GOVERNMENT OF ANDHRA PRADESH

PANCHAYAT RAJ ENGINEERING DEPARTMENT

PRADHAN MANTRI JANAJATI ADIVASI NYAYA MAHA

ABHIYAN
PM JANMAN

DETAILED PROJECT REPORT

NAME OF THE WORK : Construction of Road from Ayyappa Temple to
Tekisettipalem ST(Chenchulu) area in
Tekisettipalem(V) of Sakhinetipalli (M)

NAME OF THE DISTRICT : Dr. B.R. Ambedkar Konaseema

NAME OF THE DIVISION : PR-Amalapuram

NAME OF THE SUB-DIVISION : PIU SD Amalapuram

ROAD NUMBER : RR(VR)52

NAME OF THE ASSEMBLY CONSTITUENCY: Razole

NAME OF THE MANDAL : Sakhinetipalli

LENGTH OF THE ROAD : 0.96 Km

ESTIMATE COST RS. IN LAKHS : 130.00 lakhs

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A. Chapters Page Nos.
1 Introduction
2 Planning and Basic Design Consideration
3 Topographic Survey
4 Soil and Materials Survey
5 Traffic Survey
6 Hydrological Survey
7 Geometric Design Standards
8 Alignment Design
9 Pavement Design
10 Design of Cross Drainage
11 Protective Works & Drainage
12 Land Acquisition
13 Utility shifting/relocation
14 Road Safety and Traffic Management
15 Specification
16 Environmental Issues
17 New/Green Technologies
18 Climate Resilient and Carbon Reduction Strategies
19 Analysis of Rates
20 Cost Estimate
21 Construction Program

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B. Proforma
1. Proforma B Package Summary
2. Proforma C Check List for PIU & STA (Separately Attached)
3. Format F1 Package-wise Summary Sheet
4. Format F2A Pavement layer details
5. Format F2B CD structures details
6. Format F3A Details of Typical Cross Section of Existing Pavement
7. Format F3B Details of Typical Proposed Cross section of pavement.
8. Format F4 Details of Existing Roads for Upgradation
9. Format F5 Association of Roads
10. Format F6 Cost estimate for Road Construction Works – Pavement Works
11. Format F7 Cost estimate for Cross Drainage Works – Slab Culvert
12. Format F8 Rate of Materials supplied at site – Rate Analysis
13. Format F9A Certificate of Ground Verification from Executive Engineer / Head
of PIU
14. Format F9B List of DPRs verified on Ground
15. Checklist for community consultation on engineering

C. List of figures

Figure-1 Map of India

Figure-2 Map of State of Andhra Pradesh
Figure-3 Map of Dr. B.R. Ambedkar Konaseema District
Figure-4&5 Block Maps of Sakhinetipalli showing all existing connectivity like
District/Block HQ, new townships, National and State highway
network, mandis, hospitals, colleges, schools etc.
Figure-6 Strip plan showing land and alignment details
Figure-7 Quarry Map

D. Annexure

Annexure-1 Transect walk report (Section 2.5)

Annexure-2 Details of soil tests (Section 4.2)
Annexure-3 Traffic Census Field Data Sheet (Section 9.2.2)
Annexure-4 Calculation of the Cumulative ESAL Application for the Project
Road (Section 9.2.3)
Annexure-5 Detailed hydraulic calculation of all replaced and proposed new
culverts
(Section 10.5)
Annexure-6 Details of GSB test results (Section 15.3.4)
Annexure-7 Chainages-wise Cut/fill volume (Section 20.2)
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1. Introduction
1.1 Objectives of Pradhan Mantri Janajati Adivasi Nyaya Maha Abhiyan (PM
JANMAN)
 The PM-JANMAN (Pradhan Mantri Janjati Adivasi Nyaya Maha Abhiyan) is a
government initiative focused on the socio-economic development of Particularly
Vulnerable Tribal Groups (PVTGs) in India. The mission aims to improve health,
education, and livelihoods of these communities by bridging existing gaps and
enhancing basic infrastructure. The scheme was launched on November 15, 2023.
It was formally launched by the Prime Minister on Janjatiya Gaurav Diwas,
which was observed on that date, from Khunti District, Jharkhand, as a 100%
Centrally Sponsored Scheme with the objective to provide All-Weather road
connectivity to the eligible unconnected habitations as per Core-Network. PM-
JANMAN is implemented through 11 critical interventions by 9 key ministries.
The main objective of the scheme is to improve the socio-economic status of
PVTGs by addressing gaps in health, education, and livelihoods. PM-JANMAN
converges with other existing central schemes to provide comprehensive support
to PVTGs. The scheme target is mainly focused on 75 PVTGs across 18 states
and a union territory. The initiative is being implemented in Andhra Pradesh,
Bihar, Chhattisgarh, Gujarat, Jharkhand, Karnataka, Kerala, Madhya Pradesh,
Maharashtra, Manipur, Odisha, Rajasthan, Tamil Nadu, Telangana, Tripura, Uttar
Pradesh, Uttarakhand, West Bengal, and the Andaman & Nicobar Islands. In
critical Left Wing Extremism affected blocks (as identified by MHA), additional
relaxation has been given to connect habitations with population 100+. The
Scheme has also an element of upgradation (to prescribed standards) of existing
rural roads in districts where all the eligible habitations of the designated
population size have been provided all weather road connectivity, though it is not
central to the Programme.

PM JANMAN :

The PM JANMAN envisages consolidation of the existing Rural Road

Network by upgradation of existing link road that connect habitations to
i. Gramin Agricultural Markets (GrAMs)
ii. Higher Secondary Schools
iii. Hospitals
PM JANMAN will include such linkages.
The PVTG is Particularly Vulnerable Tribal Groups in the particular tribal
village. PM JANMAN is targeted to connect tribal village having population
more than 100 PVTG Population. This programme provides connectivity, easy
access and faster movement from the habitations to mandals, Agriculture
markets, other farmer related enterprises, higher secondary schools, colleges,
hospitals etc., in order to improve the quality life of rural people.

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1.2 All Weather Road
An all-weather road is one which is negotiable during all weathers, with
some permitted interruptions. Essentially this means that at cross-drainage
structures, the duration of overflow or interruption at one stretch shall not exceed
12 hours for ODRs and 24 hours for VRs in hilly terrain, and 3 days in the case of
roads in plain terrain. The total period of interruption during the year should not
exceed 10 days for ODRs and 15 days for VRs.

1.3 Core Network & District Rural Road Plan

PM JANMAN programme is based on the Core Network. The Core
Network is the network of all the Rural Roads that are necessary to provide basic
access to all the Habitations. A Core Network is extracted out of the
total Network mentioned in the DRRP and consists of existing roads as well as
the roads required to be constructed to the unconnected Habitations.

The DRRP is a road network in a district, showing the entire existing road
network with updated surface conditions, the habitations of various population
size and roads proposed for connecting the habitations from another connected
habitations/ all-weather roads in an economic and efficient way in terms of cost
and utility. It is also known as the Master Plan for Rural Roads for the district.
The Census data of 2011 is being used for PM- JANMAN. Under PM-JANMAN,
District Rural Road Plan is the basis for selection of roads. The DRRP comprises
of Through routes and Link routes. Under PM-JANMAN, the DRRP includes
identification of candidate roads among the existing Through routes (TRs) and
Link Routes (LRs) based on utility value per unit road length of candidate road.
The candidate roads are to be selected based on the ranking generated by the
Trace Maps using Q-GIS software.

The Sub-project :

Construction of Road from Ayyappa Temple to Tekisettipalem ST

(Chenchulu) area in Tekisettipalem (V) of Sakhinetipalli (M) in Razole
Constituency is a link road with Code RR(VR)52 in Sakhinetipalli block of
Dr.B.R.Ambedkar Konaseema District. This road connects the habitations of
Tekisettipalem ST(chenchulu) area with populations of 105.

1.4 Geography

The Proposed road falls in the District of Dr.B.R. Ambedkar Konaseema in

Andhra Pradesh State and the global location of Dr.B.R. Ambedkar Konaseema
District is lies between Coordinates of 16.60 North and 82.00 East.

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 The Dr.B.R. Ambedkar Konaseema District lies East Coast of Andhra
Pradesh and bounded on the North side by the Kakinada district, on the East and
South side by the Bay of Bengal and on the West side by West Godavari and East
Godavari Districts. It consists 3 revenue divisions viz., Amalapuram,
Ramachandrapuram and Kotthapeta. This District is having 22 mandals.

1.5 Climatic Condition

The climate of Dr.B.R. Ambedkar Konaseema district varies with different

climatic conditions in different parts. Near the coast, the air is moist and relaxing,
but gets warmer towards the interior parts. April to June are the warmest months.
The temperature gets down with the onset of South-West Monsoon and tumbles
to a mean minimum of 18.8 degree Celcius by December. After which there is a
reverse trend till the temperature reaches mean maximum of 37.4 degree Celsius
by the end of May. The Normal rainfall for the area is more than 1000mm
(Average Rainfall 1019.00mm) the area is classified as High rainfall area as per
Table IRC SP – 72:2015 and IRC SP – 20:2002.

1.6 History:-

The Dr.B.R.Ambedkar Konaseema district in Andhra Pradesh was formed

in 2022. It was created from parts of East Godavari district. Dr.B.R.Ambedkar
Konaseema district is one of the seven Assembly sigments of Amalapuram
Lokhsabha Constituency.
1.7 The Sub-Project Road:-
The road passes through plain terrain.

The Sub-Project Road from Construction of Road from Ayyappa Temple

to Tekisettipalem ST(Chenchulu) area in Tekisettipalem(V) of Sakhinetipalli (M)
of Razole Constituency is a Link road with Road code RR(VR)52 in
Sakhinetipalli Mandal of Dr.B.R.Ambedkar Konaseema District is having light
horizontal curves need not to be designed and there are no vertical curves. The
road is having sufficient margin without disturbing the alignment from Km 0.000
to 0.960 Km.

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District : Dr. B.R.Ambedkar Konaseema
Block : Sakhinetipalli
Road Name : Construction of Road from Ayyappa Temple to
Tekisettipalem ST (Chenchulu) area in
Tekisettipalem (V) of Sakhinetipalli (M) in Razole
Constituency
Road Code : RR(VR)52
Road Length : 0.96 Km
Start Point : Ayyappa Temple
(Lat.16.408292°N, Long.81.788512°E)
End Point : Tekisettipalem ST (Chenchulu) area
(Lat. 16.405018°N, Long. 81.781552°E)

Age of the proposed road: 20 years

Existing surface details of proposed road: badly damaged gravel surface.

If existing PM JANMAN road is proposed fully for upgradation, the following

details need to be updated in the DPR.
Category of Road Sanctioned under PM JANMAN : PM-JANMAN
Upgradation
Year and Batch of sanction : NA
Name of the road as per sanction : NA
T route/L route no as per sanction : NA
Sanctioned length : NA
Sanctioned cost : NA
Date of completion as per OMMAS : NA
PCI of the road : NA

This road is proposed for Up-gradation.

Up-gradation is proposed for the chainage from 0/000 to 0/960 Km = 0.96 Km

Riding Quality Improvement is Nil.
Hence the Total length proposed is for Up-gradation only and it is 0.96 Km.

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2. Planning and Basic Design Consideration

2.1 Key maps

Figure-1 (INDIA MAP)

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Figure-2 (ANDHRA PRADESH MAP)

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Figure-3 (Dr. B.R. AMBEDKAR KONASEEMA DISTRICT MAP)
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Figure-4 (SAKHINETIPALLI MANDAL MAP)

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Construction of Road from Ayyappa Temple to Tekisettipalem ST(Chenchulu)
area in Tekisettipalem(V) of Sakhinetipalli (M).
Figure – 5 (Google Earth Map duly marking the proposed road)

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2.2 Preliminary alignment investigation
Figure-6 Strip plan showing land and alignment details

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Figure-6 Key map showing land and alignment details

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Figure-6 index map showing land and alignment details

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 SITE PHOTOGRAPHS
1 Chainage 0.00km

Starting Point of the road.

Existing damaged gravel surface
and irrigation canal passes
alongside of the road and another
side existing agricultural fields .

Hence road is upgraded up to BT

standards.

2 Chainage 0.100km

Existing damaged gravel surface

and irrigation canal passes
alongside of the road and another
side existing agricultural fields.

Hence road is upgraded up to BT

standards.

3 Chainage 0.200km

Existing damaged gravel surface

and irrigation canal passes
alongside of the road and another
side existing agricultural fields.

Hence road is upgraded up to BT

standards.

4 Chainage 0.300km

Existing damaged gravel surface

and irrigation canal passes
alongside of the road and another
side existing agricultural fields.
Hence road is upgraded up to BT
standards.

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5 Chainage 0.400km

Existing damaged gravel surface

and irrigation canal passes
alongside of the road and another
side existing agricultural fields
Hence road is upgraded up to BT
standards.

6 Chainage 0.500km

Existing damaged gravel surface

and irrigation canal passes
alongside of the road and another
side existing agricultural fields.

Hence road is upgraded up to BT

standards.

7 Chainage 0.570km

Existing damaged gravel surface

and irrigation canal passes
alongside of the road and another
side existing agricultural fields.
Existing earthen ramp which
serves as a crucial passage for the
ST (chenchu) people is currently
damaged.
Hence approach ramp be
upgraded to ensure safe and
accessible passage for them and
the road is upgraded up to BT
standards.

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8 Chainage 0.600km

Existing damaged gravel surface

and irrigation canal passes
alongside of the road and another
side existing agricultural fields.

Hence the road is upgraded up to

BT standards.

9 Chainage 0.700km

Existing damaged gravel surface

and irrigation canal passes
alongside of the road and another
side existing agricultural fields.

Hence the road is upgraded up to

BT standards.

10 Chainage 0.960km

End portion of the road.

Existing damaged gravel surface

and irrigation canal passes
alongside of the road and another
side existing agricultural fields.

Hence at this end portion of the

road bell mouth has to be
provided for smooth passage of
vehicles and the road is upgraded
up to BT standards.

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 2.4 Road Design Brief

Table 2.1 Road Design Brief

S Locati Issue Design Solutions Deficiency
L on in view of
. road safety
and
remedies
proposed
1 Ch. The road starts from Providing Long Bell mouth and
0/000 Ayyappa swamy Temple. also providing Safety Sign
Boards.
2 Ch. The surface of the road is Provision is made to construct
0/000 Gravel which is badly BT Road with T4 Category and
to damaged. CBR 3 to 4 standards duly
0/200 considering the existing crust as
earthen surface.
3 Ch. The proposed road is Existing road is narrow to a
0/100 along the Canal. width of 3.00m. Hence widening
to of the existing road with
0/200 Earthwork to a width of 6.00m is
proposed.
4 Ch. The surface of the road is Provision is made to lay BT Road
0/200 earthen which is badly with T4 Category and CBR 3 to 4
to damaged. soils duly considering the
0/450 existing crust is not a suitable
sub base.
6 Ch. The surface of the road is Provision is made to construct
0/450 Gravel which is badly BT Road with T4 Category and
to damaged. CBR 3 to 4 standards duly
0/960 considering the existing crust as
earthen surface.
7 Ch. The proposed road Proposed approach Ramps and
0/570 connects to the village widening at that chainage for the
& street roads. connectivity of habitation.
0/620
8 Ch. The road ends at Providing Long Bell mouth and
0/960 Tekisettipalem new also providing Safety Sign
bridge Boards.

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Page | 78
Page | 79
 PHOTOGRAPHS OF TRANSECT WALK
1 Chainage 0.00km

Starting Point of the road.

Existing damaged gravel surface
and irrigation canal passes
alongside of the road and another
side existing agricultural fields.

Hence road is upgraded up to BT

standards.

2 Chainage 0.100km

Existing damaged gravel surface

and irrigation canal passes
alongside of the road and another
side existing agricultural fields.

Hence road is upgraded up to BT

standards.

3 Chainage 0.200km

Existing damaged gravel surface

and irrigation canal passes
alongside of the road and another
side existing agricultural fields .

Hence road is upgraded up to BT

standards.

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4 Chainage 0.300km

Existing damaged gravel surface

and irrigation canal passes
alongside of the road and another
side existing agricultural fields.

Hence road is upgraded up to BT

standards.

5 Chainage 0.400km

Existing damaged gravel surface

and irrigation canal passes
alongside of the road and another
side existing agricultural fields

Hence road is upgraded up to BT

standards.

6 Chainage 0.500km

Existing damaged gravel surface

and irrigation canal passes
alongside of the road and another
side existing agricultural fields.

Hence road is upgraded up to BT

standards.

7 Chainage0.600km

Existing damaged gravel surface

and irrigation canal passes
alongside of the road and another
side existing agricultural fields.

Hence the road is upgraded up to

BT standards.

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8 Chainage 0.700km

Existing damaged gravel surface

and irrigation canal passes
alongside of the road and another
side existing agricultural fields.

Hence the road is upgraded up to

BT standards.

9 Chainage 0.960km

End portion of the road.

Existing damaged gravel surface

and irrigation canal passes
alongside of the road and another
side existing agricultural fields.

Hence at this end portion of the

road bell mouth has to be
provided for smooth passage of
vehicles and the road is upgraded
up to BT standards.

1. Total No. of People present for the Transect walk :

Male : 11, Female : 3, Total : 14.
2. Demographic information where the Walk was conducted :
3. No. of Govt. Employees present : 2
4. No. of Contractors Employees : 0
5. No. of participants from Minority community :
SC : 2, ST : 7, Women : 3
6. No. of SHG members participated : 0
7. Enclose a separate sheet with names, designation (if Govt. Employee, or
Elected Representative, SHG members) and Signatures of participants of
transect walk

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2.6 Checklist

Transect walk done Yes No

Photographs of Transect walk attached Yes No
Transect walk summary table included Yes No
Minutes of Transect walk attached Yes No
Photographs at 100 m intervals taken Yes No
Major changes in alignment perceived Yes No
Design brief provided Yes No
Photographs of Grama Sabha attached Yes No

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3. Topographic Survey
3.1 General
Topographic survey true to ground realties have been done using
precise instrument Auto level by the concerned departmental persons for
bringing out data.
The in-house standards, work procedures and quality plan has to be
prepared with reference to IRC: SP 48-1984, IRC:73-1980, IRC: SP 19-
2001, IRC: SP 20-2002, IRC: SP 13-2004 (in respect of surveys for
rivers/streams) and current international practices to be followed during the
above survey.
3.2 Traversing
The traverse consists of a series of straight lines with their lengths
and intermediates angles measured very carefully. In difficult terrain, the
alignment may have to be negotiated through a series of short chords,
preferably, the traverse should be done with a Global Positioning System
(GPS) is also very useful and appropriate for preliminary survey. The GPS
will give locations in coordinates all the necessary points on the traverse.
GPS is very fast reasonably accurate for preliminary system and computer
friendly for data transfer. Control pillars in cement concrete should be fixed
at suitable interval (ranging from 500 m to 2 kms) to have control on
accuracy. It also helps in repeating the survey, if required, within the
control pillars.
Traverse is to be done preferably by total station having angular
measurement accuracy of ± 1 sec.
3.3 Leveling
Differential leveling is used for profile leveling and cross-sectioning
of the proposed road. The levels obtained in profile leveling are used for
plotting the longitudinal section which is required for fixing the gradients
and determining the earth work quantities.
Cross section leveling is done to determine the difference of
elevations of the ground surface along the lines perpendicular to the center
line of the proposed road. Cross - sections are used for estimation of
quantities of earth work. Profile leveling and Cross sectioning are done
simultaneously. Profile leveling commenced from a benchmark and ended
at a bench mark. Intermediate bench marks are first marked on the
alignment at suitable interval (in this work).

3.4 Cross Section & Detailing

Cross sections are to be taken at 25.0m interval and at closer interval
10.0m as per radius of curve in curved portion of the existing road. All
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 physical features of the road are to be recorded.
3.5 Data Processing
All data from topographic survey recorded by total station are to be
downloaded and final alignment, plan, profiles are to be prepared and
presented in AutoCAD Format.

3.6 To facilitate the leveling work, bench marks, either temporary or

permanent, should be established at intervals of 250 to 500 meters with
proper marking painting as per code. The levels should be connected to GTS
datum.

Sl. Reduced
Description Location Latitude Longitude
No. Level
TBM R/S SC Parapet
1 0.000 100.000
wall
2 TBM on L/s SC Top 0.150 to 175 100.080
TBM on L/S SC wall 1.275 to
3 100.235
Top 1.300
1.800 to
4 TBM on R/s SC Top 100.965
1.825
TBM on L/s culvert 2.450 to
5 100.745
wall top 2.475
TBM on R/s Flag 3.200 to
6 101.345
basement top 3.225
TBM on RS Culvert 3.600 to
7 99.815
wall top 3.625
TBM on R/s culvert 4.100 to
8 100.235
wall top 4.125
TBM on L/s Culvert 6.015 to
9 100.755
top 6.025
TBM on L/s Culvert 6.550 to
10 101.375
top 6.575
TBM on R/S Bridge 7.275 to
11 102.415
Wall top 7.300
TBM on R/s Flag 7.950 to
12 103.665
basement top 7.960
TBM on R/s PC wall 8.550 to
13 102.665
top 8.575
TBM on R/s PC wall 8.900 to
14 102.575
top 8.925
TBM on R/s PC wall 9.275 to
15 102.360
top 9.300
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 TBM on L/s Bridge 9.350 to
16 103.110
Side wall top 9.375
TBM on R/s PC wall 9.500 to
17 101.925
top 9.575
TBM on R/s Samadi 10.125 to
18 101.195
(Grave) top 10.150
TBM on L/s PC wall 10.625 to
19 101.315
top 10.650
TBM on R/s PC wall 11.075 to
20 101.475
top 11.100
21 Closed on R/S wall top 11.340 100.845

3.7 Checklist

BM/TBM with northing-easting given Yes No

Traverse survey carried out Yes No
Cross section and detailing carried out Yes No
L section details attached with the
Part II of the DPR Yes No

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4. Soil and Materials Survey
4.1 General
The soil and material investigations are to be done following the guidelines
of IRC: SP: 20-2002 and IRC: SP: 72-2015 and other relevant IS codes.
The potential sources of borrow areas for soil and quarry sites are to be
identified.
4.2 Soil sample collection and Testing
Soil samples are to be collected along and around the road alignment at
three (3) locations per km, from the adjoining borrow areas, as well as one
sample is to be collected from the existing road. Soil Classification tests
like grain size analysis and Atterberg’s limit are to be conducted for all the
samples collected. Standard Proctor test and the corresponding 4 day
soaked CBR test are to be conducted either for a minimum of one test per
km for soil samples of same group or more tests due to variation of soil
type. The following tests are to be conducted as detailed below:
• Grain size analysis as per IS : 2720 (Part 4) – 1985
• Atterberg’s limit as per IS : 2720 (Part 5) – 1985
• Standard Proctor density test as per IS : 2720 (Part 7) – 1980
• 4 day soaked CBR test as per IS : 2720 (Part 16) – 1987

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CBR Values Sheet

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4.3 Analysis of Test Results
The laboratory soaked CBR value ranges from 3.00% to 4.00%. The
soil laboratory test results are summarized in Table 4.1
Table 4.1 CBR Values for different stretches

S. No. Section CBR % MDD Optimum Moisture

Content (OMC)
1 0/280 3.19 1.69 18.34
2 0/590 3.30 1.65 19.58
3 0/880 3.27 1.74 17.12

4.4 Coarse and Fine Aggregates

Information regarding the source of aggregate and sand is to be
gathered. The stone aggregates shall be procured from Katheru whereas the
Sand shall be from Ravulapalem or locally available sand shall be used. The
source and the lead distance from the quarry to project site will be finalized
in discussion with the PIU. The aggregates and sand where available and
acceptable shall be used for bituminous work, concrete works, other
pavement works.

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Figure -5 Quarry Map

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4.5 Sub-soil investigation for bridges : N/A.

4.6 Checklist

Borrow pit suitable Yes No

SSI for existing ground Yes No
Investigation for coarse/fine aggregate Yes No
Quarry map Yes No

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5. Traffic Survey
5.1 General
In the present scenario of upgradation road, 3 day, 24 hr traffic
volume count is to be conducted on the proposed road and also already
completed or similar type of PM JANMAN road in the vicinity of the
project road. The Classified Volume Count survey is to be carried out in
accordance with the requirements of the TOR and relevant codes (IRC:9-
1972, IRC: SP: 19-2001, IRC: SP: 20-2002, IRC: SP: 72-2015). The
surveys are to be carried out by trained enumerators manually under the
monitoring of Engineering Supervisor. Traffic survey conducted on MRL
01 – Road from Ayyappa Temple to Tekisettipalem ST (Chenchulu) Area
in Tekisettipalem Village of Sakhinetipalli Mandal – the proposed road.

5.2 Traffic Data and Analysis

The traffic count is classified into different vehicle category as given below:
• Motorized vehicle comprising of light commercial vehicle, medium
commercial vehicle, heavy commercial vehicle, trucks, buses,
agricultural tractors with trailers, car, jeep, two wheelers etc.
• Non- motorized vehicles comprising of cycle, rickshaw, cycle van,
animal drawn vehicle etc.

The number of laden and un-laden commercial vehicles is to be

recorded during the traffic counts. Traffic volume count for this project
road is done during April 2025. The harvesting season is 75 days in the
proposed area is based on local enquiry.
Average of 3 day traffic data is presented in Table 5.1.
5.3 Traffic Growth Rate and forecast
Table 5.1 Average Daily Traffic at Km 0.100 (both ways).
Independent traffic survey details shall be attached where the
projected traffic is more than 1 MSA duly certified by the STA. Further,
Axial load survey must be carried out on such proposed roads which are to
be designed for projected traffic more than 2 MSA and carriageway width
of 3.75 m. The geo-tagged photographs for the peak hour traffic should be
attached with the DPR to justify the traffic plying on the proposed road.

a) Traffic volume and mix do not vary along the road

b) Traffic volume and mix vary along the road
c) Traffic volume and mix will vary along the road in the future
d) There is a potential for through traffic using the road
e) % of loaded vehicles
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Day1

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Day2

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Day3

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Average

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6. Hydrological Survey

6.1 General
Hydrological survey is necessary for each cross drainage structure
with exact location for design of adequate and safe Cross Drainage
Structures so that the rain water can pass as per natural slope. The
hydrological and hydraulic studies are to be conducted in accordance with
IRC: SP: 13-2004 and IRC: 5-2015.Hydrological survey of the proposed
road is based on the following observations:
• Rainfall Data
• Catchments Area
• Time of Concentration
• Existing Cross Drainage Structures

6.2 Rainfall Data

Rainfall Data as applicable for the project road is to be collected with
maximum rainfall occurring in the months of June to September. The
average rain fall of the area is less than 1000mm.
6.3 Catchment Area
The Catchments area is to be calculated by gathering local
information and topographical survey data.
6.4 Time of Concentration
Time of concentration (tc) in hours is to be calculated from the
3 0.385
formula of (0.87 x L /H) , where L is distance from the critical point to
the structure site in km and H is the difference in elevation between the
critical point and the structure site in meters.
6.5 Existing Cross Drainage Structures
There are no cross drainage structures along the existing project road.

Page | 97
7. Adopted Geometric Design Standards
7.1 General
The geometric design standards for this project conform to
PMJANMAN guidelines and the guidelines as stated in IRC-SP 20:2002.
Recommended design standards vis-à-vis the standards followed for this
road are described below.

7.2 Terrain
The classification of terrain is selected from plain/rolling/hilly/steep
classification for which following criteria will be applicable.
Terrain Cross slope of the country
classification
Plain 0-10% More than 1 in 10
Rolling 10-25% 1 in 10 to 1 in 4
Mountainous 25-60% 1 in 4 to 1 in 1.67
Steep Greater than 60% Less than 1 in 1.67

7.3 Design Speed

The proposed design speed along this project road will be selected
from the following table:
Road Plain terrain Rolling Mountainous Steep terrain
classification terrain terrain
Ruling Min. Ruling Min. Ruling Min. Ruling Min.
Rural Roads 65 50 50 40 30 25 25 20
(ODR)
Rural Roads 50 40 40 35 25 20 25 20
(VR)

7.4 Right of Way (ROW)

The requirement of ROW for this road is as follows (as specified
in IRC-SP 20:2002):
Mountainous and Steep
Plain and Rolling Terrain
Terrain
Built-up Built-up
Road Open Area Open Area
Area Area
classification
Exce Exce
Nor Rang Nor Rang Nor Nor
ption ption
mal e mal e mal mal
al al
Rural roads
15- 15-
(ODR and 15 15 12 12 12 9
25 20
VR), (m)
Page | 98
7.5 Roadway Width
Roadway width proposed for this road is given below:

Roadway Width (m)

Plain and Rolling Mountainous and
Carriageway (m)
Steep
Desired Minimum
3.75 7.50 6.00 4.75
5.50 9.00 7.50 7.00

7.6 Carriageway Width

The proposed width of carriageway for this project road shall be
3.75m/5.5m/7m.
7.7 Shoulders
It is proposed to have 1.125 m wide shoulder as the case may be on
both sides of which at least 1.00 m is hard shoulder with well compacted
unscreened selected earth.

Shoulder width will be one half of the difference between the

roadway width and carriageway width. The earthen/hard shoulder can be
proposed as per the site requirements.

7.8 Roadway width at cross-drainage structures 9.00m

The roadway width at culvert locations for this road shall be {7.5 m /
9 m in plain terrain and 6.0m / 7.5 m in mountainous terrain}. Roadway
width at bridges will be {7.50 m in through routes and 6 m in link routes in
plain areas and 6 m (including parapet and drain) in through and Link
routes in hilly areas as per Expert committee recommendations}.
7.9 Sight Distance
The safe stopping sight distance is applicable in the geometric
design. The sight distance values for this road as per IRC recommendations
are presented below:

Design Speed Safe Stopping Sight

(km/hr) Distance (m)
20 20
30 30
40 45
50 60

Page | 99
7.10 Radius of Horizontal Curve
According to IRC recommendations/standards, the minimum radius
of horizontal curve for this project road is given below:

Radius of Horizontal Curve (m)

Terrain
Ruling Absolute
Category
Minimum Minimum
Plain 90 60
Mountainous 30 20
Steep 20 14

To minimize extra land arrangement, minimum radius to be used is

20 m and design speed in these curves are also restricted to 20 km/hr.
7.11 Camber & Super elevation
A camber to be adopted on this road section is given below. The
maximum super elevation is 5.0% for this project road.
Surface type Camber (%)
Low rainfall High rainfall
(Annual rainfall (Annual rainfall
<1000mm) >1000mm)
Earth road 4.0 (1 in 25) 5.0 (1 in 20)
WBM Gravel road 3.5 (1 in 28.5) 4.0 (1 in 25)
Thin bituminous 3.0 (1 in 33.33) 3.5 (1 in 28.57)
road
Rigid Pavement 2.0 (in in 50) 2.5 (1 in 40)

7.12 Vertical Alignment

The present road is in plain/hilly terrain and vertical alignment has
been designed well within ruling gradient.
Generally minimum gradient of 0.30% for drainage purpose is
considered for designing the vertical alignment of this road. Vertical curves
are not required when grade change is less than 1%, however a minimum
vertical curve is provided to avoid vertical kink.

7.13 Vertical Curves

For satisfactory appearance, the minimum length of vertical curve for
different design speed is given in IRC-SP 20:2002 and Expert committee
recommendations of PMGSY roads to be referred. Vertical curves are to be
Page | 100
 designed to provide the visibility at least corresponding to the safe stopping
sight distance. Valley curves to be designed for headlight sight distance.
7.14 Side slope
Side slope for this proposed road where embankment height is less
than 3.0m is given in the table below.
Condition Slope (H:V)
Embankment in silty/sandy/gravel 2:1
soil
Embankment in clay or clayey silt 2.5:1 to 3:1
or inundated condition
Cutting in silty/sandy/gravelly soil 1:1 to 0.5:1
Cutting in disintegrated rock or 0.5:1 to 0.25:1
conglomerate
Cutting in soft rock like shale 0.25:1 to 0.125:1
Cutting in medium rock like 0.083:1 to 0.0625:1
sandstone, phyllite
Cutting in hard rock like quartzite, Near vertical
granite

7.15 Extra Widening of Pavement

The Extra Widening of Pavement at Curve as is given below:

101 - 300 Above

Radius of Curve (m) Upto 20 21 - 60 61 - 100
300
Extra Widening for 3.75
m wide single lane 0.90 0.60 Nil Nil
Nil
carriageway (m)
Extra Widening for 5.5 m
wide intermediate lane 1.25 1.0 0.80 0.50 Nil
carriageway (m)

Page | 101
8. Alignment Design

8.1 General

The basic aim of highway design is to identify technically sound,

environment-friendly and economically feasible highway alignment. The
most appropriate alignment is to be proposed considering the effect of
climate change and past history of natural disasters in the area. The
selection of the alignment is to be made after economic, social and
environmental analysis, the details of the same is presented in succeeding
chapters. The ensuing sections deals with obligatory points, which control
highway alignment, design of cross-section, highway geometric design &
methodology, design of miscellaneous items.
The main components included in the highway design are:
 Cross-sectional elements
 Embankment
 Horizontal alignment
 Vertical profile
 Junctions and/or Interchanges
 Road furniture
 Miscellaneous items

i. The road alignment is to be planned considering following aspects:

ii. Finalization of road alignment, their design and construction
methodology based upon the recommendations of the geologist,
geotechnical engineer, hydrologist, soil conservation experts
contained in their reports
iii. Alignment of the road on sun facing side of the hill
iv. Efforts to avoid series of hair-pin bends on steep slopes
v. Staggering the location of the hair-pin bends so that they are not
aligned one above the other
vi. Ensuring safe horizontal and vertical distance from river banks and
the water level
vii. Avoidance of hill cutting in the form of huge vertical cuts and
adoption of benching for mitigating slope instability
viii. Adoption of the balance and cut and fill methodology where possible
ix. Study of the roads already constructed in the immediate vicinity to
better understand the behaviour of the hill slopes along the roads
x. Excavation of bore holes at major change in pavement condition or in
deflection readings (for up-gradation works), or at 2 km intervals,
whichever is lesser
xi. Excavation as required where major changes in soil condition or
change in strata is observed
Page | 102
 xii. Testing of samples from the bore holes to determine suitability of
various materials for use in widening of existing embankments or in
new pavement structure
xiii. In case of hill roads, identification of the dumping sites in the DPR so
as to use them for developing parks, playground, parking area etc.
xiv. Consultation with the local public on the hazards occurring in the
area in the past
xv. Study of possible alternate alignments

8.2 Horizontal alignment

Table 8.1 – Features of Horizontal Alignment (Example)

Chainage Length Reason for deviation from
To Description existing alignment, if
From (km)
(km) (km) necessary
Horizontal alignment not
required for this road. (No
0.000 0.960 0.96 -
deviation from existing
alignment)

Checklist
a) Centre line of the existing and proposed horizontal alignment coincide

b) Centerline of the existing and proposed horizontal alignment not deviated.

8.3 Vertical alignment

The present road is in plain terrain and vertical alignment has been
designed well within ruling gradient. Generally, minimum gradient of 0.3%
for drainage purpose is considered for designing the vertical alignment of
this road. Vertical curves are not required when grade change is less than
1%, however a minimum vertical curve is provided to avoid vertical kink.
8.3 Vertical Curves
For satisfactory appearance, the minimum length of vertical curve for
different design speed is given in IRC-SP 20:2002. Vertical curves will be
designed to provide the visibility at least corresponding to the safe stopping
sight distance. The present road is in plain terrain and there is no Valley
curves to be designed.

Page | 103
 3
2
1
N
O.
Sl.
(m)
Chainage

Level of pvi

Length of curve

Type of curve

Grade in (%)
NIL

Grade out (%)

Grade difference (%)

Table 8.3 – Vertical Curve Details (Example)

St. of Curve
Chainage
End of Curve
St. of Curve
Level
End of Curve

Page | 104
9. Pavement Design
9.1 General
Considering the sub grade strength, projected traffic and the design
life, the pavement design for low volume PMGSY roads is to be carried out
as per guidelines of IRC: SP: 72 – 2015, IRC SP:77-2008 “Design of
Gravel Road ”,IRC SP:62-2014 “Cement Concrete roads” and IRC:37-2018
“Guidelines for Design of Flexible Pavement for roads having higher
category of traffic. In built up area for hygienic and safety reasons, C.C.
pavement to be provided with a hard shoulder and drain appropriate line
drain.Drainage plan needs to be attached with the DPR.
{For roads to be upgraded}
Careful assessment of the existing pavement condition is conducted with
following test procedures undertaken:
xvi. Pavement roughness measurement using bump integrator (or
alternative calibrated instrument) and measurement of rutting,
cracking and ravelling
xvii. Measurement of road deflections utilizing the Benkleman Beam
Deflection Test
xviii. CBR tests at sufficient intervals to indicate extent and severity of the
problem when pavements are too distressed to give meaningful
deflection results
xix. Survey for assessment of the surface, sub-surface and roadside
drainage condition of the road section
xx. Detailed subsurface investigations for all the road sections where
there has been subgrade failure
xxi. Overlay thickness clause2.2.3 of IRC SP72:2015 should be referred.

9.2 Pavement Design Approach

9.2.1 Design Life
A design life of 10 years is to be considered for the purpose of
pavement design of flexible and granular pavements.
9.2.2 Design Traffic
The average annual daily traffic (AADT) for the opening year as well
as the total commercial vehicle per day (CVPD) is to be presented in Table
5.2.
9.2.3 Determination of ESAL applications
Only commercial vehicles with a gross laden weight of 3 tons or
more are to be considered. The design traffic was considered in terms of
cumulative number of standard axles to be carried during the design life of
the road. The numbers of commercial vehicles of different axle loads are
Page | 105
 converted to number of standard axle repetitions by a multiplier called the
Vehicle Damage Factor (VDF).An indicative VDF value is to be considered
as the traffic volume of rural road does not warrant axle load survey.
For calculating the VDF, the following categories of vehicles was
considered as suggested in paragraph 3.4.4 of IRC: SP: 72 – 2015.
• Laden heavy/medium commercial vehicles
• Un-laden /partially loaded heavy/medium commercial vehicles
• Over loaded heavy/medium commercial vehicles
Un-laden /Partially
Vehicle type Laden
laden
HCV 2.86 0.31
MCV 0.34 0.02

Indicative VDF values considered 10% of laden MCV and 10% laden
HCV as overloaded & given below:
Lane distribution factor (L) for Single lane road = 1.0 Cumulative ESAL
application = To x 4811 x L, where To = ESAL application per day. The
Cumulative ESAL application for the project road as per paragraph 3.5 of
IRC: SP: 72 – 2015 is presented in Annexure {Insert Annexure number}
IRC 37-2012 Can be referred for traffic from 2MSA to 5 MSA
IRC 37-2018 should be used for traffic more than 5 MSA

9.2.4 Subgrade CBR

The sub grade CBR range of {3 -4 %} is to be considered and the
traffic falls in the {T 4}category.
9.3 Design Alternatives
{Insert design alternatives like flexible vs. rigid pavement and paved vs.
normal shoulders}
Design alternatives to be considered {tick the applicable box}

Chainage Design alternatives considered Specif

y
Justification

design
alterna
tive
selecte
d
Pavem Shoulder
From To
ent

Page | 106
 stabilization
m each
Earthen full

Full width

and use of
shoulder
Flexible

locally
width
Rigid

Hard

Hard

1.00Soil
Existing
0.000 0.200 Y - - - - - - damaged
Gravel road
Existing
0.200 0.450 Y - Y - - - - damaged
Earthen road
Existing
0.450 0.960 Y - - - - - - damaged
Gravel road

9.4 Pavement composition

i. Flexible Pavement
ii. The designed pavement thickness and composition is to be calculated
by referring Figure 4 (Pavement design catalogue) of IRC: SP: 72 –
2015. The ratio between heavy commercial vehicles and medium
commercial vehicles as given in Chapter 5 should be maintained as
far as possible.

Page | 107
Flexible pavement design

Page | 108
Flexible pavement design

Page | 109
Flexible pavement design

Page | 110
Flexible pavement design

Page | 111
Flexible pavement design

Page | 112
 The pavement layers provided are given below:

From Km 0/000 to 0/960

Thickness for Thickness of
Layers Items pavement in Pavement in
mm Widening portion
Top Layer/
Surface MSS 25 -
course
Base Layer WMM 150 -
Sub Base -
GSB 125
Layer
Improved Improved sub 200
-
Sub grade grade
Total -
500
thickness

{If the pavement thickness varies over the entire length of the road section a
table showing different thickness adopted should be given.}

Page | 113
9.5 Embankment Design
No High embankments to be designed.
10. Design of Cross Drainage Works
10.1 General
On the basis of hydrological survey, 4 new cross drainage structures are
recommended for the project road as listed below.

10.2 Hydrological Design

The existing structures in poor condition that are proposed for replacement
as listed below. Agricultural conduits, which basically act as balancers,
have also been provided as listed below.
10.3 Design Feature
Design Standards for culverts is to be been prepared based on standard
codes and guidelines of IRC: SP: 20: 2002 and similar type of ongoing
projects. General features of the designed cross drainage structures are
given below:
1. For hume pipe culvert, minimum road width has been taken as{10}
m,
iii.
Width of culvert: {7.50}m with parapet.

Width of Bridge: {xx}m with parapet.

10.4 Justification for retaining/widening and replacement of culverts

1.00m vent slab culverts are proposed in place of damaged 1 mt slab culvert
.New 1000 mm dia Pipe culverts are proposed wherever Necessary.

10.5 Hydraulic calculation for Culvert

The design discharge is to be calculated by the rational method considering
peak runoff from catchment using the formula,
Q = 0.028 x P x A x Ic
Where P = Coefficient of Run Off for the catchment characteristics, A =
Catchments Area in Hectares &Ic = Rainfall Intensity
iv. Small bridge-site length of which exceeds 15 m to be jointly visited
by STA and S.E. Design – as per IRC: SP: 20-2002&IRC: SP:13-
2004 and relevant IRC Codes for Bridges.
v. Causeways and submersible bridges – Design to be done as per IRC:
SP: 20-2002 and SP-82:2008.

Table 10.2 Proposed Culverts

Page | 115
Sl. Chainage Type of Span/dia
No. (Km) Culvert

NIL

Page | 116
11. Protective Works & Drainage
11.1 General- Explore the new technologies for protection work to reduce the
cost of protection work e.g. Gabion structure, use of Geosynthetic material,
turfing etc.
11.2 Roadside drain
As the insufficient drainage of surface water leads to rapid damage of road,
road side drain as shown in drawing volume is to be provided particularly
on the location of habitation areas. Sketch for a standard roadside drain
should be made available.
11.3 Protective Works

Necessary protection works consisting of closed {Insert type of pilling}

piling and {Insert ballah suggested} ballah piling have been provided near
pond and water bodies falling within the proposed alignment. Table 11.1
gives the chainage-wise protection works adopted.

Table 11.1 List of protective works

Type of protective
Sl. Chainage (Km) Comments
work
No. From To LHS RHS
Nil

Page | 117
12. Land Requirement
12.1 General
The existing road is badly damaged Gravel surface and very poor soil
having CBR less than 2 i.e. BC soils of high plasticity. Thus the project
road is a New Construction. The existing Right of Way (ROW) is varying
from {6.00 } m to {7.00}m.in open area.The existing Right of Way (ROW)
is varying from {4.00} m to {5.00} m.in builtup area
12.2 Proposed ROW
The width of carriageway is to be considered as 3.75 m / 5.5 m in
accordance with the IRC-SP 20: 2002. The total roadway width is limited to
7.5 m/9 m. The proposed ROW generally varies from 12 m – 15 m
depending upon the embankment height and the proposed ROW is even less
than 10 m in some stretches of habitation area and in areas having tree
plantation.
12.3 Additional Land
Local administration and local panchayat need to apprise the villagers about
requirement of minor areas in places for development of the road. Villagers
are generally highly enthusiastic during site visits for selection of the road.
Table 12.1 provides the chainage-wise additional land required.

Page | 118
13. Utility shifting/relocation

13.1 Existing utilities

{Insert list of existing utilities that require relocation along the project road
with chainage details in a tabular form. This should connect to the decisions
taken during transect walk. The existing utilities must be shown on the
drawings. Utilities to be relocated must be highlighted and the new location
shown on the drawings}
13.2 {Insert list of departments responsible for utility shifting}
13.3 {Insert rules pertaining to shifting of utilities}
13.3 {Insert rules pertaining to shifting of utilities}
13.4 {Provide an estimate with breakdown of costs for relocation of utilities}
Table 13.1 Estimated Cost for Relocation of Utilities

Sl. No. Utility Type Qty Estimate Estimate

d Rate d Cost
1 NIL
2
3
Etc.
Estimated Total Cost 0

Page | 119
14. Safety in Planning, Design and Construction (embedding of safety
measures in the DPR)
{This DPR may be subjected to a road safety audit by an independent expert,
Road Safety Auditor. The recommendations of the road safety audit as approved
by PIU shall be incorporated in the final DPR. Guidelines to be followed during
planning, design and execution are given briefly in subsequent paragraphs. A
checklist for road safety measures is given at 14.19; this has to be completed}

Safety Guidelines for Planning (Section 2 of DPR) and Design of Alignment

(Section 8 of DPR)

14.1 Planning
Road safety starts from planning stage itself. A road hierarchy system of network
planning has been one of the important tools used for road network and land use
planning. Basic approach is for defining each roadway in terms of its main
functions (of accessibility and mobility) and appropriate design criteria. Rural
road comprise other District Roads and Village Roads for which geometric design
standards are given in IRC Codes. These roads basically serve the accessibility
function. Normally a rural road should not join or intersect a national highway or
even a state highway. It should join a major district road for better network
efficiency and more importantly for better safety.

Following points should be kept into consideration for safe design of alignment
and profile:
(i) Road should be designed with characteristics of self-explaining,
consistent, ‘forgiving’, and for safe use of all categories of users, and
with consideration of human factors.
(ii) Ruling standards of geometric design be adopted, with largest practical
radius and sight distance.
(iii) Sharp bends/ 90° turn should be avoided and improved if present on
existing roads or tracks. These are hazardous locations and need to be
eliminated even if, it requires acquisition of land. The requirement and
locations be identified during transect walk and field surveys. The state
should make provisions for the acquisition of land at critical locations.
In cases where it is not feasible/ impossible then speed management
measures should be planned and provided.
(iv) Visibility is an important requirement for safety on roads especially in
hills. Therefore it is necessary that prescribed sight distance (related to
speed) is available to permit drivers enough time and distance to control
Page | 120
 their vehicles and avoid accidents. In order to ensure prescribed sight
distance, it may be necessary to have additional right of way. Additional
land may also be acquired at locations of deep cut, high fills and
unstable or landslide prone areas. Where this is not feasible, traffic
calming measures as per IRC: 99-2018 need to be planned and provided.
(v) The roads in hilly terrain should avoid hairpin bends or kept to minimum
and should be located on stable and flat ground. In unavoidable
circumstances, Hair-pin Bends may be designed as Circular Curves with
Transitions or as Compound Circular curves as prescribed in Hill Roads
Manual. The widening required should be achieved towards hill side.

Fig. 14.1: Photographs showing Typical Hairpin Bends

(vi) Extra widening must be provided at sharp horizontal curves to facilitate

safe passage of vehicles. Blind curves and hairpin bends should be made
2-lanes for improving safety.
(vii) Designing vertical profile compatible with natural topography for
optimum and balanced cut-fill quantities hence generating less spoil.
(viii) Keeping finished road level and fill slopes higher than the high flood
level (HFL). While designing the roads, provision be made for grade
compensation at curves, vertical and lateral clearances and co-ordination
of horizontal and vertical alignments.
Page | 121
 (ix) Besides other drawings, the DPR would necessarily include drawings for
(a) Horizontal Alignment and Longitudinal Vertical Profile,
(b) Cross-section at required interval along the alignment within ROW,
Typical Cross-Sections with details of pavement structure,
(c) Detailed Drawings of intersections layout with traffic signs,
pavement markings and speed management measures,
(d) Detailed Working Drawings for individual Culverts and Cross-
Drainage Structures,
(e) Detailed Working Drawings for individual Bridges, Tunnels,
subways and Structures.
(f) Detailed Drawings showing each traffic sign with its type and
location, pavement markings of edge lines and pedestrian crossings at
required locations.
(g) Drawing showing location and layout of bus bays, if required and to
be provided.
(h) Detailed drawings showing safety measures (traffic signs, markings,
delineators or other special treatment) for sharp/ blind curves if part
of alignment

14.2 Take off point of rural roads from higher category road needs to be carefully
planned with well-designed intersection. Following points be kept into
consideration for the selection and design of takeoff point:

(i) Take off should be perpendicular to higher category road. In any

case, the angle should not be less than 700’
(ii) It should preferably be at flat ground level (zero grade).
(iii) In cases where existing cart tracks meet the higher category roads at
some angle (not perpendicular) then intersection layout should be
modified to the ‘right angle’ intersection and extra land, if required
should be made available (acquired).
(iv) The intersection should be designed as ‘priority’ intersection.
(v) The intersection should have prescribed sight distance for users of
the main road as well as for the rural road. Obstructions like tree
branches and/or other objects are to be removed.
(vi) Intersections should be designed for safe crossing by vulnerable
road users (VRUs). Provision of pavement markings, as per IRC: 35
should be ensured.
(vii) Suggestive layout of Priority Intersections is given in Fig. 14.2,
below for guidance. Besides well designed layout, the intersection must

Page | 122
 be provided with required and correct traffic signs, pavement markings
and speed management measures as per relevant IRC codes.
(Note: It would be desirable for NRIDA to prepare a separate document
on “Type Design for Intersections on Rural Roads” for design and
layout of intersection.)

Fig. 14.2: Suggestive Layout of Priority Intersection

(Insert figures from ADB Manual on Rural Road Safety)

(viii) NRIDA Guidelines recommends provision of speed humps at junction of

rural road with higher order roads, near Schools/ Anganwadi Centers / Health
Centers and entry points of habitation. Its design should be as prescribed in IRC:
99-2018.

14.3 The other (dead) end of rural road should be taken, a little beyond the
habitation so that there is space for turning of vehicles especially buses
ambulances and fire tenders. A suggestive layout is shown in Fig.14.3, for
guidance, which is based on US practice. It may be suitably modified as per site
conditions.

Fig. 14.3: Suggestive Layout for Space for Turning of Vehicles at the End of
Rural Road

7.3 m
11m

8.5
m

14.4 In cases, where public transport buses ply on the main road then they may be
providing facilities for villagers as well. Therefore provision of bus bays be part
of development of rural road. Also if there is possibility or planning for public
transport buses to start plying (with the improvement of rural road), then bus bays
must be provided for efficient and safe movement on rural roads. Its location and
layout should be based on IRC: 80 – 1981 ‘Type Design for Pick up Bus Stop on
Rural (ie. Non – Urban) Highways’. Bus bays should be provided for both
direction of travel and located about 300m but not less than 60m on the farther
Page | 123
side of intersection such that bus commuters cross the main road (for going to and
from village) at the back of stopped bus. Typical layout is given in Fig, 14.4, for
guidance.

Fig. 14.5: Photographs showing well maintained shoulders for pedestrians to

Walk

Safe facilities for pedestrians should include crossing facility by way of zebra
pavement marking. This should be provided at intersection and at bus bays and at
other need based locations which are most used and preferred by pedestrians to
cross the road. Fig.14.6. shows illustrative Pedestrian crossing Markings.

Fig. 14.6: Pedestrian crossing Markings on Rural Roads.

Page | 124
(Note: Need to be replaced with modified drawing for single-lane/intermediate
lane width.)

14.6 Traffic Signs: Traffic signs and pavement markings are effective and
essential tools for safety on rural roads and should be integral part in DPR. The
important points to be kept into consideration are:

(i) The material, shape, size, configuration and placement of traffic signs must
conform to the standard prescribed in IRC: 67 – 2012. If any non-standard and
wrong sign exists on the road, it must be replaced by correct and standard sign.

(ii) Section 6.7 of IRC: 67 – 2012 provides guidance on the types of retro-
reflective sheeting. For rural roads, Class B, Type IV sheeting by IRC 67 – 2012
may be used for better conspicuity especially in night time use.

(iii) GI pipes or rectangular hollow section as support post, should be used for
sign support.

(iv) Signs should be so placed that that their bottom edge should not be less than 2
m above the kerb.

(v) If the meaning of the sign is required to be made more explicit, then a
rectangular definition plate may be provided, placed below the sign as prescribed
in Section 13 of IRC: 67 – 2012.

(vi) The general size of the sign should be 600 mm unless prescribed otherwise
for some signs, in IRC: 67 – 2012.

(vii) Over head signs on rural roads are not required to be provided, they being
single lane with low speeds.

(viii) The traffic signs prescribed by IRC 67 – 2012 , ‘Code of Practice for Road
Signs’ which can be commonly used for rural roads are given below:
Page | 125
 (a) Mandatory/
andatory/ Regulatory Signs

Stop Sign Maximum Speed Limit Overtaking Prohibited Yield

Sign

(b) Cautionary/ Warning Signs

Left Hand Curve Right Hand Curve Right Hairpin Bend Left Hairpin
Bend

Narrow Bridge Ahead School Ahead Pedestrian

Crossing

Steep Ascent Steep Descent Men at

Work

Speed Hump Rumble Strips Cattle

Crossing

Page | 126
Hazard Marker (Left) Hazard Marker (Right)

Single Chevron Double Chevron Triple Chevron

(c) Information Sign– The color pattern shall be white background with black
border, letters and arrows

14.7 Rural Roads shall be provided with pavement markings as per material
(thermoplastic paints with glass beads) and pattern, prescribed by IRC: 35-
2015, ‘Code of Practice for Road Markings. Essential ones are, edge line
markings, STOP line and pedestrian crossing:
(a) Edge Line Markings

(b) STOP Line

Page | 127
 (c) Pedestrian Crossing Markings

14.8 Delineators: Rural roads especially in hilly terrain for travel in night
time become much safer if they are properly delineated. IRC: 79 – 2019,
‘Recommended Practice for Road Delineators’, prescribes guidance on road
delineators. But, care needs to be taken that they are only of plastic material
with reflectors, instead of materials such as metal, concrete, timber or cut
stone since they may pose safety hazard for out of control vehicles. They can
be rectangular, circular or plastic drums as shown in Fig.14.7.

Fig. 14.7: Road Delineators

Page | 128
14.9 Crash barriers may be provided at hazardous locations such as, where
height of embankment is more than 3 m, on approaches to bridges (Fig. 14.8)
as prescribed in IRC:119 - 2015, ‘Guidelines for Traffic Safety Barriers. They
should also be fitted with reflective markers for enhancing night time
visibility. It is important to provide suitable end treatment for such type of
barrier for safety. The ends of this barrier must either be embedded into
ground by tapering down or these must be embedded into the rigid parapet
wall of a culvert or specially prepared rigid parapet for the purpose of
embedding.

Fig, 14.8: Crash Barriers on approaches to Bridges

14.10Road Studs: Provision of road studs to supplement longitudinal/

transverse reflectorised pavement markings greatly improves visibility in
Page | 129
 night time and in inclement weather. They should be provided as per
Section 5 of IRC: 35 – 2015.
14.11Hazard markers should be provided at all pipe culvert headwalls (Fig.
14.9), at each end of all box culverts, river crossing causeways and
similar CD structures and at any discontinuity in the shoulder.

Fig. 14.9: Hazard Markers at Narrow Culvert

14.12 At submersible bridges and causeways, guard/ guide posts (Fig.

14.10) be provided as recommended in IRC: SP: 82 – 2008, ‘Guidelines
for Design of Causeways and Submersible Bridges’

Page | 130
 Fig.14.10: Guard Posts as recommended by IRC: SP: 82 – 20

14.13 The DPR shall provide for identification/ marking of objects (as
prescribed in IRC: 35 –2015; painting of the objects such as guard rails,
guard stones or trees, with white paint, up to a height of 1.25 m above the
road level with 300 m band with black paint in the middle of 1.25 m
height to enhance visibility. It should also provide that all objects located
within 2.4m from shoulder shall be painted. In addition to the object
markings, (Fig. 14.11) as provided in IRC: 79 – 2019, shall be placed in
front objects to enhance visibility. The height of object marker shall be at
least 1.2 m above the traffic lane.

Fig. 14.11: Object Markers as per IRC: 79 – 1981

14.14 Ramps should be provided where field paths and cattle crossings intersect
the road.
14.15 Sharp, blind curves are highly hazardous locations and must be eliminated
even if, it requires acquisition of land. In cases, where acquiring of extra
land is somewhat impossible, then following measures should be adopted:
(i) The carriage way should be widened to two lanes at the bend
(ii) Traffic Signs for ‘Overtaking prohibited’, ‘Speed Limit’ and
‘Compulsory Horn’ should be provided at both ends of the curve.
Instead of placing them on separate support poles, they should be
Page | 131
 placed on sin
single
gle post as shown in Fig.14.12. Chevron sign should
also be provided at the bend.
(iii) Reflective delineators or Chevron signs (Fig. 14,13) should be
provided on the both sides of approaches and on the bend as
specified in IRC: 79 - 2010,
(iv) Double chevron signsignss at the apex of curve be provided, for both
direction of travel

Fig. 14.12: Placement of Regulatory Signs on Single Support

Post

Fig. 14.13: Chevron Signs at Sharp Bend

(v) Some low cost measures of delineating the sharp curves can bbe
provided as shown in Fig.14.14. The photograph on the left
shows number of bamboo sticks tied together and painted in
alternate colors of red and yellow. The photograph on the right
shows an earth mound created with tress/ shrubs planted.
These measures would help in delineation of sharp bend.

Page | 132
 Fig. 14.14: Suggestive Low Cost Measures for Delineating at
Sharp Bend

14.16 Rumble strips/ markings also should be provided on approaches to

schools if they exist on rural roads.
14.17 The rural road entering/ passing through villages poses a serious
challenge especially in Indian situation where rural roads are
generally used by villagers, as the back yard of their homes. They
sometimes even cook food on road besides using for their livestock.
The design and safety measures/treatment will have to be site
specific. Some of the design features are given here which are
expected to enhance safe use of road:
(i) The stretch within the village should be treated as 20kmph zone. For
some villages, it may be 15kmph zones. Therefore speed limit signs
are to be installed on approaches along with gradual transitional
reduced speed limit signs. Rural Roads Manual prescribes design
speed for rural roads as 50 km/h (ruling) and 40kmph (minimum) in
plain terrain and still lower in mountainous terrain.
(ii) ‘Village Gateways’ as per IRC:99 Guidelines on Traffic Clamming
Measures may
be provided.
(iii) Pre Cast Interlocking Concrete Blocks (Fig. 14.15) as prescribed by
IRC; SP 63- 2004, ‘Guidelines for Interlocking Concrete Block
Pavement’ and in ‘GrameenSampark’ 2007 edition by NRRDA or
Stone (granite) brick paving (if available at economic cost) can be
used in the village stretch, instead of traditional bituminous one. It
would help in speed reduction, avoid surface damage in rains,
provide least life cycle cost due to low maintenance and give longer
service life.
Fig. 14.15: Interlocking Concrete Blocks for Road Paving at
Villages
Page | 133
 (iv) Concrete drains with covers should be provided in the village
stretch. The level of drains with covers should be at the sa
same level
as the pavement but drainage system should provide for storm
water and household drainage going into these drains. They should
have self-cleansing
cleansing gradient and taken to the nearest natural drain.
Covers should be removable for ease of cleaning and maintenance.

14.18 Guidelines for Safety During Construction

Safety in Work Zones during Construction: There could be two situations in
construction of rural roads. One could be green field i.e. construction of all
together, a new link road. The other cou
could
ld be on existing cart track/ alignment.
Rural Roads Manual suggests that generally, most new roads will also have to
follow the existing cart tracks and other such existing alignments. This implies
that there is movement of vehicles on the road. ThereforeTherefore, the situation
requires careful Work Zone Traffic Management Plan (WZTMP) in work
zones. The Guidelines given in IRC SP: 55 55–2014 –Guidelines
Guidelines on Traffic
Management in Work Zones’ should be adopted. These are contractual
requirements as these are also part of MoRD specifications for Rural Roads.
(a) Construction of rural roads may comprise mostly construction of road
stretch and construction of cross drainage structure. Fig. 14.16 shows
the layout of signs for road construction and 14.17 shows layout for
construction
ction of cross drainage structure.

Fig. 14.16: Typical Layout for Signs in Road Work Zone

End

Page | 134
Cones orPlastic Drums
 Fig. 14.17: Temporary Diversion on Construction of Cross Drainage

Delineation with Cones/

Plastic Drums

Structure

(b) Table 14.1 gives the section-wise details of temporary traffic control
measures to be adopted.
Table 14.1: Details of temporary traffic control measures to be adopted
Serial Chainage Temporary traffic control measures to
Name of Road
No. (km) be adopted

Nil

Page | 135
14.19 Checklist for Road Safety Measures (to be completed)
Justification/
S.
Check List Item Yes No Reason, if
No.
answer is “No”

1. Has the road been planned as per the concept of Yes

hierarchical road network
2. Is the road taking off from MDR and not SH or Yes
NH
3. Has the transect walk realistically assessed the Yes
availability of land, identified hazardous
locations and possible countermeasures
acceptable to local people
4. Is the roadway width of 7.5 m in plain and 6.0 Yes
m in hills is available on selected alignment
without any encumbrance such as hand pumps
and electric poles installed by other
Departments of the Government.
5. Does DPR include following: Yes
(a) Horizontal Alignment and Longitudinal
Vertical Profile,
(b) Cross-section at required interval along
the alignment with in ROW, Typical Cross-
Sections with details of pavement structure,
(c) Detailed Drawings of intersections layout
with traffic signs, pavement markings and
speed management measures,
(d) Detailed Working Drawings for
individual Culverts and Cross-Drainage
Structures,
(e) Detailed Working Drawings for
individual Bridges, Tunnels, Subways and
Structures.
(f) Detailed Drawing showing each traffic
sign with its type and location, pavement
markings of edge lines and pedestrian crossings
at required locations.

Page | 136
 (g) Drawing showing location and layout of
bus bays, if required and to be provided.
(h) Detailed drawings showing safety
measures (traffic signs, markings, delineators or
other special treatment) for sharp/ blind curves
if part of alignment
6. Is the alignment on raised ground level for Yes
better drainage and side slopes not steeper than
2:1.
7. Is the take off point at right angle or nearly Yes
right angle with main road and at level ground
8. Has the takeoff intersection been well designed Yes
and provided with Stop Line markings and
signs provided.
9. Does the road end provide space for turning of Not applicable
vehicles especially buses and emergency
vehicles.
10. Has the intersection been provided with speed Not applicable
management measures on the rural road as per
IRC:99-2018.
11. Has the road the provision for well compacted Yes
shoulders for movement of VRUs.
12. Has bus bays been planned and provided as per Not Applicable
guideline of IRC: 80 – 1981 if there exists or
planned bus operations.
13. Have the traffic signs been provided with Class Yes
B, Type IV retro reflective sheeting, at required
locations and configurations as prescribed by
IRC 67 – 2012 and each sign is shown in
alignment plan.
14. Has the road been provided with pavement Yes
markings of edge lines, pedestrian markings at
required locations and stop line with thermo
plastic paints as prescribed in IRC: 35 – 2015
15. Has the road been provided with delineation Yes
where embankment height is more than 1.5 m
and at sharp bends
Page | 137
16. Has the road been provided with delineators of Yes
plastic material with reflectors, at required
locations so that road alignment and width is
clearly visible during night use.
17. Have the crash barriers been provided at Not Applicable
locations where the height of embankment is
more than 3 m, approaches to bridges.
18. Have the crash barriers been provided with safe Not Applicable
end treatment and or embedment in bridge/
culverts railings.
19. Have the hazard marker signs been provided Yes
correctly at each end of all box culverts, river
crossing causeways and similar CD structures
and at any discontinuity in the shoulder.
20. Have guard/ guide posts provided at Not Applicable
submersible bridges and causeways.
21. Have the objects within roadway width Yes
removed or provided with identification/
marking with white paint.
22. Have ramps been provided where field paths Yes
and cattle crossings intersect the road
23. Have sharp/ blind curves been improved and or Yes
provided with the safety treatment.
24. Have the road studs been provided along Yes
pavement markings to enhance night time
visibility.
25. Have the appropriate speed management Yes
measure as per IRC: 99-2018 been provided at
the intersection, approaches to schools (if exist)
and other required locations needing speed
reduction.
26. Do rumble strips provisions include painting Yes
and advance warning signs.
27. Does DPR include safety measures in the Yes
approaches to villages and within village as per
IRC: 99-2018.

Page | 138
28. Does DPR include Work Zone Temporary Yes
Traffic Management Plan and provides for
signs and delineations as prescribed in IRC SP
55 – 2015.

Page | 139
15. Specification

15.1 General

The “Specification for Rural Roads” published by IRC on behalf of the

Ministry of Rural Development, Govt. of India has been followed.
15.2 Construction Equipment
a. Construction by manual means and simple tools has been considered
for the project as per the guideline of NRIDA. For handling of bulk
materials like spreading of aggregates in sub-base & base courses by
mix-in-place method, use of motor grader & tractor-towed rotavator
has been allowed in line with the schedule of rate for PMGSY work.
Compaction of all items shall be done by ordinary smooth wheeled
roller if the thickness of the compacted layer does not exceed 100
mm. It is also considered that, hot mix plant of medium type &
capacity with separate dryer arrangement for aggregate shall be used
for bituminous surfacing work that can be easily shifted. A self-
propelled or towed bitumen pressure sprayer shall be used for
spraying the materials in narrow strips with a pressure hand sprayer.
Now the vibratory rollers are also being used for rapid
progress.
b. For structural works, concrete shall be mixed in a mechanical mixer
fitted with water measuring device.
c. The excavation shall be done manually or mechanically using
suitable medium size excavators.
15.3 Construction Methods
15.3.1 Preparation for Earthwork
After setting out existing ground shall be scarified to a minimum depth of
150 mm and leveled manually and compacted with ordinary roller to
receive the first layer of earthwork. In filling area, existing embankment
will be generally widened on both sides as per the alignment plan.
Continuous horizontal bench, each at least 300 mm wide, shall be cut on the
existing slopes for bonding with the fresh embankment/ sub grade material
as per Cl 301.7.
15.3.2 Embankment work
Material from borrow pits will be used for embankment construction as
well as the approved material deposited at site from roadway cutting and
excavation of drain & foundation may be used. Layer of the earth shall be
laid in not more than 25 cm (loose) thick layers & compacted each layer of
the soil up to 30 cm below the sub grade level if road is designed for up to 2
MSA and it is should be 50cm if road is design for more than 2 MSA as per
Page | 140
 IRC 37.at OMC to meet 97% of Standard Proctor Density.
Material for embankment and sub-grade shall satisfy the requirements of
Table 300-1 and 300-2 as per the MoRD Specification for Rural Roads
(First revision) published by IRC in 2014.
15.3.3 Sub-grade
Material of specified CBR as per design will be used for construction of top
30 cm as sub-grade for road designed up to 2 MSA and 50cm. for roads
designed for more than 2 MSA. Soil in these sections is quite good for road
construction. Top 30 cm up to the sub grade level and shoulder at OMC to
meet 100 % of Standard Proctor Density by proper control of moisture and
by required compaction with a smooth wheeled roller.

15.3.4 Sub-base
Sub base material in the form of stone aggregates and sand as available in
the area to be used in GSB layer.

15.3.5 Base
Stone aggregates will be used in base course. 63 mm to 45 mm size
(Grading 2) aggregate as been proposed for the bottom layer and 53 mm to
22.4 mm (Grading 3) size has been proposed for the top layer. WBM
screening used should have PI less than 6. If WMM layer has to be done
grading should be as per Section 400(Table 400.12) of MORD specification
and fraction passing 425 Micron sieve should have PI less than 6. WMM
should be allowed only with WMM plant and spreading with Paver or
Motor grader. 100% compaction OMC is required.
15.3.6 Shoulder
Earthen/Unscreened gravel shoulder shall be constructed in layers and
compacted to 100% of Proctor’s Density. First layer of shoulder shall be
laid after the sub–base layer is laid. Thereafter earth layer shall be laid with
base layer of pavement and compacted.

15.3.7A Structural Bituminous layer BM/ DBM/ SDBC/ BC etc.

15.3.7 Wearing Course

Slow setting bitumen emulsion will be applied as primer on WBM/WMM
layer. Emulsion shall be sprayed on surface with pressure distributor. Rapid
setting bituminous emulsion shall be used for Tack coat. To ensure proper
quantity of Emulsion for primer and Tack Coat Engineer in-charge will
check the length of spreading for one drum of Emulsion as per carriageway
width.
Page | 141
 Premixed carpet and mixed with equivalent viscosity grade bitumen shall
be laid as surfacing course. 6 mm thick Type B seal coat is considered for
sealing of the premixed carpet.

15.3.8 Structural Works

Following grades of concrete are proposed for Structural works and comply
with MORD and IRC specifications:
• Concrete in superstructure of slab culvert – M25 (RCC)
• Concrete in abutment cap, dirt wall of slab culverts – M25 (RCC)
• Brickwork in abutment, return wall, headwall - M-{Insert grade} (RCC)
• Concrete below abutment, return wall, headwall – M15 (RCC)

{Insert any other new specification adopted like hard shoulders and rigid
pavement.}

Page | 142
16. Environmental Issues

16.1 Impact of the project

Environmental analysis (EA) is a key part of the planning process for a new
road. It presents the opportunity to look at alternative proposals, discuss the
negative and positive impacts of a given project, look at ways to mitigate
negative impacts and plan for funding for those mitigation measures,
incorporate the ideas and thoughts of local citizens impacted by the project,
avoid delays once the project is under construction, and come up with an
optimized, improved plan for the project. The environmental analysis for the
proposed road is thus presented.

Figure 17.1 Impact of the road

Considering the results of environmental analysis, a Carbon Emission

Reduction Plan is to be prepared. This plan consists of decisions made and
steps taken to reduce carbon footprints resulting from the construction and
maintenance activities.

16.2 Calculation of CO2 equivalent savings in GHG emissions

16.3 Calculation of material and energy consumption for the project

Construction as well as for maintenance activities. These calculations would

help in arriving at {It should include detailed calculation for estimated
material and energy usage during the numbers for savings in energy as well as
Page | 143
 materials wherever applicable. These numbers should be presented at the end
of this section. This should contain a sub-section where savings in aggregates
and other natural resources, if any should be recorded and savings achieved in
GHG emission equivalent. The chapter shall contain a separate section on
calculations on savings achieved for aggregates by different means adopted,
which may include design modification or use of locally available/marginal
materials etc.}

{References For Calculations:

Material Consumption

For Construction
Quantity
Material Unit Proposed to
be used
Coarse aggregate Tonnes 2631.344
Fine aggregate Tonnes 75.435
6154.681
Soil Tonnes
RCC Tonnes
Cement Tonnes
Brick Tonnes
Reinforcement Tonnes
Bitumen/cationic bitumen
Tonnes
emulsion
Diesel Litres
Timber Tonnes
Kerosene Litres
For Maintenance
a. Routine Maintenance
Coarse aggregate Tonnes
Fine aggregate Tonnes
Bitumen/cationic bitumen
Tonnes
emulsion
Cement Tonnes
Soil Tonnes
Diesel Litres
Timber Tonnes
Kerosene Litres
b. Periodic Maintenance
Bitumen Litres
Page | 144
 Coarse aggregate Tonnes
Diesel Litres
Conversion Factors for construction materials

Embodied Energy Embodied Carbon

Material Used Coefficient Coefficient
(MJ/kg) (kg CO2/kg)
Coarse aggregate 0.083 0.005
Fine aggregate 0.083 0.005
Soil 0.450 0.024
Cement 5.500 0.950
Brick 3.000 0.240
Reinforcement 20.100 1.460
Bitumen/cationic
51.000 0.550
bitumen emulsion
Diesel 35.800 3.222
Timber 30.800 1.800
Kerosene 36.108 2.898

Energy consumption for transportation of construction materials

Distance Energy Total

Source of from consumption Total Energy
Material procurement the for number consumption
/purchase work transport of trips for
sight per trip transport

Aggregate for WBM

Gr II

Bitumen
Bitumen
Bitumen
Emulsion

Page | 145
Brick

Cement

Crushed stone cum

Aggregate including
Gr III

GSB
RCC Pipe
NP3 (600
mm Dia)

RCC Pipe
NP3
(1000 mm
Dia)
Hume
Pipes RCC Pipe
NP4
(1000 mm
Dia)

RCC Pipe
NP4
(1200 mm
Dia)

Moorum

Sand Coarse
Sand

Fine sand

Steel Reinforcement

Stone Boulders

Stone Chips

Stone Metal Gr I

WMM
Page | 146
Diesel

Timber

Kerosene

16.4 Compliance with the Environmental Codes of Practice

Not followed as the quantum of this work is small and not considered as
major project.

16.5 Alignment

The proposed road has planned to be designed considering the impact on

environment. Proposed road alignment follows existing pathway to the
maximum extent so that huge land acquisition is not necessary for
construction of the project road. Proposed road, when completed, will be an
addition to the aesthetics of this rural area.

16.6 Environmental Sensitive Area (National Park, Wild Life Sanctuary,

Protected /Reserve Forest, Wet land etc.)
The alignment will be finalized avoiding the environmental sensitive area
such as National Park, Wild Life Sanctuary, Protected /Reserve Forest, Wet
land etc. It is also necessary to maintain the minimum distance of 500 m of
the project road from environmental sensitive area.

16.7 Construction Camp

Construction camps will be established away from forest area/water body.

The minimum facilities such as water supply, sanitation, storm water
drainage, solid waste management and first aid box will be provided during
the construction period of the project. Necessary provision for rehabilitation
or restoration after the completion of construction phase will be done.

16.8 Permit / Clearance required prior to commending of civil work

 No objection Certificate- This will be taken by PIU from SPCB.

 Forest Department- If the project road passing thorough forest land and
acquisition of the same is involved and it will be taken by PIU from
Forest Department
 Consent to establish (CFE) and Consent to Operate (CFO) - This is
Page | 147
 required for Plant Hot Mix Plant, WMM Plant, Batching Plant required
for the project and the same will be taken by the Contractor from SPCB.
 Lease from Mines & Geology- This will be taken by the Contractor for
new Stone Quarry required for the project.

16.9 Borrow area

The filling soil will have to be procured from borrow pit. Borrow area will
be so excavated that the lands can reused as agricultural field. The depth of
borrow pit shall not exceed 450 mm (150 mm top soil included). The top
soil shall be stripped and stacked and shall be spread back on the land. As
far as possible the borrow pits shall not be dug close to the road
embankment. The Redevelopment of borrow area will be done before
closure of the same and it will be as per agreement between landowner and
the Contractor.

16.10 Erosion Control

Turfing of the embankment slopes and earthen shoulder to prevent erosion

of slopes of the embankment, rain cuts and erosion of shoulder is being
suggested.

16.11 Drainage

Suitable cross drainage structures have been provided on the basis of

hydrological survey of the area. So, there will be no obstruction to the
natural drainage of the area. Road side drainage is also duly considered in a
manner so that surface water is led to the low points and is drained through
the CD structures.

16.12 Use of Material

Cut back bitumen is not proposed in the project to avoid contamination with
Kerosene. Bitumen emulsion is proposed for primer coat and tack coat.

Page | 148
17. New Technology/Green Technology

In order to promote cost-effective, locally relevant, ‘Green’ and fast construction

technologies in the construction of rural roads, using New materials / Waste
materials / Locally available materials, NRIDA has issued ‘Guidelines on
Technology Initiatives’, in May 2013. The States have been asked to propose at
least 10% of the length of annual proposals using any of the new technologies, for
which specifications of Indian Roads Congress (IRC) are already available and an
additional length of 5% of annual proposals with any of the new technologies for
which specifications of Indian Roads Congress are not available, including
materials accredited by IRC.

The states need to follow the above guidelines while submitting the proposals
under PMGSY. The details of some of the materials/ technologies for which IRC
specifications are available and for which specifications are not available are
given below:

Technologies with IRC Specifications

• Lime stabilization
• Cement stabilization
• Bitumen stabilization
• Use of Fly Ash/Pond Ash
• Lime fly ash stabilized Bases
• Use of fly ash in cement for concrete structures.
• Roller Compacted Concrete Pavements
• Cold Mix Technology
• Waste Plastic Utilization
• Bio Engineering Measures

Technologies with No IRC Specifications

• Locally available /Marginal materials, Brick aggregates etc.

• Blast furnace Slag/ Steel Slag /Zinc Slag
• Jute / Coir Geo-textiles
• Rice husk, Baggage
• IRC Accredited materials like RBI 81, Terrazyme, Powercem, Zycosil,
RoadCem etc.
• Quarry Waste Materials
• Slope Stabilization, Bamboo Piling etc.
• Cell Filled Concrete, Paneled Concrete

Justification for selection of technology

Page | 149
Not Adopted any Technology

Page | 150
Check list for Adoption of New Technology/Green Technology
Remarks

1 Usage of local materials

Whether local and marginal

materials are proposed for usage
in subbase, base layers and in
construction of support structures.
Please elaborate

2. Soil and pavement

stabilization

2.1 What are the soil stabilization

measures proposed for poor sub
grade and side slopes and in poor
drainage areas

2.2 In case of non-availability of

good GSB / base course material
what is the alternate option
proposed

2.3 Have subbase and/or base

course stabilization measures
proposed

3. Pavement surfacing

3.1Whether cold emulsion is being

proposed in the surface paving

3.2 Is Warm Mix Asphalt (WMA)

proposed in the pavement

4. New Materials & Green

Technology

4.1 Please list out all the new

materials and green technology
being proposed in the DPR

Page | 151
4.2 What provision has been kept
for carbon sink for offsetting
carbon emissions

5. Carbon Emission Reduction

Plan

5.1 Has Carbon Emission

Reduction Plan been attached?

5.2 Does this Plan cover the three

R’s, namely, Reduce, Recycle and
Reinvent

Page | 152
 18. Climate Resiliency

Climate resilient infrastructure endures the impacts of climate related events.

Changes in the climate involve changes in temperature, precipitation, melting
of glaciers, storm activity, river flow, wind speeds and much more. Road
infrastructure being totally exposed to the vagaries of nature is highly
vulnerable to the impacts of climate change, the adverse effects of which apart
from the physical damage to the road network can affect a country’s economy.

Climate change impacts the road infrastructure in various ways: high

precipitation and flooding increases the risk of rendering the drainage system
inadequate resulting in damage to the road drainage structures, scouring of
bridge foundations, breaching of road embankments, submergence of road
sections, landslides, rock falls and erosion resulting in disruption of traffic,
road closure for indefinite period and weakening of pavement; and exposure
of areas along the river basins to flooding causing frequent closure of the
roads. Floods may lead rivers to change their course, thus rendering
previously safe roads at risk of being flooded.

In the view of above, to ensure increased resilience and environmental

sustainability of the rural road various climate resilient measures are proposed
for this roads project. List of all such measures is as follow:

Annexure - I

Check List of DPR incorporating Climate Resilience

1. Availability in the DPR of following documents /studies undertaken

Yes/No Remarks

1.1 Topographical,
geological and Y
geomorphologic maps

1.2 Geotechnical studies NO

1.3 Hydrological studies Y

1.4 Hazard data base and

inventory, susceptibility and No
hazard zoning maps, as
Page | 153
available

1.5 Any information

available pertaining to the Y
site

2. Road Geometrics
Remarks
2.1 Gradients The present road is in plain terrain and within
ruling gradient, minimum gradient of 0.3% for
drainage purpose is considered for designing the
vertical alignment of this road.
2.2 Curves, hair pin bends, nil
etc
2.3 Hair pin bends – No hair pin bends
gradient, radius and location
– whether staggered and
availability of adequate
width along with stable and
gentle hill slope
2.4 Road Alignment – Proposed road alignment follows existing
alternate alignments pathway to the maximum extent so that huge land
considered and whether the acquisition is not necessary for construction of
selected alignment is sun the project road. And alignment is not sun facing,
facing, avoids steep hill no steep hill cutting and not located near
cutting, located sufficiently riverbank.
away from riverbank and
adequately raised to avoid
inundation by river flood
2.5 Whether the proposed No steep channels
alignment crosses steep
Page | 154
channels subjected to debris
flow

3. Terrain
Remarks

3.1 plain, rolling, mountainous or steep Plain

3.2 topographical constraints such as

No topographical constraints
cliffs, ravines and gorges

3.3 dip of the rock, joints and fractures No dip of the rock, joints and fractures

4. Slope
Remarks

4.1 profile as identified from the

natural and artificial slopes such as NO
mule tracks and footpaths, terracing
for agriculture/horticulture
Side slope for this rural road,
4.2 slope stability and location of
embankment height is less than 3.0m
earlier landslides
Slopes 2:1 proposed

4.3 whether the slopes are wet No

4.4 possibility of avalanches and snow

No Possibility
drifts

5. Soil Characteristics
Soil- type, depths and tendency to erode of the strata, geology of the area

The total Road area is covered by BC soils. According, to an assessment made

on the basis of soil reports, 97% of the soils of the are BC soils, and balance 3%
are sandy.

6. Drainage characteristics (whether existing protection works adequate

or need enhancement)
Remarks
Page | 155
 Ground water level well below the
6.1 Surface Subgrade level hence there is no
problem with drainage
6.1.1 Side drains- type, size and whether Natural side drains no lining
lined required

6.2 Sub-surface Drainage is adequate

6.2.1 Catch water/intercepting drains –
whether required and provided with Not required
justifications

6.3 susceptibility to flooding and if so,

flood levels and river training provision No possibility
incorporated

7. Land use of water shed/catchment area

Remarks

Field channel adjoining or across the

7.1 River/stream characteristics
Road

7.1.1 whether meandering or

N/A
straight

7.1.2 banks erodible or non-

N/A
erodible
7.1.3 riverbed soil classification N/A

7.1.4 discharge and velocity of

N/A
the flow
7.1.5 recorded maximum flood
discharge and HFL at proposed N/A
site

7.2 Catchment Area

characteristics

7.2.1 slope of the catchment area 1%

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7.2.2 Vegetation cover – extent
Field channel fed area
and type

7.3 Land use within the

catchment area ( at present Wet land cultivation.
and expected in future)
8. Climatic Conditions
8.1 Temperature 20 degrees to 45 degrees

8.2 Rainfall 800 to 1000

8.3 Snowfall NO

8.4 Fog conditions NO

8.5 Exposure to Sun Moderate

8.6 Unusual weather conditions

No Unusual weather conditions
such as cloudburst/ flash floods

9. Design and Construction

Remarks

9.1 Whether huge vertical cuts No huge vertical cuts

avoided, benching adopted and
quantity of earthwork accordingly
taken in BOQ

9.2 Whether the quantity of No

earthwork in excavation has been
considered by keeping the cut
face of the hill slope as per the
soil classification shown in the
cross-sections

9.3 Has the choice of No

manual/mechanized cutting
factored in the terrain condition
(briefly comment)

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9.4 Whether the item taken for No
excavation in rock specifies,
‘blasting prohibited’, and rate for
the item accordingly taken in
BOQ

9.5 Whether provision kept in the No

BOQ for use of useful excavated
material in the project itself

9.6 What efforts made to balance Yes

cut and fill methodology

9.7 Location of dumping sites and NA

proposed development of these
sites as playground/park /parking
area, etc. (Payment for the
quantity of excavated material
actually dumped at site to be
made based upon initial and final
levels of the dumping site)

9.8 Whether the size and type of N/A

support structures provided are
adequate and are justified with
proper documentation, site
conditions, etc.

9.10 Have the intensity, duration No Rainstorms/cloudbursts occurring,

and frequency of Only Moderate rainy season from July
rainstorms/cloudbursts occurring to September
as a result of climate change
considered in the design of robust
slope stabilization measures and
assessing provisions related to
drainage

9.11 Has the capacity of cross N/A

drainages fixed based upon the
size of the catchment area, its
characteristics and the rainfall

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pattern and due allowance made
for possible blockages

9.12 Have the CDs been proposed Yes

at natural drainage crossings and
not allowed water to continue
beyond them thereby overloading
the side drains, etc.

9.13 What efforts have been made N/A

to provide precast culverts/side
drains and of standardized
sections

9.14 In case a culvert location has No such locations

likely diversion potential due to
huge debris flow what provisions
have been kept to accommodate
overtopping without washing out
the structure or diverting flow
down the road
9.15 Is there a possibility of some No
of the nallahs/gullies widening
and deepening as a result of
higher intensity and frequency of
rainfall? If so, what provisions
have been kept to mitigate this
problem
9.16 Have provisions been made N/A
for scour checks inside drains if
the slope exceeds 4%
9.17 In case of soft hill profile has N/A
the height of vertical face of side
drain increased to function as a
toe wall
9.18 Have the hair pin bends been N/A
provided with CDs both on the
lower and upper arms along with
provision of escape drain on the
upper arm

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9.19 Is there provision for bio N/A
engineering measures with or
without civil engineering
measures at locations expecting
shallow seated slope failure

9.20 Is provision kept for N/A

covering (stabilizing) cut and fill
slopes with vegetation, to
minimize surface instability
problems as well as minimize
surface erosion

9.21 How is the pavement N/A

proposed to be made durable in
reaches passing through saturated
soils/ black cotton soils or such
poor soils, areas subjected to
flooding, etc.

10.Likely foundation strata for major structures

No major Structures Provided

11.Detailed Field Investigations carried out

Remarks

11.1 Geotechnical, subsurface and Geotechnical, subsurface and drainage

drainage investigations investigations has carried

11.2 Diagnostic assessment of the

N/A
landslides and their likely significance

11.3 For flood risk assessment the

source of flood water, the route it N/A
follows and the assets likely to be

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affected

12.Any other information

This Road passing in Plain terrain, No Rivers located near to Road and no steep
cutting and No hair Pin bends occur on this road

19. Analysis of Rates

19.1 General

Rates for various item of works of the project have been derived from the
“Schedule of Rates {2019-20}for Road works, Culvert works & Carriage
etc. {Insert name of RRDA} and “Addendum & Corrigendum to Schedule
of Rates” effective from{Insert date}. However in general the basic rates of
material have been taken from {Insert document from which the rates were
taken}. The rates of different items have been worked out inclusive of all
labour charges, hire charges of Tools & Plants, Machineries and all other
cost estimates for the item of work, overhead and contractor’s profit @
12.5% and 1% cess on these. In respect of Long Span Bridges, the overhead
and contractor’s profit should be at the rate of 20%. Further, the GST
should not be included in the individual items and it should be included @
12% of total project cost separately in the abstract estimate.

19.2 Basic Rate of Material

The basic rates for stone materials & riverbed materials have been taken
from {SoR of AP 2019-20}.

For bituminous materials, basic rate at (location) for equivalent viscosity

grade bitumen and for emulsion the basic rate of (location) has been
considered as suggested in from {IOCL}.

Basic rate of other materials like coarse & fine sand, cement are as per the
latest from {SoR of AP 2019-20}.

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 Basic rate of steel materials at sub-divisional office has been considered in
analysis after adding cost of carriage, loading & unloading.

19.3 Lead for Materials

For stone aggregates and sand, lead from source to work site is calculated
from the district map and block level map of DRRP and finalizing the same
in discussion with PIU. The supply of different materials to worksite is by
road. Lead for bituminous & steel materials are similarly obtained using
SOR. The PIU should certify that the leads of materials used in the DPR are
shortest and economical.

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20. Cost Estimate
20.1 General
Cost Estimate of project is to be arrived on the following basis
• Selection of Items of work
• Estimation of item wise quantities
• Analysis of Rates
• Maintenance Cost per KM, per Year to be paid as per predeclared rate
on PBMC to contractor as per carriageway width for Flexible Pavement and
Rigid Pavement separately.

20.2 Estimation of Quantities

All the relevant road and structure work Items will be identified as per
survey, design and drawings. Major item of works considered are given
below:
• Site clearance, dismantling and earthwork
• Pavement works (GSB, WBM, WMM, Bituminous layers)
• Cross drainage structure works
• Drainage and protective works
• Utility relocation
• Road safety and furniture
• Maintenance works

Quantity of earthwork is to be derived from the proposed cross section

drawings. Volume of cut and fill is to be obtained directly using the design
package software. Quantity derived from software is to be manually
verified. The details are to be provided chainage wise in Tabular form for
total cut and fill volume. The soil obtained from roadway excavation shall
be used for construction of embankment and shall be paid as per item no.4.
All other quantities will be computed from the drawings of finished road,
miscellaneous drawings & drawings of CD Structures.
20.3 Abstract of Cost
Unit rates to be derived by using the “Schedule of Rates for Road Works,
Culvert works and Carriage etc. {AP}”. The abstract of Cost estimate is
given in the Table below.
{Insert the details of cost in Format F6 & Format F7}.
20.4 Maintenance
Cost of Annual Maintenance for five years after completion of project, cost
of 6th year renewal coat and cost of further five years annual maintenance
after the completion of 6th year renewal coat are to be estimated as per the
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PMGSY-III Guidelines. Different activities of ordinary repairs are to be
done as and when required.
{Insert total Cost of 5year Routine Maintenance Works, 6th year renewal
coat and further 5 years annual maintenance cost after completion of 6th
year renewal coat in Format F6}.

Page | 164
21. Construction Program
21.1 General
Assuming that the Construction of the Batch{Insert Batch NoII.}, road will
start from {Insert possible construction date}.This is a high/low/medium
rainfall area and rainy season extends from _____ to _____. However, the
construction program is based for a total working period of 12 months,
considering the program set out by MoRD. It is anticipated that some activity
like collection of materials, CD works etc. will continue in monsoon period
also.
21.2 Realistic duration

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