

downloaded into the software environment to prepare the base plan. The following activities

elucidate the preparation of base plans in more details:

Download the data into software



REPORT ON

ALIGNMENT

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

Join the points with same description codes for all physical features like rivers,

buildings, religious structures, shops, telephone poles, electric poles, cross roads etc

within the above specified limits

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

bottom of ditches, etc;

Insert the details of existing cross drainage structures such as bridge number, span

arrangement etc.

Insert details of underground utility services collected from secondary sources.

Cross check the prepared base plans by “walkover” surveys

Update and finalize the base plans with additional survey data if necessary

4.2.2 Horizontal Alignment Design

The horizontal alignment design for the project road is done using most sophisticated road

design software MX Roads. The design standards corresponding to a design speed of

65kmph - 80kmph. Extensive field checks to verify the feasibility of the proposed alignment

have been carried out and suitable modifications to the alignment have been done wherever

considered essential to safeguard sensitive elements. It can be observed from the base plan

that the existing alignment of the project corridor consists of many horizontal curves and few

steep vertical curves.

The main criterion that has been followed in finalizing the alignment includes:

Available ROW from the existing centreline;

Minimum land acquisition;

Location of utility lines;

Abutting land use;

Adjacent cultural properties;

Adjacent socially sensitive structures;

Geometric improvements necessary;

Location and type of trees required to be cut;

Transmission line towers; and

Waterlogged Areas / Ponds.



REPORT ON

ALIGNMENT

4.2.3 Conceptual Design of Horizontal Alignment

The design standards corresponding to 65kmph and 80kmph have been adopted in general for

the project road to ensure uniform and consistent design standards for safety reasons.

Locations of horizontal curves have been checked for the adequacy of radius for the set

design speed. All the curves satisfy the requirements of design standards for a design speed of

65-80 kmph.

The Alignment of the project road starts at CH: 0+000 Km of MDR at Peresandra and ends

at Gudibande @ CH 14+400 Km of MDR. The total length of the project stretch is 14.400

km in Chikkaballapura district.

This alignment is designed for the speed of 65 - 80 Kmph throughout the project stretch.

Table 4- 1: Details of Existing Horizontal Curves

Sl no

Existing Chainage (Km)

Existing Radius of Curve (r)From To

1 1.165 1.381 4502 4.110 4.280 2603 4.526 4.660 1174 5.283 5.502 4915 6.284 6.545 4256 7.145 7.320 1577 7.386 7.513 1808 7.778 7.889 2269 8.132 8.249 18610 8.324 8.576 28911 8.666 8.753 208

12 9.369 9.836 38113 9.991 10.120 31814 10.212 10.303 12715 10.672 10.850 26816 11.726 11.813 8517 11.844 11.881 6018 11.949 12.020 7419 12.092 12.124 2120 12.693 12.847 17821 13.064 13.170 8022 13.371 13.537 53123 14.032 14.136 302



REPORT ON

ALIGNMENT

Table 4- 2: Details of Proposed Horizontal CurvesSl. No

Radius

Transition Length, Ls

Start Chainage of End Chainage of HIP Chainage

Design Speed, V Δ Lc Dc S Θ Es k Ts e Rotation

AngleTransition Curve Curve Transition

1 2000 0 0+992 1+184 1+088 100 0.096 191.454 0.096 0.00 0.000 2.293 0.000 95.800 NR 61.99

2 360 60 1+195 1+255 1+300 1+360 1+277 80 0.293 45.316 0.126 0.41 0.083 4.307 29.993 83.091 5% 151.46

3 2000 0 1+564 1+757 1+661 100 0.097 193.029 0.097 0.00 0.000 2.331 0.000 96.590 NR 166.62

4 1500 35 2+124 2+159 2+286 2+321 2+223 100 0.108 127.144 0.085 0.03 0.012 2.228 17.500 98.654 3% 161.53

5 1000 50 2+409 2+459 2+530 2+580 2+495 100 0.122 71.564 0.072 0.10 0.025 1.954 24.999 85.863 4% 155.33

6 1500 35 2+663 2+698 2+928 2+963 2+813 100 0.177 230.084 0.153 0.03 0.012 5.909 17.500 150.391 3% 148.43

7 2000 0 2+971 3+053 3+012 100 0.041 81.915 0.041 0.00 0.000 0.419 0.000 40.964 NR 138.76

8 240 50 3+178 3+228 3+247 3+297 3+238 65 0.285 18.466 0.077 0.43 0.104 2.901 24.991 59.520 5% 140.00

9 2000 0 3+583 3+610 3+596 100 0.013 26.674 0.013 0.00 0.000 0.044 0.000 13.337 NR 124.77

10 240 90 4+076 4+166 4+202 4+292 4+184 80 0.522 35.386 0.147 1.40 0.188 9.883 44.947 109.482 5% 125.97

11 2200 0 4+410 4+428 4+419 100 0.008 18.535 0.008 0.00 0.000 0.020 0.000 9.268 NR 152.86

12 100 70 4+517 4+587 4+596 4+666 4+592 50 0.794 9.413 0.094 2.04 0.350 10.650 34.858 77.648 5% 152.28

13 2200 0 4+692 4+762 4+727 100 0.032 70.117 0.032 0.00 0.000 0.279 0.000 35.061 NR 114.15

14 700 35 4+958 4+993 5+040 5+075 5+016 80 0.117 47.164 0.067 0.07 0.025 1.280 17.500 58.633 4% 112.02

15 500 45 5+296 5+341 5+439 5+484 5+390 80 0.285 97.663 0.195 0.16 0.045 5.302 22.498 94.342 5% 118.88

16 2000 0 5+608 5+643 5+625 100 0.017 34.604 0.017 0.00 0.000 0.075 0.000 17.302 NR 134.22

17 2000 0 6+163 6+185 6+174 100 0.011 22.119 0.011 0.00 0.000 0.031 0.000 11.060 NR 133.93

18 240 50 6+353 6+403 6+444 6+494 6+423 65 0.381 41.378 0.172 0.43 0.104 4.858 24.991 71.324 5% 132.40

19 2000 0 6+558 6+620 6+589 100 0.031 61.739 0.031 0.00 0.000 0.238 0.000 30.872 NR 112.83

20 2200 0 6+771 6+782 6+777 100 0.005 10.599 0.005 0.00 0.000 0.006 0.000 5.300 NR 113.25



REPORT ON

ALIGNMENT

Sl. No

Radius




AngleTransition Curve Curve Transition0

21 2000 0 6+976 7+053 7+015 100 0.038 76.395 0.038 0.00 0.000 0.365 0.000 38.203 NR 112.97

22 150 45 7+146 7+191 7+260 7+305 7+226 50 0.758 68.642 0.458 0.56 0.150 12.051 22.483 82.411 5% 113.13

23 90 40 7+377 7+417 7+439 7+479 7+428 35 0.689 22.011 0.245 0.74 0.222 6.405 19.967 52.526 5% 75.40

24 300 25 7+628 7+653 7+675 7+700 7+664 50 0.156 21.689 0.072 0.08 0.042 0.998 12.499 35.898 4% 109.73

25 240 50 7+779 7+829 7+840 7+890 7+834 65 0.255 11.265 0.047 0.43 0.104 2.406 24.991 55.847 5% 101.80

26 400 20 8+063 8+083 8+247 8+267 8+165 50 0.460 163.811 0.410 0.04 0.025 10.838 10.000 103.567 3% 87.70

27 200 20 8+304 8+324 8+586 8+606 8+455 35 1.411 262.159 1.311 0.08 0.050 62.799 9.999 180.382 3% 63.23

28 200 0 8+693 8+770 8+731 35 0.382 76.461 0.382 0.00 0.000 3.710 0.000 38.703 3% 140.65

29 500 0 8+991 8+993 8+992 50 0.004 2.211 0.004 0.00 0.000 0.001 0.000 1.106 NR 120.28

30 360 0 9+286 9+353 9+319 40 0.185 66.737 0.185 0.00 0.000 1.552 0.000 33.464 NR 120.54

31 200 60 9+491 9+551 9+681 9+741 9+616 65 0.949 129.828 0.649 0.75 0.150 25.691 29.978 133.109 5% 128.66

32 240 0 10+055 10+100 10+077 35 0.189 45.306 0.189 0.00 0.000 1.073 0.000 22.721 NR 78.39

33 90 0 10+178 10+210 10+194 20 0.354 31.840 0.354 0.00 0.000 1.427 0.000 16.088 NR 65.96

34 90 0 10+269 10+305 10+287 20 0.396 35.680 0.396 0.00 0.000 1.798 0.000 18.077 NR 86.23

35 90 0 10+338 10+364 10+351 20 0.286 25.775 0.286 0.00 0.000 0.931 0.000 12.976 NR 108.95

36 2000 0 10+518 10+602 10+560 100 0.042 84.826 0.042 0.00 0.000 0.450 0.000 42.419 NR 92.54

37 150 45 10+734 10+779 10+791 10+836 10+785 50 0.377 11.504 0.077 0.56 0.150 3.273 22.483 51.181 5% 95.76

38 2000 0 10+850 11+005 10+928 100 0.077 154.718 0.077 0.00 0.000 1.497 0.000 77.398 NR 115.30

39 800 60 11+079 11+139 11+140 11+200 11+139 100 0.077 1.444 0.002 0.18 0.038 0.778 29.999 60.743 5% 111.91

40 2000 0 11+306 11+350 11+328 100 0.022 43.542 0.022 0.00 0.000 0.119 0.000 21.772 NR 107.95



REPORT ON

ALIGNMENT

Sl. No

Radius




AngleTransition Curve Curve Transition

41 360 60 11+386 11+446 11+522 11+582 11+484 80 0.377 75.734 0.210 0.41 0.083 6.917 29.993 98.755 5% 110.74

42 200 60 11+837 11+897 12+061 12+121 11+979 65 1.121 164.172 0.821 0.75 0.150 37.006 29.978 155.958 5% 131.85

43 2000 0 12+400 12+472 12+436 100 0.036 71.385 0.036 0.00 0.000 0.319 0.000 35.697 NR 12.80

44 100 70 12+686 12+756 12+772 12+842 12+764 50 0.855 15.504 0.155 2.04 0.350 12.134 34.858 81.350 5% 10.86

45 360 20 12+942 12+962 13+042 13+062 13+002 50 0.276 79.240 0.220 0.04 0.028 3.494 10.000 59.943 3% 146.04

46 45 30 13+112 13+142 13+148 13+178 13+145 20 0.814 6.629 0.147 0.83 0.333 4.910 14.945 34.701 4% 130.24

47 500 45 13+379 13+424 13+493 13+538 13+459 80 0.227 68.500 0.137 0.16 0.045 3.408 22.498 79.513 5% 173.39

48 600 0 13+579 13+645 13+612 50 0.111 66.466 0.111 0.00 0.000 0.922 0.000 33.267 NR 163.13

49 500 95 14+027 14+122 14+131 14+226 14+127 100 0.207 8.403 0.017 0.75 0.095 3.441 47.486 99.450 5% 169.46

50 600 0 14+365 14+399 14+382 50 0.056 33.866 0.056 0 0 0.239 0.000 16.937 NR 0.17



REPORT ON

ALIGNMENT

4.3 Right of Way

As per IRC standards, the RoW should normally be 45m, but can vary in the range of 30m to

60m. The land width requirement for the Project road shall be assessed depending upon the

extent of the existing RoW and the proposed improvements. The minimum berm width

required between the Toe of embankment to RoW boundary is 5m keeping in view the width

of longitudinal drain at the outer end of RoW as 2m. This is required to accommodate tree

plantation and for the vehicle driver to bring the vehicle under control in the event of

swerving off and leaving the roadway.

Table 4- 3: Existing ROW details (as per Inventory)

Sl No

Chainage (km)Length (Km)

Row (m)Remarks

From To (Approx)

1 0.000 1.000 1.0 15 -2 1.000 2.000 1.0 10 -3 2.000 3.000 1.0 10 -4 3.000 4.000 1.0 10 -5 4.000 5.000 1.0 12 -6 5.000 6.000 1.0 12 -7 6.000 7.000 1.0 12 -8 7.000 8.000 1.0 12 -9 8.000 9.000 1.0 12 -10 9.000 10.000 1.0 12 -11 10.000 11.000 1.0 12 -12 11.000 12.000 1.0 12 -13 12.000 13.000 1.0 12 -14 13.000 14.000 1.0 12 -15 14.000 14.400 0.4 15 -

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


REPORT ON

ALIGNMENT

4.5 Existing Intersections

There are many intersections along with cross roads having bituminous surfacing and falling

into the different categories of Rural roads, ODR, MDR and SH, most of them being rural

roads. The project road provides direct access to many villages.

Based on turning moments, detailed designs shall be carried during Detailed Project Report

preparation, keeping in view the guidelines given in IRC: SP-41-1994 and MoRT&H Designs

for Intersections. In this stage of project, all these intersections are divided into two categories

as major and minor, depending on their importance, and the necessary improvements have

been proposed accordingly.

Table 4- 4: Details of Existing Junctions

Sl No

Chainage (Km)

JunctionType

Junction Configura

tion

Direction

LHS RHS

1 3.200 Major 3Arm Mandikallu -

SlNo

Chainage (Km)

JunctionType

Junction Configura

tion

Direction

LHS RHS

1 0.500 Minor 3Arm - Mutukadahalli2 0.800 Minor 3Arm Kammaganahalli -3 3.000 Minor 4 Arm Hanumanthapura Chikkanagavalli4 3.200 Minor 3Arm Bandika;, Avalibetta -5 4.300 Minor 3Arm Hirenagavalli6 5.500 Minor 3Arm Madinayakanahalli -7 7.800 Minor 3Arm R. Chokkanahalli -8 8.000 Minor 3Arm - Abrethalli

9 10.100 Minor 3Arm Chikkanarapanna halli -

10 11.100 Minor 3Arm - Beechaganahalli

4.6 Land Acquisition

The proposed project road is widened symmetrically by retaining the existing centreline for

most part. At the locations where the curves are improved and re-alignment is proposed, the

proposed alignment will deviate from the existing centreline. Land should be acquired at those



REPORT ON

ALIGNMENT

locations where the proposed alignment goes beyond the available RoW. Following table

shows the area to be acquired at re-alignment locations.

Table 4- 5: Tentative Land Acquisition Details

Sl no

Chainage (km) Area(sq m)

Area(Hectares

) From To

1 0+000 1+000 10000 1.02 1+000 2+000 15000 1.53 2+000 3+000 15000 1.54 3+000 4+000 15000 1.55 4+000 5+000 13000 1.36 5+000 6+000 13000 1.37 6+000 7+000 13000 1.38 7+000 8+000 13000 1.39 8+000 9+000 13000 1.310 9+000 10+000 13000 1.311 10+000 11+000 13000 1.312 11+000 12+000 13000 1.313 12+000 13+000 13000 1.314 13+000 14+000 13000 1.315 14+000 14+400 4000 0.4

Total 18.904.7 Existing CD Structures

There are 39 CD Structures are located all along the Project Road. The details of CD structures are as follows.

Table 4- 6: Details of Existing CD Structures Sl. No

District Name of the RoadType of CD structures

Minor Bridges

Box SlabCulverts

Stone Culverts RCC

1 Chikkaballapura Peresandra Gowribidanur Road 2 1 3 11

TOTAL 17 Nos.


alignment report (peresandra-gudibande)

Documents