CONTENTS - Amazon AWS

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PWD - MAHARASHTRA

Consultancy Services for preparation of Detailed Project Report for Widening/ Strengthening / Raising including design of bridges / CD

works of Vita Peth Malkapur Anuskura Satavali Pavas SH-150 (Section District Border to Anuskura District Border)

A. Km 0/00 to Km 83/700 Dist.-Sangli (Length -76.8 Km) & B. Km 83/700 to Km 133/400 Dist.-Kolhapur (Length -49.7 km)

CONTENTS

CHAPTER 0 ......................................................................................................................................... 13

EXECUTIVE SUMMARY ............................................................................................................................ 13

A. PROJECT APPRECIATION ........................................................................................................................ 13

B. PROJECT ROAD FEATURES ..................................................................................................................... 14

C. TRAFFIC SURVEY AND CARRIAGEWAY PROPOSAL ................................................................................ 14

D. SOIL & GEOTECHNICAL INVESTIGATION ............................................................................................... 16

E. PAVEMENT INVESTIGATIONS & ROAD INVENTORY ............................................................................... 17

F. MATERIALS INVESTIGATION .................................................................................................................. 17

F. DESIGN STANDARDS .............................................................................................................................. 18

G. DESIGN PROVISIONS .............................................................................................................................. 20

H. LAND ACQUISITION ............................................................................................................................... 22

I. UTILITIES ............................................................................................................................................... 22

J. BOQ & ESTIMATES ............................................................................................................................... 22

K. EIRR & FIRR ........................................................................................................................................ 23

L. CONCLUSION & RECOMMENDATIONS ........................................................................................ 23

CHAPTER 1 ......................................................................................................................................... 24

INTRODUCTION .......................................................................................................................................... 24

1.1 BACKGROUND ....................................................................................................................................... 24

1.2 MAHARASHTRA AT A GLANCE ............................................................................................................... 24

1.3 PROJECT DISTRICTS: .............................................................................................................................. 28

1.4 OBJECTIVE OF THE STUDY ..................................................................................................................... 35

1.5 SCOPE OF SERVICES ............................................................................................................................... 35

1.6 PROJECT AREA APPRECIATION .............................................................................................................. 38

1.6.1 PHYSIOGRAPHICAL FEATURES .......................................................................................................... 38

1.7 RAINFALL & CLIMATE ........................................................................................................................... 39

1.8 TERRAIN ................................................................................................................................................ 39

CHAPTER 2 ......................................................................................................................................... 40

PROJECT ROAD APPRECIATION.............................................................................................................. 40

2.1 GENERAL ............................................................................................................................................... 40

2.2 PART-A: PROJECT ROAD FROM VITA TO KOKRUD UP TO WARNA RIVER (KM 0.8 TO KM 83.4) ............ 41

2.2.1 ROAD CONFIGURATION..................................................................................................................... 41

2.2.2 TRAFFIC CONDITION ......................................................................................................................... 44

2.2.3 PAVEMENT CONDITION ..................................................................................................................... 44

2.2.4 GEOMETRICS ..................................................................................................................................... 46

2.2.5 SOIL STRATA .................................................................................................................................... 49

2.2.6 BUILT UP AREAS ............................................................................................................................... 50

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2.2.7 DRAINAGE AND STRUCTURE ............................................................................................................. 51

2.2.8 JUNCTIONS ........................................................................................................................................ 61

2.3 PART-B: PROJECT ROAD FROM KOKRUD WARNA RIVER TO ANUSKURA (KM 83.70 TO KM 133.4) ...... 63

2.3.1 ROAD CONFIGURATION..................................................................................................................... 64

2.3.2 TRAFFIC CONDITION ......................................................................................................................... 64

2.3.3 PAVEMENT CONDITION ..................................................................................................................... 65

2.3.4 GEOMETRICS ..................................................................................................................................... 66

2.3.5 SOIL STRATA .................................................................................................................................... 67

2.3.6 BUILT UP AREAS ............................................................................................................................... 67

2.3.7 DRAINAGE AND STRUCTURE ............................................................................................................. 67

2.3.8 JUNCTIONS ........................................................................................................................................ 80

CHAPTER 3 ......................................................................................................................................... 81

TRAFFIC SURVEYS AND ANALYSIS ....................................................................................................... 81

3.1 GENERAL ............................................................................................................................................... 81

3.2 HOMOGENEOUS SECTION....................................................................................................................... 83

3.3 TRAFFIC SURVEYS ................................................................................................................................. 84

3.3.1 TYPE OF TRAFFIC SURVEYS .............................................................................................................. 84

3.3.2 TRAFFIC SURVEYS: SELECTION OF LOCATIONS ................................................................................ 85

3.3.3 LOCATION OF CLASSIFIED DIRECTIONAL MIDBLOCK COUNT ........................................................... 85

3.3.4 LOCATION OF TRAFFIC ORIGIN – DESTINATION SURVEY .................................................................. 85

3.3.5 LOCATION OF TURNING MOVEMENT SURVEY ................................................................................... 85

3.3.6 TRAFFIC SURVEYS LOCATIONS ......................................................................................................... 85

3.4 SURVEY METHODOLOGY ............................................................................................................... 88

3.4.1 CLASSIFIED TRAFFIC VOLUME COUNTS, OD, AXLE & TMC ............................................................ 88

3.5 SURVEY SCHEDULE ............................................................................................................................... 90

3.6 DATA ANALYSIS – CLASSIFIED TRAFFIC VOLUME COUNT ................................................... 91

3.6.1 DAILY VARIATION OF TRAFFIC ......................................................................................................... 91

3.6.2 HOURLY DISTRIBUTION OF TRAFFIC ................................................................................................. 92

3.6.3 TRAFFIC COMPOSITION ..................................................................................................................... 98

3.6.4 DIRECTIONAL DISTRIBUTION OF TRAFFIC ....................................................................................... 101

3.6.5 AVERAGE DAILY TRAFFIC .............................................................................................................. 103

3.6.6 TURNING MOVEMENT ..................................................................................................................... 104

3.6.7 ORIGIN DESTINATION SURVEY ....................................................................................................... 108

3.6.7.1 DATA VALIDATION .................................................................................................................... 108

3.6.7.2 ZONING SYSTEM ........................................................................................................................ 108

3.6.7.3 DEVELOPMENT OF O-D MATRICES ............................................................................................ 111

3.6.7.4 COMMODITY TYPE OF COMMERCIAL VEHICLES .......................................................................... 112

3.6.7.5 TRIP FREQUENCY AND PURPOSE OF TRIP .................................................................................... 112

3.6.7.6 DETERMINATION OF LOCAL TRAFFIC .......................................................................................... 113

3.6.7.7 CONCLUSIONS OF O-D STUDY .................................................................................................... 116

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3.6.8 SEASONAL VARIATION OF TRAFFIC ................................................................................................ 116

3.6.9 ANNUAL AVERAGE DAILY TRAFFIC (AADT) ................................................................................. 117

3.7 GROWTH OF TRAFFIC ON PROJECT STRETCH ....................................................................................... 122

3.7.1 TREND ANALYSIS ........................................................................................................................... 122

3.7.2 ESTIMATION OF TRAFFIC DEMAND ELASTICITY.............................................................................. 123

3.7.3 OTHER FACTORS INFLUENCING GROWTH ....................................................................................... 127

3.7.4 DEVELOPMENT AROUND THE PROJECT ........................................................................................... 127

3.7.5 RECOMMENDED GROWTH RATE FOR TRAFFIC ................................................................................ 128

3.8 THE TRAFFIC PROJECTION ................................................................................................................... 129

3.9 CAPACITY ANALYSIS ........................................................................................................................... 134

CHAPTER 4 ....................................................................................................................................... 139

GEOTECHNICAL INVESTIGATION ........................................................................................................ 139

4.1 GENERAL ............................................................................................................................................. 139

4.2 SUBGRADE INVESTIGATION ................................................................................................................. 139

4.3 FIELD CBR INVESTIGATION FOR EXISTING SUBGRADE ....................................................................... 142

4.4 EXISTING PAVEMENT COMPOSITION .................................................................................................... 143

4.5 GEOTECHNICAL INVESTIGATION .......................................................................................................... 144

4.6 AXLE LOAD SURVEY ........................................................................................................................... 146

4.7 BENKELMAN BEAM TEST .................................................................................................................... 148

CHAPTER 5 ....................................................................................................................................... 149

PAVEMENT INVESTIGATION ................................................................................................................. 149

5.1 PAVEMENT CONDITION SURVEY .......................................................................................................... 149

CHAPTER 6 ....................................................................................................................................... 160

INVENTORY SURVEY .............................................................................................................................. 160

6.1 ROAD INVENTORY APPROACH & METHODOLOGY ............................................................................... 160

6.2 MAJOR OBSERVATIONS ........................................................................................................................ 161

6.2.1 ROAD & PAVEMENT ........................................................................................................................ 161

6.2.2 LAND USE ....................................................................................................................................... 162

6.2.3 JUNCTIONS ...................................................................................................................................... 163

6.2.4 BYPASSES ....................................................................................................................................... 166

6.2.5 ROAD GEOMETRY ........................................................................................................................... 166

6.2.6 RIGHT OF WAY ............................................................................................................................... 167

6.2.7 STRUCTURES ................................................................................................................................... 171

6.2.7.1 MAJOR BRIDGES ........................................................................................................................ 172

6.2.7.2 MINOR BRIDGES......................................................................................................................... 172

6.2.7.3 PIPE CULVERTS: ......................................................................................................................... 174

6.2.7.4 SLAB/ BOX CULVERTS: .............................................................................................................. 190

CHAPTER 7 ....................................................................................................................................... 192

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MATERIAL INVESTIGATION .................................................................................................................. 192

7.1 GENERAL ............................................................................................................................................. 192

7.2 STONE AGGREGATE ............................................................................................................................. 192

7.3 SOIL BORROW AREA DETAILS ............................................................................................................. 193

7.4 CEMENT & STEEL ................................................................................................................................ 195

7.5 BITUMEN ............................................................................................................................................. 195

7.6 HUME PIPE ........................................................................................................................................... 195

CHAPTER 8 ....................................................................................................................................... 196

DESIGN STANDARD ................................................................................................................................. 196

8.1 GENERAL ............................................................................................................................................. 196

8.2 TYPICAL CROSS SECTION .................................................................................................................... 196

8.3 STANDARD LANE WIDTH ..................................................................................................................... 200

8.4 DESIGN SPEED ..................................................................................................................................... 200

8.5 SHOULDERS ......................................................................................................................................... 201

8.6 EXTRA WIDENING ............................................................................................................................... 201

8.7 CAMBER/CROSS FALL ......................................................................................................................... 202

8.8 HORIZONTAL ALIGNMENT ................................................................................................................... 202

8.8.1 RADII OF HORIZONTAL CURVES ...................................................................................................... 203

8.8.2 TRANSITION CURVES ...................................................................................................................... 203

8.9 SIGHT DISTANCE ................................................................................................................................. 204

8.10 VERTICAL ALIGNMENT ................................................................................................................... 205

8.11 PAVEMENT DESIGN ......................................................................................................................... 206

8.11.1 GENERAL ................................................................................................................................... 206

8.11.2 DESIGN LIFE............................................................................................................................... 207

8.11.3 METHOD OF DESIGN OF FLEXIBLE PAVEMENT ........................................................................... 207

8.11.4 METHOD OF DESIGN RIGID PAVEMENT ...................................................................................... 207

8.11.5 DESIGN TRAFFIC ........................................................................................................................ 207

8.11.6 SUB-GRADE ................................................................................................................................ 208

8.12 PAVEMENT COMPONENTS AND MATERIALS .................................................................................... 208

8.12.1 SUB-BASE ................................................................................................................................... 208

8.12.2 BASE COURSE ............................................................................................................................ 209

8.12.3 BITUMINOUS SURFACING ........................................................................................................... 209

8.12.4 GRANULAR SHOULDERS ............................................................................................................. 209

8.13 ROADSIDE DRAINAGE...................................................................................................................... 210

8.13.1 GENERAL ................................................................................................................................... 210

8.13.2 SURFACE DRAINAGE .................................................................................................................. 210

8.14 AMENITIES ...................................................................................................................................... 211

8.14.1 GENERAL ................................................................................................................................... 211

8.15 SAFETY MEASURES ......................................................................................................................... 211

8.16 DESIGN OF STRUCTURES ................................................................................................................. 212

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CHAPTER 9 ....................................................................................................................................... 214

DESIGN SUMMARY .................................................................................................................................. 214

9.1 GENERAL ............................................................................................................................................. 214

9.2 TYPICAL CROSS- SECTIONS ................................................................................................................. 214

9.3 PAVEMENT........................................................................................................................................... 227

9.3.1 FLEXIBLE PAVEMENT...................................................................................................................... 227

9.3.2 OVERLAY DESIGN ........................................................................................................................... 229

9.3.3 RIGID PAVEMENT ............................................................................................................................ 229

9.4 GEOMETRIC DESIGN ............................................................................................................................ 230

9.5 JUNCTIONS ........................................................................................................................................... 231

9.6 BUS BAYS ............................................................................................................................................ 233

9.7 ROAD MARKING SIGNAGE AND SAFETY MEASURES............................................................................ 236

9.8 STRUCTURES........................................................................................................................................ 236

CHAPTER 10 ..................................................................................................................................... 260

RIGHT OF WAY & UTILITY SHIFTING .................................................................................................. 260

10.1 RIGHT OF WAY ............................................................................................................................... 260

10.2 LAND ACQUISITION ........................................................................................................................ 264

10.3 UTILITY .......................................................................................................................................... 264

10.4 TREES ............................................................................................................................................. 265

10.5 ELECTRIC POLES, LIGHT POLES & TRANSFORMER .......................................................................... 266

CHAPTER 11 ..................................................................................................................................... 271

ENVIRONMENT IMPACT ASSESSMENT ............................................................................................... 271

11.1 GENERAL ........................................................................................................................................ 271

CHAPTER 12 ..................................................................................................................................... 272

SOCIAL IMPACT ASSESSMENT ............................................................................................................. 272

12.1 GENERAL ........................................................................................................................................ 272

CHAPTER 13 ..................................................................................................................................... 273

RATE ANALYSIS & COST ESTIMATE .................................................................................................... 273

13.1 APPROACH ...................................................................................................................................... 273

13.2 MATERIALS FOR CONSTRUCTION .................................................................................................... 273

13.3 COST ESTIMATION & ANALYSIS ..................................................................................................... 273

CHAPTER 14 ..................................................................................................................................... 278

CONCLUSION AND RECOMMENDATIONS .......................................................................................... 278

14.1 CONCLUSION & RECOMMENDATIONS ............................................................................................. 278

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LIST OF TABLES

Table 0-1 : Annual Average Daily Traffic (AADT) Current ___________________________________ 14

Table 0-2 : Traffic Projection ________________________________________________________ 15

Table 0-3: Adopted Growth Rate for Traffic ______________________________________________ 16

Table 0-4: Typical Cross Section for Project Road _________________________________________ 18

Table 0-5: EIRR of (PN45 & PN46) ____________________________________________________ 23

Table 0-6: FIRR of (PN45 & PN46) ____________________________________________________ 23

Table 2-1 : Soil Strata in Project Stretch from Vita to Kokrud _________________________________ 50

Table 2-2 : Built up areas in Project Stretch from Vita to Kokrud _______________________________ 51

Table 3-1 : Homogeneous Sections of Project Road ________________________________________ 83

Table 3-2 : Traffic Survey Locations ___________________________________________________ 86

Table 3-3 : Vehicle classification system ________________________________________________ 90

Table 3-4 : Traffic Survey Schedule ____________________________________________________ 91

Table 3-5 : Hourly Variation of Traffic @ Km 18 __________________________________________ 93



Table 3-8 : Hourly Variation of Traffic @ Km 117 _________________________________________ 96

Table 3-9 : Average Daily Traffic (Nos) @ km 18 _________________________________________ 103

Table 3-10 : Average Daily Traffic (Nos)@ km 38 ________________________________________ 103

Table 3-11 : Average Daily Traffic (Nos) @ km 61 ________________________________________ 104

Table 3-12 : Average Daily Traffic (Nos) @ km 117 _______________________________________ 104

Table 3-13 : Zoning System considered for the study _______________________________________ 109

Table 3-14 : State wise distribution of traffic ____________________________________________ 111

Table 3-15 : Commodity wise distribution of commercial vehicle ______________________________ 112

Table 3-16 : Trip Frequency ________________________________________________________ 113

Table 3-17: Purpose of Trip ________________________________________________________ 113

Table 3-18 : Proportion of Local Traffic at Chainage 18.00 KM ______________________________ 114



Table 3-21 : Proportion of Local Traffic at Chainage 91.0 KM _______________________________ 115


Table 3-23 : Overall Proportion of Local Traffic__________________________________________ 116

Table 3-24 : Seasonal Correction Factor _______________________________________________ 117

Table 3-25 : Annual Average Daily Traffic (AADT) @ km 18 _________________________________ 117



Table 3-28 : Annual Average Daily Traffic (AADT) @ km 117 ________________________________ 119

Table 3-29 : PCU Equivalents _______________________________________________________ 119

Table 3-30 : Annual Average Daily (AADT) Traffic (in PCU) @ km 18 _________________________ 120



Table 3-33 : Annual Average Daily (AADT) Traffic (in PCU) @ km 117 Manjre ___________________ 121

Table 3-34 : Growth per Capita Income (PCI) Vs Car in Maharashtra __________________________ 124

Table 3-35 : Growth Population Vs Bus in Maharashtra ____________________________________ 125

Table 3-36 : Growth NSDP Vs Trucks in Maharashtra _____________________________________ 126

Table 3-37 : Summary Regression Analysis _____________________________________________ 127

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Table 3-38 : Adopted Growth Rate for Traffic ____________________________________________ 129

Table 3-39 : Traffic Projection at km 18 ________________________________________________ 129



Table 3-42 : Traffic Projection at km 117 _______________________________________________ 133

Table 3-43 : Design Service Volume for Plain Terrain______________________________________ 135

Table 3-44 : Design Service Volume for Rolling Terrain ____________________________________ 135

Table 3-45 : Design Service Volume for Mountainous Terrain ________________________________ 135

Table 4-1 : Field CBR _____________________________________________________________ 140

Table 4-2 : Field CBR _____________________________________________________________ 143

Table 4-3 : Summary Geo-Tech Investigation ____________________________________________ 145

Table 4-4 : Axle Load Survey Counts __________________________________________________ 147

Table 4-5 : VDF Factors ___________________________________________________________ 147

Table 4-6 : Benkelman Beam Deflection Values __________________________________________ 148

Table 6-1: Typical Carriageway width of the Existing Road __________________________________ 161

Table 6-2: Land use along the Corridor ________________________________________________ 162

Table 6-3: List of Major Intersections _________________________________________________ 164

Table 6-4: List of Minor Intersections _________________________________________________ 164

Table 6-5: List of Bypass ___________________________________________________________ 166

Table 6-6: ROW Details ___________________________________________________________ 168

Table 6-7: List of Major Bridges _____________________________________________________ 172

Table 6-8: List of Minor Bridges _____________________________________________________ 172

Table 7-1: Stone Crusher along Project Road ____________________________________________ 192

Table 7-2: Stone Quarry Test result ___________________________________________________ 193

Table 7-3 : Potential Borrow Areas for Soil _____________________________________________ 194

Table 7-4: Engineering properties of Borrow Area Soil _____________________________________ 194

Table 8-1: Typical Cross Section Details _______________________________________________ 198

Table 8-2: Design Speed ___________________________________________________________ 201

Table 8-3: Extra Width of Pavement and Roadway ________________________________________ 201

Table 8-4: Cross Fall (Camber) ______________________________________________________ 202

Table 8-5: Minimum Radii of Horizontal Curves __________________________________________ 203

Table 8-6: Sight Distances for Various Speed ____________________________________________ 204

Table 8-7: Recommendation Gradients ________________________________________________ 206

Table 9-1: Typical Cross section for Project Road ________________________________________ 214

Table 9-2: Cross section applicability Package PN45 (Vita to Warna Bridge) _____________________ 216

Table 9-3: Cross section applicability Package PN46 (Warna Bridge to Anuskura) _________________ 222

Table 9-4: List of junctions to be improved (Package-PN45) _________________________________ 231

Table 9-5: List of junctions to be improved (Package-PN46) _________________________________ 233

Table 9-6: Road Side Amenities (Bus bays) - Package PN45 _________________________________ 234

Table 9-7: Road Side Amenities (Bus bays) - Package PN46 _________________________________ 235

Table 9-8: List of Minor Bridge ______________________________________________________ 237

Table 9-9: List of Slab / Box Culverts __________________________________________________ 238

Table 9-10: List of Pipe Culverts _____________________________________________________ 240

Table 9-11: Additional New Culverts __________________________________________________ 258

Table 10-1: ROW Details __________________________________________________________ 260

Table 10-2: Trees of Package PN45-Girth Wise __________________________________________ 266

Table 10-3: Trees of Package PN46-Girth wise __________________________________________ 266

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Table 10-4: Km wise Electric Poles, Light poles, Transformer ________________________________ 267

Table 10-5: Km wise Electric Poles, Light poles, Transformer ________________________________ 268

Table 13-1: Recapitulation sheet Package PN45 __________________________________________ 274

Table 13-1: Recapitulation sheet Package PN46 __________________________________________ 274

LIST OF FIGURES

Figure 1-1 Location of Maharashtra State _______________________________________________ 25

Figure 1-2 Division of State of Maharashtra ______________________________________________ 26

Figure 2-1 Carriageway width of near Vita ______________________________________________ 42

Figure 2-2 Fair road condition between Balwadi and Kundal _________________________________ 42

Figure 2-3 Fair road condition near Km 32 after crossing Krishna River _________________________ 43

Figure 2-4 Road width inside Islampur _________________________________________________ 43

Figure 2-5 Road Carriageway in Shirala Bypass __________________________________________ 44

Figure 2-6 Strengthening of road pavement with surface dressing in km 13 ________________________ 45

Figure 2-7 Stressed Pavement near Shirala Bypass _________________________________________ 45

Figure 2-8 Straight alignment at KM 1.5 ________________________________________________ 46

Figure 2-9 Straight alignment at KM 40 _________________________________________________ 47

Figure 2-10 Poor Horizontal Geometry at km 35 __________________________________________ 47

Figure 2-11 Poor Horizontal Geometry at km 71 before Kokrud _______________________________ 48

Figure 2-12 Very Poor Vertical Geometry at Km 6.5 ________________________________________ 48

Figure 2-13 Bridge on Yerala river near Balavadi at Km 15.1 _________________________________ 52

Figure 2-14 Bridge on Krishna River near Takari at Km 31.500 _______________________________ 52

Figure 2-15 Minor Bridge at Km 12.300 ________________________________________________ 53

Figure 2-16 Masonry Culvert at Km 37.100 ______________________________________________ 53

Figure 2-17 Carriageway width of road at km 85 near Turukwadi ______________________________ 64

Figure 2-18 Road width and condition after Malkapur ______________________________________ 64

Figure 2-19 Sound pavement Condition at km 90 before Malkapur ______________________________ 65

Figure 2-20 Stressed Pavement near Manjre _____________________________________________ 66

Figure 2-21 Curve at Km 87 _________________________________________________________ 66

Figure 2-22 Sharp curve near Manjre __________________________________________________ 66

Figure 2-23 Poor Vertical Geometry at km 119____________________________________________ 67

Figure 2-24 Bridge on Kadavi river near Malkapur at Km 96.500 ______________________________ 68

Figure 2-25 Bridge on Kasari river near Anuskura at Km 124.100 ______________________________ 69

Figure 3-1 Location of Project Road in Regional Transportation Network ________________________ 81

Figure 3-2 Homogeneous Sections _____________________________________________________ 84

Figure 3-3 Traffic Survey Locations ____________________________________________________ 87

Figure 3-4 TMC at various locations ___________________________________________________ 88

Figure 3-5 OD Survey at various locations _______________________________________________ 88

Figure 3-6 Axle Load Survey in progress at various locations _________________________________ 89

Figure 3-7 CVC Survey by ATCC machine _______________________________________________ 89

Figure 3-8 BBD Survey at various locations ______________________________________________ 89

Figure 3-9 Roughness Survey by Bump integrator __________________________________________ 90

Figure 3-10 Daily Variation of Traffic at km 18 ___________________________________________ 91



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Figure 3-13 Daily Variation of Traffic at km 117 __________________________________________ 92

Figure 3-14 Hourly Variation at Km 18 _________________________________________________ 97



Figure 3-17 Hourly Variation at Km 117 ________________________________________________ 98

Figure 3-18 Modal Split of traffic at km 18 _______________________________________________ 99

Figure 3-19 Modal Split of traffic at km 38 _______________________________________________ 99

Figure 3-20 Modal Split of traffic at km 61 ______________________________________________ 100

Figure 3-21 Modal Split of traffic at km 117 _____________________________________________ 100

Figure 3-22 Directional Distribution at km 18 ___________________________________________ 101



Figure 3-25 Directional Distribution at km 117 __________________________________________ 102

Figure 3-26 TMC at Vita Chowk _____________________________________________________ 105

Figure 3-27 TMC at Balwadi ________________________________________________________ 105

Figure 3-28 TMC at Kundal Phata ___________________________________________________ 106

Figure 3-29 TMC at Takari Junction __________________________________________________ 106

Figure 3-30 TMC at Peth Naka ______________________________________________________ 107

Figure 3-31 TMC at Malkapur ______________________________________________________ 107

Figure 3-32 Zoning system for OD Coding ______________________________________________ 108

Figure 3-33 Regression Analysis PCI Vs Car ____________________________________________ 124

Figure 3-34 Regression Analysis Population Vs Bus _______________________________________ 125

Figure 3-35 Regression Analysis Trucks Vs NSDP ________________________________________ 126

Figure 3-36 : Growth of GDP in India _________________________________________________ 127

Figure 3-37 Projected Traffic in PCU at km 18 (Plain) _____________________________________ 136

Figure 3-38 Projected Traffic in PCU at km 38 (Plain) _____________________________________ 137

Figure 3-39 Projected Traffic in PCU at km 61(Plain) _____________________________________ 137

Figure 3-40 Projected Traffic in PCU at km 117 __________________________________________ 138

Figure 4-1: Trial pit at km 103+000. __________________________________________________ 140

Figure 4-2: Trial pit at km 07+000. ___________________________________________________ 140

Figure 5-1: Pavement Condition at km 0+500 (Vita) _______________________________________ 149

Figure 5-2:Pavement Condition at km 4+000 ____________________________________________ 149

Figure 5-3: Pavement Condition at km 5+500 ___________________________________________ 150

Figure 5-4: Pavement Condition at km 8+000 ___________________________________________ 150

Figure 5-5: Pavement Condition at km 11+000 (Alsund village) ______________________________ 150

Figure 5-6: Pavement Condition at km 11+500 __________________________________________ 150


Figure 5-8: Pavement Condition at km 16+100 (Balavadi village) _____________________________ 150





Figure 5-13: Pavement Condition at km 36+000 (Borgaon) __________________________________ 152




Figure 5-17: Pavement Condition at km 41+500 (Islampur) _________________________________ 152

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Figure 5-18: Pavement Condition at km 44+000 (Islampur) _________________________________ 152


Figure 5-20: Pavement Condition at km 53+000 (Retre Dharan) ______________________________ 153


Figure 5-22: Pavement Condition at km 59+000 (Red) _____________________________________ 153







Figure 5-29: Pavement Condition at km 74+000 (Rile) _____________________________________ 154




Figure 5-33: Pavement Condition at km 85+000 (Turukwadi) ________________________________ 155



Figure 5-36: Pavement Condition at km 98+000 (Malkapur) _________________________________ 155

Figure 5-37: Pavement Condition at km 100+500 _________________________________________ 156














Figure 5-51: Pavement Distresses (Cracking)-PKG PN45 ___________________________________ 158

Figure 5-52: Pavement Distresses (Cracking)-PKG PN46 ___________________________________ 159

Figure 6-1: Straight alignment at km 40+000 ____________________________________________ 167

Figure 6-2: Poor Horizontal Geometry at km 35+000 ______________________________________ 167

Figure 9-1: Flexible Pavement Layers for Section Vita - Kokrud ______________________________ 228

Figure 9-2: Flexible Pavement Layers for Section Kokrud-Anuskura ___________________________ 229

Figure 9-3: Rigid Pavement-Layers ___________________________________________________ 230

Figure 10-1: Details of underground water pipe line in village Alsand __________________________ 265

Figure 13-1: Distribution of Summary of Cost of PN45 _____________________________________ 276

Figure 13-2: Distribution of Summary of Cost of PN46 _____________________________________ 277

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LIST OF ANNEXURES

Annexure 2.1 : Soil Strata Plan

Annexure 2.2 : Pavement Condition Plan

Annexure 4.1 : Existing Crust thickness

Annexure 5.1 : Pavement Condition inventory

Annexure 8.1 : Typical Cross sections

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ABBREVIATIONS

AADT - Annual Average Daily Traffic NHAI - National Highway Authority of India

BOT - Build Operate Transfer NHDP - National Highways Development Project

MDD - Maximum Dry Density NH - National Highway

CTV - Classified traffic volume CBR - California Bearing Ration

PCU - Passenger Car Unit VDF - Vehicle Damaging Factor

EME - Earth Moving Equipment PCI - Per Capita Income

GDP - Gross Domestic Product ROW - Right of Way

PQC - Pavement Quality Concrete PSC - Pre-stressed Concrete

DLC - Dry Lean Concrete RCC - Reinforced cement concrete

HCV - Heavy Commercial Vehicle RHS - Right Hand Side

HTMS - Highway Traffic Management System

SH - State Highway

IRC - Indian Road Congress TP - Toll Plaza

IRR - Internal Rate of Return OMC - Optimum Moisture Content

LCV - Light Commercial Vehicle CRZ - Coastal Regulation Zone

LHS - Left Hand Side BEIPL - Building Environment India Pvt. Ltd.

LGV - Light Goods Vehicle MOEF

CC -

Ministry of Environment, Forest and Climate Change

MAV - Multi Axle Vehicle NABET - National Accreditation Board for Education and Training.

NBWL - National Board of Wildlife ESZ - Eco Sensitive Zone

PWD - Public Works Department

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CHAPTER 0

EXECUTIVE SUMMARY

A. Project Appreciation

In a bid to further strengthen the existing road transport network in various parts of

state, the Maharashtra government has decided to upgrade roads stretching up to

10,000 kilometers in the state in the next two years, adopting for the first time, a

‘hybrid annuity’ model along the lines of the Union government policy. State Public

Works Department (PWD) will be implementing these projects. The work of

providing consultancy services for preparation of Detailed Project Report (DPR) for

widening/ strengthening / Raising including design of bridges / CD works of above

roads was awarded to M/s. GMD Consultants after due tendering process vide letter

to proceed dated 10th March 2017. This report covers part of Detail Project Report of

“Vita- Peth- Malkapur- Anuskura- Satavali- Pavas SH-150(section District

Border to Anuskura District Border) A. Km 0/000 To Km 83/700 District-

Sangli) & B. Km 83/700 to Km 133/400 Dist.- Kolhapur” Project road is about

120.4 km in length.

Project road falls in two districts of Maharashtra namely Kolhapur and Sangli. Sangli

District is in the western part of Maharashtra. It is known as the sugar bowl of India

due to its high sugarcane productivity, Sangli District is one of the most fertile and

highly developed districts in Maharashtra. Kolhapur is an inland city located in

south-west Maharashtra state. Kolhapur is a historical place and rightly known as

historical capital of Maharashtra. The city has a textile manufacturing sector,

particularly known for the Kolhapuri chappal, a hand-crafted buffalo leather slipper

that is locally tanned using vegetable dyes.

Project area receives varying rainfall in various parts. The climate ranges from the

rainiest in the Chandoli (Shirala) region, which has an average annual rainfall over

4000 mm to the driest in Atpadi and Jat tehsils where the average annual rainfall is

about 500 mm.

Climatic condition in Kolhapur district differs from region to region. It is generally

cool in western hilly regions but one move towards east the weather becomes hot and

dry. The western hilly range of Sahyadri receives heavy rainfall as compared to east

and central part of district

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Terrain of project area is of mixed type. From Vita to Warna bridge after Kokrud the

terrain is plain & rolling while as from Warna Bridge to Anuskura it is hilly.

B. Project Road Features

Project road has varying cross section width and poor pavement at most of the

locations. It also has poor geometrics in most part of alignment. There are some

isolated stretches where condition of road is better.

There are number of villages on project road alignment. Water logging due to non-

functional drain is common feature.

C. Traffic Survey and Carriageway Proposal

Classified Traffic Volume, Origin – Destination (OD), Turning Movement Survey,

Axle Load Survey were conducted on project road at various locations. The traffic on

project road was then forecasted on horizon years based on growth rates worked as

per IRC:108-2015. Following table provides summary results of important traffic

survey.

Traffic data was analysed as per IRC codes and seasonal correction factor was

applied to arrive at Annual Average Daily Traffic (AADT). Following are the

summary traffic figure in Year 2016.

Table 0-1 : Annual Average Daily Traffic (AADT) Current

Location/ Vehicle Type

18 km 38 km 61 km 117 km

AADT (No)

AADT (PCU)

AADT (No)

AADT (PCU)

AADT (No)

AADT (PCU)

AADT (No)

AADT (PCU)

Two-Wheeler 3055 1528 5699 2850 4135 2068 313 157

Three-Wheeler 47 47 32 32 28 28 2 2

Cars/Vans/ Jeeps 1224 1224 1655 1655 1057 1057 46 46

S.T. Bus 66 197 46 139 45 134 2 6

Buses 50 151 36 109 30 89 12 36

LCV 275 413 368 552 719 1078 132 198

2 Axle 108 324 102 305 208 625 127 381

3Axle Trucks 19 56 44 131 51 154 3 10

4-6 trucks, HCM, EME, MAV 13 58 110 497 116 520 33 147

Tractor 16 25 101 151 38 57 2 3

Tractors with Trailer 39 176 99 445 46 208 2 8

The projected AADT (No.) in terms of vehicles and PCU are presented in Table below.

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Table 0-2 : Traffic Projection

Location /Year

18 km 38 km 61 km 117 km

AADT (No.)

AADT

(PCU) AADT

(No.) AADT

(PCU) AADT

(No.) AADT

(PCU) AADT

(No.) AADT

(PCU)

2017 4917 4206 8292 6865 6473 6019 836 1356

2018 5170 4437 8695 7218 6793 6341 901 1453

2019 5437 4682 9121 7592 7130 6683 971 1556

2020 5719 4942 9569 7988 7486 7044 1046 1667

2021 5962 5172 9949 8335 7786 7359 1122 1778

2022 6216 5413 10347 8698 8101 7690 1203 1896

2023 6482 5667 10763 9081 8430 8038 1291 2023

2024 6762 5935 11199 9483 8775 8403 1385 2158

2025 7057 6217 11656 9906 9136 8786 1487 2302

2026 7296 6455 12020 10259 9423 9104 1588 2445

2027 7545 6703 12399 10627 9722 9436 1697 2597

2028 7805 6963 12793 11012 10032 9781 1814 2759

2029 8077 7235 13203 11413 10355 10141 1939 2931

2030 8360 7519 13631 11832 10691 10517 2072 3114

2031 8574 7744 13942 12159 10935 10806 2205 3293

2032 8795 7978 14264 12498 11186 11106 2347 3483

2033 9024 8221 14598 12850 11447 11416 2498 3684

2034 9263 8473 14945 13215 11716 11737 2659 3898

2035 9511 8735 15304 13595 11995 12070 2831 4124

2036 9674 8923 15525 13859 12165 12297 3000 4343

2037 9842 9118 15755 14133 12340 12530 3180 4574

2038 10017 9318 15993 14416 12521 12771 3371 4818

2039 10199 9526 16239 14708 12708 13018 3574 5076

2040 10387 9741 16495 15010 12902 13273 3789 5348

2041 10553 9925 16558 15096 12955 13355 1374 2247

2042 10724 10116 16621 15182 13008 13436 1382 2263

2043 10901 10312 16685 15269 13062 13519 1389 2279

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Location /Year

18 km 38 km 61 km 117 km

AADT (No.)

AADT

(PCU) AADT

(No.) AADT

(PCU) AADT

(No.) AADT

(PCU) AADT

(No.) AADT

(PCU)

2044 11083 10514 16750 15356 13117 13602 1396 2295

2045 11271 10722 16815 15445 13172 13686 1404 2312

2046 11465 10936 16880 15534 13227 13770 1411 2329

2047 11666 11157 16946 15624 13283 13855 1418 2345

Table 0-3: Adopted Growth Rate for Traffic

Year/ Vehicle Type Up to

2020 2020-25 2025-30 2030-35 2035-40 2040-45

CAR 7.9% 7.4% 6.9% 6.4% 5.9% 5.4%

Mini Bus / LCV 5.3% 4.8% 4.3% 3.8% 3.3% 2.8%

Truck / Bus 5.3% 4.8% 4.3% 3.8% 3.3% 2.8%

Multi Axle 5.9% 5.4% 4.9% 4.4% 3.9% 3.4%

Oversized Vehicles 5.9% 5.4% 4.9% 4.4% 3.9% 3.4%

The above overall growth rates are recommended for each category of vehicle.

Based on projected traffic during design life of road and recommended design service

volume it is proposed that project road may be widened to two lanes with paved

shoulder

D. Soil & Geotechnical Investigation

In order to assess soil property of subgrade and bearing capacity of soil for structure

soil investigation and bore holes investigation was done as per TOR. Following tests

were conducted in this regard.

• Trial Pits along road at every change of soil type

• Soil Test on existing subgrade materials obtained from Trial Pits

• Field CBR along Project Road at trial pits

• Boring and SPT testing and structure locations

• Test on stone aggregate from quarry sources

• Test of soils from probable borrow areas

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On an average value of CBR of existing subgrade is 10%.

Existing pavement has varying thickness of crust. Asphalt varies between 30 mm to

60 mm, GSB/WBM varies between 200 mm to 360mm.

Average safe Bearing capacity of foundation of structure was found to be 20 T/ M2

to 60 T/ M2 at 2m to 3.5m depth.

E. Pavement Investigations & Road Inventory

Detailed pavement investigation was carried out on project road. It was done by

dividing the entire road into small sections of 500m.

The overall condition of the pavement throughout the project corridor is fair / poor

except few places where pavement is more regular in isolated patches. Cracking,

raveling, pothole is commonly observed. Some stretches are completely worn-out.

Condition of pavement is particularly bad inside villages. It is observed that

pavement failure has not occured anywhere in stretch.

At most of the places there are no defined shoulders on either side of road. Level of

existing road is flushing with surrounding field level at majority of places. Land use

is agriculture on both sides. Project road passes through 26 major village / habitation.

Condition of road drainage is poor inside villages.

There are 66 junctions which require improvement.

Available ROW records were not available in PWD office. Cdasatal maps were

obtained from office of TLR Pune. The same was superimposed on project road

alignment. Details given in respective chapter.

There are total 93 existing culverts in package 45 and 142 in package 46.

F. Materials Investigation

Soil, Stone, Bitumen, Steel, Cement are the main materials which will be required

during project execution. Material survey and investigation was done for availability

and quality of natural occurring materials like soil and stone.

There are number of stone quarries available around project road. Following are

major ones

• Vita Village

• Kameri village

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• Retaredharan & Red village and

• Rile & Turukwadi village

All quarries are at small distance to project site. Stone samples were tested for its

properties and it was found that stone from quarries qualifies for road construction. It

has AIV value less than 20 which represent a sound and tough stone. Water

absorption was also found to be less than 2%.

Samples were taken from selected borrow areas along project road. It was observed

that good quality soil is available along project road 0.5 to 2 km distance from project

road. CBR value of these samples was found to be in range of 10% to 18%

F. Design Standards

Two lane and four lane cross sections are designed for project road. Following table

provides summary of cross section elements.

Table 0-4: Typical Cross Section for Project Road

Sr

No

Road

Section

Type

Carriageway

(m)

Paved

Shoulder Shyness

Earthen

Shoulder

(m)

Total

Formation Drain Remarks

1 1A 7.0 3

2.0 12.0 Drain

Trench

Reconstruction

in Black Cotton

Soil

2 1B 7.0 3

2.0 12.0 Drain

Trench

Widening and

strengthening -

(Open Country)

3 1C 7.0 3

2.0 12.0 Drain

Trench

Reconstruction -

(Open Country)

4 1D 7.0 3

10.0 L-Drain

Reconstruction

in Hill cutting

with L-Drain

From 71.080 to

72.850

5 2A 5.5

2.0 7.5 Drain

Trench

Strengthening -

(Forest Area) If

Existing CW

Width >=5.5m

6 2B 5.5

2.0 7.5 Drain

Trench

Widening &

Strengthening -

(Forest Area) If

Ex CW Width

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Sr

No

Road

Section

Type

Carriageway

(m)

Paved

Shoulder Shyness

Earthen

Shoulder

(m)

Total


<5.5m

7 2C 5.5

2.0 7.5 Drain

Trench

Reconstruction -

(Forest Area)

8 3A 16.9

16.9 1.75

Strengthening

Built-Up Area

Islampur (CH.

42.150 to

44.141) Concrete

One Side New

Drain .Varies CW

9 3B 7.0

7.0 3.5

Reconstruction

Built-Up Area -

With New Drain

Concrete

10 3C 7.0

7.0 Use

Existing

Reconstruction

Built-Up Area -

With Existing

Drain Concrete

11 3D 13

13.0 Use

Existing

Widening and

Strengthening BT

Sugar factory

Area Islampur

12 3E 7.0

7.0 3.5

Reconstruction

Built-Up Area -

BT with New

covered Drain

13 3F 7.0

7.0 3

Reconstruction

Built-Up Area -

BT with New

perforated Drain

14 3G 7.0

7.0 Use

Existing

Reconstruction

Built-Up Area -

With Existing

Drain BT

15 4A 7.0

2 9.0 Drain

Trench

Reconstruction

Without

Parapet/RW

Both Side Valley

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Sr

No

Road

Section

Type

Carriageway

(m)

Paved

Shoulder Shyness

Earthen

Shoulder

(m)

Total


16 4B 7.0

2 9.0 Drain

Trench

Widening and

stregthening

Without

Parapet/RW

Both Side Valley

17 4C 7.0

0.5 1 8.5 Drain

Trench

Reconstruction

Without

Parapet/RW One

Side Hill One side

Valley

18 4D 7.0

0.5 1 8.5 Drain

Trench

Widening and

stregthening-

Without

Parapet/RW One

Side Hill One side

Valley

Asphalt pavement is proposed for project road. Concrete pavement is proposed at

major village locations. Other parameters like design speed, curve radius, vertical

gradient have been adopted as per IRC codes and standards.

G. Design Provisions

1. Flexible Pavement

2. Package -45: From Vita to Warna River Bridge

1. Design Life – 15 Years

2. Traffic MSA – 10 MSA

3. CBR of soil - 10%

4. Carriageway - Two Lane Undivided

Values of lane distribution factors and Vehicle Damaging factor are taken as per IRC

an as analysed.

Summary of design flexible pavement is given as under

• Subgrade – 500 mm (CBR 10 % Min)

• Granular Sub Base (GSB) – 200 mm (Grading -V)

• Wet Mix Macadam (WMM) – 250 mm

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• Dense Bituminous Macadam (DBM) – 60 mm

• Bituminous Concrete (BC) – 40 mm

Package -46: From Warna River Bridge to Anuskura


2. Traffic MSA – 10 MSA



Values of lane distribution factors and Vehicle Damaging factor are taken as per IRC

an as analyzed.





• Dense Bituminous Macadam (DBM) – 50 mm


Overlay Design

Following is the overlay design for both stretchs

a) From Vita to Kokrud – 60mm DBM+40mm BC+ profile correction in BM

b) From Kokrud to Anuskura – 50mm DBM+40mm BC+ profile correction in BM

2. Rigid Pavement

Concrete pavement is proposed in village portions. Following is the summary of

concrete pavement in villages.



• Dry Lean Concrete (DLC) – 100 mm

• Pavement Quality Concrete (PQC) – 250 mm

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3. Junctions

Total 65 junctions are proposed for improvement. There is no grade separator

proposed.

4. Bus Bays

Bus bays are proposed at 49 locations.

5. Structures

There are 357 cross drainage structures proposed. Existing culverts, which are

deficient, are proposed to be reconstructed as these are non-functional. Summary of

proposed structures is given as under

• Existing Culverts Retained- 181 Nos

• Widening of existing culverts – 49 Nos

• Reconstruction of existing culverts – 17 Nos

• New culverts Proposed – 110 Nos

H. Land Acquisition

PWD has provided a disjointed Cadastral map of villages which is joined and

superimposed on project road alignment. As such existing center line is followed,

hence land acquisition is not expected in project. Available ROW details as per this

map are provided in respective chapter.

I. Utilities

During preliminary assessment and proposal additional land acquisition is not

envisaged. There are water pipe line and OFC cable running along project road in

few stretches. On preliminary analysis, it is observed that major utility shifting would

not be required for project. There are some BSNL OFC cables and village water

pipelines. Authorities have been contacted in this regard. A LS provision for shifting

of utilities is taken in estimate.

J. BOQ & Estimates

Rates have been taken from e-DSR of Maharashtra issue by PWD. A detailed BOQ is

prepared and item wise measurement is shown in separate volume. Total Cost of

project is estimated for PN45 is Rs. 190.37 Cr & PN46 is Rs. 91.50 Cr. This

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includes provisions of utility shifting, deforestation, Contingency, DPR and other

Costs.

K. EIRR & FIRR

Economical and Financial Analysis of project was done as per IRC: SP-30-2009 and

standard model at Feasibility stage. Internal Rate of Return was adopted the basis of

analysis. Following table provides summary of EIRR and FIRR for both packages.

Table 0-5: EIRR of (PN45 & PN46)

Package EIRR

(PN45 & PN46)

23.6%

Table 0-6: FIRR of (PN45 & PN46)

Package Equity IRR Project IRR

(PN45 & PN46)

2.80% 1.68%

L. CONCLUSION & RECOMMENDATIONS

Since project is not viable in toll basis, it is recommended that project may be taken on

Hybrid Annuity Model.

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CHAPTER 1

INTRODUCTION

1.1 Background

India is one of the fastest growing developing nations in the world. India’s economy

has grown manifolds in the recent past and likely to grow further as per the present

trends registered in the past couple of years. Increase in the economy has led to

increase of demand of better transportation network in terms of capacity and quality.

Government of India (GOI) has launched several mega transportation connectivity

projects and formed National Highway Authority of India (NHAI) to implement

highway improvement program. National Highway Development Program (NHDP)

covers about 50000 km of national highway length. Golden Quadrilateral Project has

connected Delhi, Mumbai, Kolkata and Chennai, four metro cities of India with four

lane highway comprising of about 5900 km length. North- South and South- West

connectivity projects aims at providing fasted connectivity across India in North –

South and East – West direction from Kashmir to Kanyakumari and Gujarat to

Assam. This around improvement in transportation network gave impetus to

economic development. This has further underlined the requirement of connecting all

parts of states to major growth centres.

1.2 Maharashtra at a Glance

Maharashtra occupies the western and central part of the country and has a long

coastline stretching 840 kilometers along the Arabian Sea. One of the more

prominent physical features of Maharashtra is the Deccan plateau, which is separated

from the Konkan coastline by 'Ghats'. The Ghats are a succession of steep hills,

periodically bisected by narrow roads. Most of the famous hill stations of the state

are at the Ghats. The Western Ghats (or the Sahyadri Mountain range) provide a

physical backbone to the state on the west, while the Satpura Hills along the north

and Bhamragad - Chiroli - Gaikhuri ranges on the east serve as its natural borders.

The state is surrounded by Gujarat to the north west, Madhya Pradesh to the north,

Chhattisgarh to the east, Telangana to the south east, Karnataka to the south and Goa

to the south west.

Maharashtra is the third largest state by area in India. The Western Ghats better

known as Sahyadri, are a hilly range running parallel to the coast, at an average

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elevation of 1,200 meters (4,000 ft.) Kalsubai, a peak in the Sahyadri, near Nashik

city is the highest elevated point in Maharashtra. To the west of these hills lie the

Konkan coastal plains, 50–80 kilometers in width. To the east of the Ghats lies the

flat Deccan Plateau. Forests comprise 17% of the total area of the state. A majority of

the forests are in the eastern and Sahyadri regions of the state. The main rivers of the

state are Krishna, Bhima, Godavari, Tapi-Purna and Wardha-Wainganga. Since the

central part of the state receives low rainfall, most of the rivers in the region have

multiple dams. Maharashtra has around 1821 notable large dams.

Maharashtra, a state in the western region of India, is India's second-most populous

state and third-largest state by area. It is also the world's second-most populous sub-

national entity. It has over 112 million inhabitants and its capital, Mumbai, has a

population of approximately 18 million. Nagpur is Maharashtra's second capital as

well as its winter capital. Maharashtra's business opportunities along with its

potential to offer a higher standard of living attract migrants from all over India.

Figure 1-1 Location of Maharashtra State

MAHARASHTRA

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Geographically, historically, and according to political sentiments, Maharashtra has

five main regions:

• Vidarbha - (Nagpur and Amravati divisions) - (Old Berar Region)

• Marathwada - (Aurangabad Division)

• Khandesh and Northern Maharashtra Region - (Nashik Division)

• Konkan - (Konkan Division)

• Paschim Maharashtra Region - (Pune Division)

Figure 1-2 Division of State of Maharashtra

Maharashtra is the wealthiest and one of the most developed states in India,

contributing 25% of the country's industrial output and 23.2% of its GDP (2010–11).

As of 2011, the state had a per capita income of ₹1.0035 lakh (US$1,500), more than

the national average of ₹0.73 lakh (US$1,100). Its GDP per capita crossed the ₹1.20

lakh (US$1,800) threshold for the first time in 2013, making it one of the richest

states in India. However, as of 2014, the GDP per capita reduced to ₹1.03 lakh

(US$1,500). Agriculture and industries are the largest parts of the state's economy.

Major industries include chemical products, electrical and non-electrical machinery,

textiles, petroleum and allied products

The major rivers of the state are Godavari, and Krishna. The Narmada and Tapti

Rivers flow near the border between Maharashtra and Madhya Pradesh and Gujarat.

Maharashtra is the second most urbanised state in India. The state has several popular

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Hindu places of pilgrimage including Pandharpur, Dehu and Alandi. Other places

that attract pilgrims from other parts of India and beyond include Hazur Sahib

Gurdwara at Nanded, Sai Baba shrine at Shirdi and Deekshabhoomi at Nagpur.

It is the wealthiest and one of the most developed states in India. Agriculture and

industries are the largest parts of the state's economy.

The economy of Maharashtra is driven by manufacturing, international trade, Mass

Media (television, motion pictures, video games, recorded music), aerospace,

technology, petroleum, fashion, apparel, and tourism. Maharashtra is the most

industrialised state and has maintained the leading position in the industrial sector in

India. The State is pioneer in small scale industries. Mumbai, the capital of state and

the financial capital of India, houses the headquarters of most of the major corporate

and financial institutions. India's main stock exchanges and capital market and

commodity exchanges are in Mumbai. The State continues to attract industrial

investments from domestic as well as foreign institutions. Maharashtra has the largest

proportion of taxpayers in India and its share markets transact almost 70 per cent of

the country's stocks.

Agriculture

Agriculture is the mainstay of the state of Maharashtra. It is the main occupation of

the people. Both food crops and cash crops are grown in the state. The main food

crops of Maharashtra are mangoes, grapes, bananas, oranges, wheat, rice, jowar, bajra,

and pulses. Cash crops include groundnut, cotton, sugarcane, turmeric, and tobacco.

The total irrigated area which has been used for crop cultivation is 33, 500 square

kilometers. Large areas of the state have been brought under fruit cultivation.

Industry

Maharashtra has had a long History in textiles with Mumbai being the original home

of India's textile mills. Solapur, Ichalkaranji, Malegaon and Bhiwandi are some of the

cities known for textile industry today. Sugar industry has made considerable

progress especially in the co-operative sector. Pharmaceuticals, petrochemicals,

heavy chemicals, electronics, automobiles, engineering, food processing, and plastics

are some of the major industries in the state. The six important industries in the state

are cotton textiles, chemicals, machinery, electrical, transport and metallurgy.

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Maharashtra is renowned for the production of three-wheelers, jeeps, commercial

vehicles and cars, synthetic fibers, cold rolled products and industrial alcohol. Small

scale industries have also come up in a big way in the state.

1.3 Project Districts:

The Project Road from Vita to Anuskura via Kundal, Islampur, Shirala, Kokrud.

Malkapur and Manjare falls in two districts of Maharashtra namely districts of Sangli

and Kolhapur.

Sangli

Sangli District is in the western part of Maharashtra. It is bounded

by Satara and Solapur districts to the north, Bijapur District (Karnataka) to the

east, Kolhapur and Belgaum (Karnataka) districts to the south, and Ratnagiri

District to the west. It is situated in the river basins of the Warana and Krishna rivers.

Other small rivers, such as the Warana and the Panchganga, flow into the River

Krishna.

Location of Sangli in Maharashtra state is depicted in following figure.

Figure 1-3 Location of District of Sangli, Maharashtra

Land in the region is suitable for agriculture. Sangli and Miraj are the largest cities.

The industrial town of Kirloskarwadi is also located in the Sangli District. It is

known as the sugar bowl of India due to its high sugarcane productivity, Sangli

District is one of the most fertile and highly developed districts in Maharashtra. The

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District is very popular as a political power house in the state. Kundal is a pilgrimage

center for the Digambara Jains, with thousands of Jains visiting each year.

According to the 2011 census Sangli District has a population of

2,820,575. Its population growth rate over the decade 2001–2011 was 9.18%.

Marathi is the main language, Kannada is also spoken widely and understood.

Kolhapur

Kolhapur is an inland city located in south-west Maharashtra state, 228 km south

of Pune, 615 km north-west of Bengaluru and 530 km west of Hyderabad. Within

Maharashtra, Kolhapur's nearest cities and towns are

Ichalkaranji (27 km), Kagal (21 km), Sangli (49 km), Satara (115 km)

and Miraj (50 km), Gadhinglaj (90 km). Kolhapur has an elevation of 569 meters

(1867 ft.). It lies in the Sahyadri mountains in the Western Ghats. Chandgad is the

coolest place in the Kolhapur district (citation needed). Tambraparni river dam is the

spectacular place near Umgaon village.

Kolhapur is a historical place and rightly known as historical capital of Maharashtra.

Kolhapur was previously ruled by Bhosale Chatrapati (Bhosale Royal Clan) of

Maratha Empire.

The city has a textile manufacturing sector, particularly known for the Kolhapuri

chappal, a hand-crafted buffalo leather slipper that is locally tanned using vegetable

dyes. Other handicrafts include: hand block printing of textiles; silver, bead and paste

jewellery crafting; pottery; wood carving and lacquerware; brass sheet work and

oxidized silver artwork; and lace and embroidery making.

Kolhapur is also an industrial city with approximately 300 foundries producing

exports with a value of 15 billion rupees per year. A manufacturing plant of Kirloskar

Oil Engines [KOEL] is set up in 5 star MIDC at Kagal near Kolhapur, besides this

Raymond clothes plant is also located in the same industrial area. Besides this

Kolhapur has two more industrial areas wiz. Gokul-Shirgaon MIDC, Shiroli MIDC

& Udyamnagar is an industrial area in the city.

Tourism is another source of revenue with about three million visitors to the city per

year.

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Figure 1-4 Location of District of Kolhapur, Maharashtra

In 1929, the Maharashtra Film Company was established in Kolhapur by Baburao

Painter. The city has become the primary center for the Marathi film industry.

Kolhapur plays host to many film festivals, including the Kolhapur International

Film Festival. In 2012, the chief minister of Maharashtra announced a new film city

at Kolhapur.

Major occupation:

The major sources of occupation here in Sangli and Kolhapur District are mainly

Agriculture. Apart from agriculture some other medium-scale and small-scale

industries are providing employment to the people of the district. Sangli is major

trading centre for turmeric. Due to huge production of turmeric and grapes Sangli is

also known as Turmeric city and Grape city. Most of the land here is used for

cultivation. So, in villages the main source of income is Agriculture.

There are also administrative jobs in the District which include jobs in Govt.

departments and Semi-Govt. departments. The city particularly known for the

Kolhapuri chappal, a hand-crafted buffalo leather slipper that is locally tanned using

vegetable dyes. Kolhapuri slippers are sold in Mahadwar road. Mahalakshmi Temple

in Kolhapur is one of the most famous and popular religious tourism centre. This

attracts large number of pilgrims to Kolhapur regularly.

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Administrative set up

Maharashtra consists of six administrative divisions

• Amravati

• Aurangabad

• Konkan

• Nagpur

• Nashik

• Pune

The state's six divisions are further divided into 36 districts, 109 sub-divisions and

357 talukas.

Each district is governed by a district collector or district magistrate, appointed either

by the Indian Administrative Service or the Maharashtra Civil Service. Districts are

subdivided into sub-divisions, (Taluka) governed by sub-divisional magistrates, and

again into blocks. A block consists of panchayats (village councils) and town

municipalities. Talukas are intermediate level panchayat between the Zilla Parishad

(district councils) at the district level and gram panchayat (village councils) at the

lower level.

Location of project road in state, region and district context is depicted below.

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Figure 1-5 Location of Project road in Maharshtra State Context

33

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Figure 1-5 Location of Project road in Region

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Figure 1-5 Location of Project road in District

Project alignement with major locations enroute with topographical background is

given as under.

Figure 1-5 Location of Project road with geographic features

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1.4 Objective of the Study

The Govt. of Maharashtra (GoM) through its creation of Public Works Division

(PWD) is contemplating to enhance the traffic capacity and safety for efficient

transhipment of goods as well as passenger traffic on some of the selected stretches/

corridors of State Highways and some other important local roads. These roads have

been selected by PWD on the basis of importance of road to transportation network

and strategic usage of connectivity. Basic object of this study can be listed as under.

The main objective of the consultancy service is to establish the technical,

economical, and financial viability of the project and prepare Feasibility and

Preparation of Detailed Project Report for Rehabilitation and upgradation of

existing road to two lane with or without paved shoulders (as may be applicable)

or higher configuration

To prepare an implementable, environment friendly and socially acceptable detail

project report for construction of selected project roads. In addition to above

following can be the targets to achieve as outcome study

• Enhancement in road safety of road users and stakeholders

• Improved efficiency of usage of highway in terms of riding quality, speed,

safety etc.

• Proper access and connectivity for local population

• Improved amenities along project road

• Minimal local impact on local population during construction

• Maximum usage of existing local materials

1.5 Scope of Services

The broad scope of work to carryout above study can be listed as under

i. Preparing improvement proposal for road stretch as per RFP. As far as

possible, the widening/improvement work to two/four/six lane with or

without paved shoulders (as may be applicable) shall be within the existing

right of way avoiding land acquisition, except for locations having

inadequate width and where provisions of short bypasses, service roads,

alignment corrections, improvement of Intersections a r e considered

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necessary and practicable and cost effective.

ii. Selecting locations of toll plaza and way side amenities and designing of same.

iii. All ready to implement “Good for Construction” drawings shall be prepared

Environmental Impact Assessment and Environmental Management Plan shall be

carried out by the Consultant meeting the requirements of the Government of

India or lending agencies like ADB/ World Bank/ JBIC etc.

Obtaining “NOC” from ministry of Environment and Forest.

General scope of assignment is listed as under as per TOR.

I. Review of all available reports and published information about project Highway

and the project influence area.

II. Environmental and social impact assessment, including such as related to

cultural properties, natural habitats, involuntary resettlement etc.

III. Public consultation, including consultation with Communities located along the

road, NGOs working in the area, other stake-holders and relevant Govt.

departments at all the different stages of assignment (such as inception stage,

feasibility stage, preliminary design stage and once final designs are

concretized)

IV. Detailed reconnaissance;

V. Identification of possible improvements in the existing alignment

VI. Traffic studies including traffic surveys and Axle load survey and demand

forecasting for next thirty years; detailed traffic study along all the arms of

the intersection including OD survey, traffic pattern during the peak hours,

detailed traffic and axle load survey, demand forecasting for next 10, 20, 30

years and scope of peak hour congestion at the intersection by utilizing the

existing local roads.

VII. Inventory and condition surveys for road and

VIII. Inventory and condition surveys for all bridges, cross-drainage structures and

drainage provisions;

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IX. Detailed topographic surveys using LiDAR / Drone and GPS

X. pavement investigations.

XI. Sub-grade characteristics and strength: investigation of required subgrade

and sub-soil characteristics and strength for road and embankment design and

sub soil investigation.

XII. Identification of sources of construction materials.

XIII. Detailed design of road, its x-sections, horizontal and vertical alignment

XIV. Detailed design of structures preparation of GAD and construction drawings and

cross-drainage structures and underpasses etc.

XV. Identification of the type and the design of intersections.

XVI. Design of complete drainage system and disposal point for s torm water

XVII. Value analysis / value engineering and project costing

XVIII. Economic and financial analyses

XIX. Contract packaging and implementation schedule

XX. Strip plan indicating the scheme for carriageway widening, location of all

existing utility services (both over- and underground) and the scheme for

their relocation, trees to be felled and planted and land acquisition

requirements including schedule for LA: reports documents and drawings

arrangement of estimates for cutting of trees and shifting of utilities from the

concerned department

XXI. To find out financial viability of project for implementation under Hybrid

Annuity/ EPC model and suggest the mode on which the project is to be taken

up

XXII. Design of toll plaza and identification of their numbers and location and

office cum residential complex including working drawings

XXIII. Design of weighing stations, parking areas and rest areas

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XXIV. Preparation of detailed project report, cost estimate, approved for construction

drawings, rate analysis, detailed bill of quantities, documents for execution of

civil works through budgeting resources.

XXV. Any other user oriented facility enrooted toll facility.

XXVI. Tie-in of on-going/sanctioned works of MORT&H/PWD/PWD/Govt. of

Maharashtra /other agencies.

XXVII. Preparation of social plans for the project affected people as per policy of the

lending agencies/ Govt. of India R & R Policy, if required

1.6 Project Area Appreciation

1.6.1 Physiographical Features

Project road falls in two districts of Maharashtra namely Sangli and Kolhapur.

Physiographical features of these two districts are discussed briefly as under.

Sangli:

Sangli city- the district place - is situated on the bank of Krishna river. The valley of

the River Krishna and its tributaries offer many irrigation and agricultural advantages

which drives the economy of the district and the city. Other small rivers, such as the

Warana and the Panchganga, flow into the River Krishna

Kolhapur:

The physical setting of the Kolhapur district is divided into three main parts namely

Eastern ranges, Central ranges and Southern ranges. Eastern and Central ranges have

black soil formed from 'lava' and at some places it has large tracks of fertile land. The

western ranges are mostly hilly and have red soil. The majority area in the west is

under thick forest coverage.

Panchganga, Warana, Dudhganga, Vedganga, Bhogavati, Hiranyakeshi and

Ghataprabha are a main river which flows towards east through Western Ghats. The

river Panchganga is formed by the tributaries namely the Kasari, the Kumbi, the

Tulsi and the Bhogavati. Krishna river flows in the east on eastern border of the

district, similarly Tillari river flows on western border to west.

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1.7 Rainfall & Climate

Maharashtra has typical monsoon climate, with hot, rainy and cold weather seasons.

However, dew, frost and hail also occur sometimes, depending upon the seasonal

weather. The winter in January and February is followed by summer between March

and May and the monsoon season between June and September. Summers are

extreme with March, April and May as the hottest months. During April and May

thunderstorms are common all over the state. Temperature varies between 22 °C and

39 °C during this season. Rainfall starts normally in the first week of June. July is the

wettest month in Maharashtra, while August also gets substantial rain. Monsoon

starts its retreat with the coming of September to the state. Winter season is a cool,

dry spell, with clear skies gentle breeze; pleasant weather prevails from November to

February. But the eastern part of Maharashtra sometimes receives some rainfall.

Temperature varies between 12 °C and 34 °C during this season. Rainfall in

Maharashtra differs from region to region. Thane, Raigad, Ratnagiri and Sindhudurg

districts, receive heavy rains of an average of 200 centimeters annually. But the

districts of Nasik, Pune, Ahmednagar, Dhule, Jalgaon, Satara, Sangli, Solapur and

parts of Kolhapur get rainfall less than 50 centimeters. Rainfall particularly

concentrates at the Konkan and Sahyadrian Maharashtra. Central Maharashtra

receives less rainfall. However, under the influence of the Bay of Bengal, eastern

Vidarbha receives good rainfall in July, August and September

The physical settings of Sangli district shows a contrast of immense dimensions and

reveals a variety of landscapes influenced by relief, climate and vegetation. The

climate ranges from the rainiest in the Chandoli (Shirala) region, which has an

average annual rainfall over 4000 mm to the driest in Atpadi and Jat tehsils where the

average annual rainfall is about 500 mm.

Climatic condition in Kolhapur district differs from region to region. It is generally

cool in western hilly regions but one move towards east the weather becomes hot and

dry. The western hilly range of Sahyadri receives heavy rainfall as compared to east

and central part of district.

1.8 Terrain

The Project corridor is passes through a mixed terrain. Project road from Vita to

Kokrud passes through plain and rolling terrain. Second part of project road from

Warna River Bridge to Anuskura traverses through ghat and hilly terrain.

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CHAPTER 2

PROJECT ROAD APPRECIATION

2.1 General

Project road from Vita to Anuskura via Islampur – Peth and Malkapur is

approximately 120.4 Km in length. Project features of road in terms of terrain, road

configuration, geometry and soil strata etc. are important features for technical

appreciation.

Project road from Vita starts at about Km.0.8 where SH-150 breaks off from Vita

Sangli Road towards Kundal. It then runs for about 23 Km to meet SH-142 near

Kundal. This 6 km stretch from Kundal to Takari on SH-142 is overlap part of

alignment and is not part of scope this improvement proposal. Project road then takes

a left turn towards Islampur crossing over Krishna River. Part of project road

alignment passes through Islampur built up area. After Shivaji statue Chowk in

Islampur, SH-150 runs inside urban area, overlaps with Ashta road and crosses NH-4

near Peth by an underpass. Road stretch from Shivaji statue chowk to Peth junction

on NH-4 is also not part of scope of this study. Project road then runs from Peth

Junction to Kokrud taking Shirala Bypass and meets SH-144. Road at Kokrud. SH-

150 then turns to left and inside built up area of Kokrud and crosses Warna river

bridge after covering a length of about 84 km from Vita. Project road is of

predominantly 1.5 to 2 lane configurations in this part of stretch from Vita to

Kokrud. Terrain is plain in most parts and Soil strata is mixed. Stretch from Balwadi

to Kundal, 5km in length, has black cotton soil on both side of alignment. Similarly,

14 km stretch from Takari to Islampur also has predominantly black cotton soil

regime as strata. Other parts of stretch have highly weathered ballast forming murum

dominant soil strata.

After crossing Warna River Bridge at km 83.5 (approx.), project road alignment on

SH-150 turns sharp right from junction towards Malkapur. Karad – Kolhapur road,

which overlaps project alignment inside Kokrud built up area, goes straight from this

junction. Road condition changes substantially in this part of stretch from Warna

river to Anuskura via Malkapur. Terrain becomes rolling and hilly in this stretch of

about 49.5 km. Black cotton is not observed on either side of alignment. Soil strata is

made up of highly weathered Basalt rock. Alignment also becomes winding and there

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are number of Ghat sections. Project road stretch from Warna River Bridge to

Malkapur (15 km approx.) has 1.5 to 2 lane configurations. Project alignment passes

through built up sections of Malkapur and overlaps here with Kolhapur Ambaghat

road for a length of about 1.5 km. After crossing Malkapur, project road becomes of

single lane road configuration. Manjare, Yelvan and Anuskura are major villages in

this part of alignment of project road.

It then can be observed from above that project road is divided in to two distinct

sections in terms of technical parameters as given under.

A. Vita - Islampur - Peth - Shirala - Kokrud (From Km 1.200 to Km 83.400) up

to Warna River Bridge

B. Warna River Bridge - Malkapur - Anuskura (From Km 84.400 to km

133.400)

It is suggested that this bifurcation of project alignment would be taken in to

consideration while forming packages for execution since construction methodology,

leads and rates would be different in both sections of project road.

Salient features of both parts of project road, as described above, are discussed on the

basis of technical parameters and important local aspects. Each one of the above

sections would be discussed in detail on following parameters.

• Road Configuration

• Traffic Condition

• Pavement Condition

• Geometrics

• Soil Strata

• Built up sections

• Drainage and Structures

• Junctions

2.2 Part-A: Project Road from Vita to Kokrud up to Warna River (Km 0.8 to Km

83.4)

Various aspects of this section of project road, as discussed above, is given as under.

2.2.1 Road Configuration

Project road in this part of stretch has varying configuration of road. From Vita to

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Balwadi carriageway width is about 5.5 to 7m.

Figure 2-1 Carriageway width of near Vita

After Balwadi to Kundal width of carriageway increase to 7-8 m. At few places

project road has even 9 m carriageway.

Figure 2-2 Fair road condition between Balwadi and Kundal

Project road alignment overlap with SH-142 which connects Tasgaon to Karad. This

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PWD - MAHARASHTRA




part of overlap which is about 6 km in length is not included in scope of current.

Figure 2-3 Fair road condition near Km 32 after crossing Krishna River

Road carriageway width widens further as it enters urban area of Islampur. In this

reach, there are Sugar factories adjacent to road. These parts of project road witness

high seasonal traffic of sugar cane crop during its harvest.

Figure 2-4 Road width inside Islampur

After Shivaji statue chowk in Islampur, SH-150 joins NH-4 at Peth running into

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urban areas of Islampur. This part of about 2 km in length is excluded from scope of

current study.

From Peth Naka to Shirala Bypass which is about 13 km, road carriageway is two

lane in most stretches.

Shirala bypass which is part of project alignment is constructed in 2009 to bypass

Shirala town which become heavily congested with religious tourists during Nag

Panchami.

Shirala bypass is of intermediate configuration. It has 5.5m wide carriageway.

Figure 2-5 Road Carriageway in Shirala Bypass

After Shirala Bypass project road runs to Kokrud. In this part of alignment road

carriageway is of varying dimension from 5.5 m to 6m.

2.2.2 Traffic Condition

Project road from Vita to Kokrud experiences moderate traffic. In few stretches,

there is surge in traffic due to sugar cane crop season. Stretch from Kundal to

Islampur is such stress. Traffic is of mixed type with dominance of passenger traffic.

2.2.3 Pavement Condition

Pavement condition of road varies in various parts of this stretch. In most parts of

stretch wearing course of pavement is distressed. There are few stretches where there

has been recent strengthening of pavement. In such locations pavement is in good

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PWD - MAHARASHTRA




condition. For example, from km 8 to km 14 and strengthening of pavement is done

by PWD recently.

Figure 2-6 Strengthening of road pavement with surface dressing in km 13

In other parts of road pavement condition is poor to fair and there are signs of

distresses in form of racks, potholes, reveling and patches.

Figure 2-7 Stressed Pavement near Shirala Bypass

Stretch wise condition of pavement is discussed in separate Chapter. A key plan

showing stretch wise condition of pavement is placed at Annexure-II of this report.

Details engineering investigation of pavement is discussed in Chapter of Engineering

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Surveys and Investigations.

2.2.4 Geometrics

Geometrics of project alignment in stretch from Vita to Kokrud is in general fair.

There are few locations at which there are sharp substandard curves. Vertical

geometry of road is also poor. At many a places, sufficient sight distance is not

available.

Following are some examples of good and poor geometric in project road.

Figure 2-8 Straight alignment at KM 1.5

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Figure 2-9 Straight alignment at KM 40

However there quite a number of locations where road geometry is not good. There

are sharp substandard curves without transition and proper flanking.

Figure 2-10 Poor Horizontal Geometry at km 35

In above figure, it can be observed that safe sight distance is not available.

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Figure 2-11 Poor Horizontal Geometry at km 71 before Kokrud

It is observed that vertical geometry of project alignment is poor at several locations.

This being a single carriageway road, such vertical geometry becomes a safety

hazard.

Figure 2-12 Very Poor Vertical Geometry at Km 6.5

It can be seen in above figure that road appears to be discontinued due to poor

vertical geometry amounting to very unsafe driving conditions.

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Similarly, at km 64.5 there is blind vertical dip where sight distance minimal.

These discrepancies would be taken care of while designing the geometrics of

project.

2.2.5 Soil Strata

Soil strata is one of the important technical aspect of any road project as it forms

basis of pavement design and its stability. Project road has predominantly a granular

soil strata around the project road. But there are few pockets where black cotton soil

is found along project road.

Granular strata are made of highly weathered basalt rock. It has created deposition of

murum which is a good material for embankment and subgrade construction.

On the other hand, black cotton soil is expansive soil and becomes very week in

moist condition. It also expands if saturated. Thus, the soil is unsuitable for

embankment or subgrade construction. In stretches where soil dis strata is made of

black cotton soil, good murum will be have to be bought from other parts of road for

embankment and subgrade construction.

Following table provides stretch wise soil strata in this part of project road from Vita

to Kokrud.

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Table 2-1 : Soil Strata in Project Stretch from Vita to Kokrud

Sr.

No Project Road Stretch

Length of

Stretch (Km) Soil Strata

1 Vita to Balwadi 17 Highly weathered basalt. Murum

2 Balwadi to Kundal 6 Black Cotton Soil

3 Takari to Islampur 14 Black Cotton Soil

4 Peth to Kokrud 35 Highly weathered basalt. With

isolated patches of black cotton soil Murum

A Plan showing soil strata mark-up is placed at Annexure-2.1

2.2.6 Built up Areas

Project road passes through number of built up sections. Some are as big as Islampur

and others are small villages. A comprehensive list of all built up sections falling on

project road alignment are given in table below

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Table 2-2 : Built up areas in Project Stretch from Vita to Kokrud

Chainage (km) Land use

Available

Width Name of Built up

Sections From To

0.800 1.180 Built up 11 Vita

8.000 8.100 Built up 9.4 Khambale

11.000 11.700 Built up 9.5 Alsund

15.100 15.600 Built up 8.3 Tandulwadi

15.950 16.200 Built up 8.9 Balavadi

21.700 22.000 Built up 8.7 Kundal

36.100 36.500 Built up 10.3 Borgaon

43.100 44.850 Built up 14.9 Islampur

49.600 49.800 Built up 10 Peth

53.600 54.700 Built up 8.9 Retre Dharan

61.100 61.400 Built up 10 Red

67.600 67.820 Built up 9.3 Biour

72.400 72.800 Built up 8.9 Pawle wadi

74.300 75.150 Built up 8.8 Rile

77.220 77.400 Built up 9.2 Mangrul

79.000 79.500 Built up 9.6 Bilashi

81.600 81.800 Built up 9 Malewadi

82.200 83.000 Built up 9.3 Kokrud

2.2.7 Drainage and Structure

Project road falls in basin of mainly Yerala, Krishnaand Morna Rivers. There are 3

major bridges, 13 minor bridges and 100 nos of culverts existing in project road. The

major bridges are constructed over river Yerala (1 No), Krishna (1 No) and Warna

(1No). The condition of the major bridge on Krishna River is good. It has width of

8m. Other major bridges are constructed in masonry substructure. Width of these

bridges is also 7.5 to 8m.

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Figure 2-13 Bridge on Yerala river near Balavadi at Km 15.1

Figure 2-14 Bridge on Krishna River near Takari at Km 31.500

Most of the minor bridges are in good condition. 11 Minor bridges which are in good

condition and having width more than 10m are proposed to be retained. 2 bridges are

having length more than 30m are not included in the scope of this package.

Many of the culverts are in good condition. At few locations culvert railings and head

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walls are damaged.

Figure 2-15 Minor Bridge at Km 12.300

Figure 2-16 Masonry Culvert at Km 37.100

Following tables provide details of existing major bridges, minor bridges and

culverts.

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A) Major Bridges

Table 2-3: Major Bridge in Project Stretch from Vita to Kokrud

Sr.

No Bridge

No Name of

River

Existing

Bridge

Location

/ Chainage

Span

Arrangement

Existing

(in m)

Total

Length

(m)

Carriageway

Width

(Existing)

(in m)

Remarks

1 MJB-01 Yerala 15.100 10 x 9.0 m 100.00 7.90 Masonry substructure &

RCC superstructure

2 MJB-02 Krishna 31.500 13 x 17.0m 239.20 7.50 RCC substructure & RCC

superstructure

3 MJB-03 Warana 83.000 7 x 13.8m 106.40 7.30 Masonry substructure &

RCC superstructure

B) Minor Bridges

Table 2-4: Minor Bridge in Project Stretch from Vita to Kokrud

Sr.

No

Bridge

No

Name of

River

Existing

Bridge

Location

/ Chainage

Span

Arrangement

Existing

(in M)

Total

Length

(m.)

Carriageway

Width

(Existing)

(in m.)

Remarks

1 MNB-01 Earthen

Canal 8.200 1 x 8.2 9.00 6.7

PCC & RCC

superstructure

2 MNB-02 Earthen

Canal 10.700 1 x 6.4 9.00 6.2

Masonry substructure

& RCC superstructure

3 MNB-03 Stream 12.300 1 x7.6 8.20 11.70 RCC /PCC substructure


4 MNB-04 Tilgerga 53.900 4 X 5.9 24.40 12.40 RCC /PCC substructure


5 MNB-05 Stream 63.100 2 X 6.2 13.60 9.40 RCC /PCC substructure


6 MNB-06 Stream 63.500 1 X 6.5 7.00 9.50 RCC /PCC substructure


7 MNB-07 Morna 65.200 5 X 9.2 57.00 10.50 RCC /PCC substructure


8 MNB-08 Stream 69.400 1X7.6 8.00 11.40 RCC /PCC substructure

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Sr.

No

Bridge

No

Name of

River

Existing

Bridge

Location

/ Chainage

Span

Arrangement

Existing

(in M)

Total

Length

(m.)

Carriageway

Width

(Existing)

(in m.)

Remarks




10 MNB-10 Stream 74.500 2X4.7 10.80 11.30 Masonry substructure


11 MNB-11 Stream 75.500 3X6.2 21.00 11.60 Masonry substructure






C) Culverts

a) Pipe culverts

Table 2-5: Pipe Culvert in Project Stretch from Vita to Kokrud

Sr.

No

Culvert

No

Existing

Chainage

(km)

Span

Arrangement

Existing

(in M)

Total

Length

(m.)

Carriageway

Width

(Existing)

(in m.)

Remarks

1 PC-1 1.400 1x1.2 10.20 7.00 Masonry structure. More Vegetation

Growth, Pipe Internal Thickness=

110mm

2 PC-2 2.600 2 x 1.2 15.50 7.00 Masonry structure. Pipe Thickness =

140mm

3 PC-3 4.200 2 x 0.9 11.00 6.70 RCC structure. Pipe Thickness =

70mm


70mm


70mm

6 PC-6 5.200 1 x 0.9 10.40 5.30 Masonry structure. Vegetation

Growth, Pipe Thickness = 70mm

7 PC-7 6.400 1 x 1 10.50 5.60 Masonry structure. Pipe Thickness =

110mm

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Sr.

No

Culvert

No

Existing

Chainage

(km)

Span

Arrangement

Existing

(in M)

Total

Length

(m.)

Carriageway

Width

(Existing)

(in m.)

Remarks


70mm


70mm


70mm


30mm


30mm


70mm


30mm


30mm

16 PC-16 13.400 1 x 1.2 11.90 5.50 RCC structure. Pipe Thickness =

70mm

17 PC-17 14.000 1 x 1.2 11.50 5.50 RCC structure. Pipe choke up


100mm

19 PC-19 19.900 1 x 0.9 9.90 8.60 Rack structure. Vegetation Growth,

Pipe Thickness = 100mm

20 PC-20 19.950 1 x 0.6 9.90 9.80 Rack structure. One side pipe is

deteriorated completely

21 PC-21 20.500 1 x 0.6 9.90 9.80 Rack structure. Pipe choke up

22 PC-22 20.800 1 x 1 12.10 6.00 Rack structure. pipe cracked


24 PC-24 34.100 2 x 0.9 10.50 7.30 PCC structure. Pipe Thickness =

30mm


30mm

26 PC-26 36.400 3 x 1 11.80 7.40 PCC structure. Vegetation growth,


27 PC-27 36.900 2 x 1 10.10 7.00 PCC structure. Pipe Thickness =

70mm


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Sr.

No

Culvert

No

Existing

Chainage

(km)

Span

Arrangement

Existing

(in M)

Total

Length

(m.)

Carriageway

Width

(Existing)

(in m.)

Remarks

30mm


30mm


30mm


30mm, Extra Pipe Culvert on rough

road


30mm, Major Cracks

33 PC-33 49.000 2 x 1.2 9.00 6.70 Masonry structure. Right side wall =

27.6, L.S.W = 12.6m


30mm


70mm


30mm, Poor Condition with

vegetation growth


30mm, Poor Condition with

vegetation growth


30mm


30mm


30mm


30mm


30mm


30mm


30mm,


30mm

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Sr.

No

Culvert

No

Existing

Chainage

(km)

Span

Arrangement

Existing

(in M)

Total

Length

(m.)

Carriageway

Width

(Existing)

(in m.)

Remarks


30mm


30mm


30mm


30mm


70mm


30mm


30mm


30mm


30mm


30mm


30mm


30mm


30mm


30mm


30mm


30mm


30mm, Bhivur Junction


30mm, Bhivur Junction


30mm

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Sr.

No

Culvert

No

Existing

Chainage

(km)

Span

Arrangement

Existing

(in M)

Total

Length

(m.)

Carriageway

Width

(Existing)

(in m.)

Remarks


30mm


30mm


70mm


30mm


30mm


30mm, Black Cotton Soil


30mm, Near Aswale wadi KVA

Station

72 PC-72 72.80 2 x 0.9 10.00 7.00 Masonry structure. Pipes choke up,

covered with vegetation

73 PC-73 72.90 1 x 0.9 10.00 7.00 Masonry structure. Very Poor, MSEB

KVA near Station


30mm

75 PC-75 74.100 1 x 0.9 10.00 7.00 Masonry structure. One side is

Closed, Pipe Thickness = 30mm


30mm


30mm


30mm


30mm, Right side drainage work in

progress


30mm


30mm, one side choke up, Built up on

culvert


30mm

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Sr.

No

Culvert

No

Existing

Chainage

(km)

Span

Arrangement

Existing

(in M)

Total

Length

(m.)

Carriageway

Width

(Existing)

(in m.)

Remarks


30mm


30mm

85 PC-85 77.700 1 x 0.9 10.00 7.80 Masonry structure. Pipe choke up

86 PC-86 78.600 1 x 0.9 10.00 7.00 Masonry structure. Pipe choke up,

Very Poor state


30mm, Covered with vegetation

88 PC-88 79.200 1 x0.9 10.00 7.00 Masonry structure. Pipe Thickness =

30mm, Pipe choke up


30mm, Pipe choke up


30mm, Broken Pipe

91 PC-91 79.800 2 X 0.9 9.00 7.00 Masonry structure. Pipe Thickness =

30mm


30mm

93 PC-93 81.200 1 x 1.0 9.00 6.20 Masonry structure. Poor Conditions

in Built up area of Kokrud covered

with vegetation

a) List of slab/ box culverts

Table 2-6: Slab Culvert in Project Stretch from Vita to Kokrud

Sr.

No

Culvert

No

Name

Of

River

Existing

Chainage

(km)

Span

Arrangement

Existing

(in m.)

Total

Length

(in m.)

Carriageway

Width

(Existing)

(m)

Remarks

1 SC-01 Canal 11.500 1 x 5.5 6.00 11.7

RCC /PCC

substructure &

RCC

superstructure

2 SC-02 Canal 15.000 1 x 4.3 5.00 7.2

Masonry

substructure &

RCC

superstructure

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Sr.

No

Culvert

No

Name

Of

River

Existing

Chainage

(km)

Span

Arrangement

Existing

(in m.)

Total

Length

(in m.)

Carriageway

Width

(Existing)

(m)

Remarks

3 SC-03 Canal 16.700 1 x 5.7 6.00 10.9

RCC /PCC

substructure &

RCC

superstructure

4 SC-04 Stream 37.100 1 x 5.5 5.90 9.8

Masonry

substructure &

RCC

superstructure

5 SC-05 Stream 49.100 1 x 0.8 1.20 7.2

Masonry

substructure &

RCC

superstructure

6 SC-06 Stream 50.700 1 x 0.8 1.20 7.2

RCC /PCC

substructure &

RCC

superstructure

7 SC-07 Stream 67.500 1 X 4.3 4.80 11.4

RCC /PCC

substructure &

RCC

superstructure

2.2.8 Junctions

Project road crosses many important roads. These junctions become major points of

traffic diversions and inclusions. Crossings where a National or State Highway

crosses project road is termed as Major Junction. Other crossings with minor roads

are described as Minor Junctions. Following is the list of major and minor junctions

on project road alignment. These would be developed as per specifications.

Table 2-7: Junctions in Project Stretch from Vita to Kokrud

Sr.

No

Existing

Chainage (km)

Junction

Type Side

Major/ Minor

Cross Road To

1 0.800 T Left Major Tasgaon

2 1.100 T Right Minor Advi Peth

3 2.970 T Right Minor Dhawaleshwar

4 3.245 T Left Minor Connects to vita Sangli road

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Sr.

No

Existing

Chainage (km)

Junction

Type Side

Major/ Minor

Cross Road To

5 8.065 Y Right Minor Kalambi

6 11.500 Y Right Minor Kamalpur

7 11.700 T Left Minor Wazar

8 15.350 T Left Minor Tandalwadi

9 16.145 X Both Minor LHS-Andhali RHS- Rampur

10 16.760 Y Right Minor Balavadi

11 18.100 X Both Major LHS-Tasgaon RHS-Satara

12 20.035 T Right Minor Kranti Sugar factory

13 21.780 X Both Minor LHS-Palus

RHS- Sathenagar

14 22.355 Y Left Minor Dubal Vasti

15 22.400 T Right Minor Kundal Police St.

16 23.500 T Left Major Tasgaon

17 30.785 T Right Major Karad

18 31.300 T Left Minor Takari Gaon

19 31.870 T Right Minor Banevadi

20 32.670 T Right Minor Banevadi

21 32.920 X Both Minor LHS-Gaudawadi RHS- Banewadi

22 35.875 Y Left Minor Masuchiwadi

23 36.550 T Left Minor Borgaon

24 36.760 X Both Minor LHS-Walwa RHS- Bahe

25 37.260 T Left Minor Shivajinagar

26 39.050 Y Left Minor Junekhed

27 40.120 T Right Minor Khundalapur

28 41.400 T Left Minor Walwa

29 42.140 T Right Minor Rajaram bapu bazaar

30 44.730 X Both Minor LHS-Ashta RHS- Bahe

31 46.060 Y Left Minor To NH 4

32 48.940 X Both Major LHS-Bangalore RHS- Mumbai

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Sr.

No

Existing

Chainage (km)

Junction

Type Side

Major/ Minor

Cross Road To

33 49.215 Y Right Minor Peth gaon

34 50.565 X Both Minor LHS-Chikli RHS- Surul

35 50.755 T Left Minor Jambhulwadi

36 52.880 Y Left Minor Connect to NH 4

37 53.910 X Both Minor LHS-Dhagewadi

RHS- Retre Dharan

38 55.265 T Right Minor Ozarde

39 56.130 T Right Minor Ozarde

40 60.240 T Right Minor Beldarwadi

41 60.565 X Both Minor LHS-Kapari

RHS- Red village

42 61.645 Y Left Minor Shirala Village

43 63.300 X Both Minor LHS-Kapari

RHS- Shirala village

44 65.400 X Both Minor LHS-Chikhalwadi


45 66.400 X Both Minor LHS-Chikhli


46 67.700 X Both Minor LHS-Biour


47 68.700 T Right Minor Tadawale

48 69.650 Y Right Minor Shanti nagar

49 71.000 T Left Minor Sagaon

50 74.730 T Right Minor Rile Gaon

51 75.100 Y Right Minor Rile Gaon

52 75.480 T Left Minor Shirale khurd

53 77.360 T Right Minor Mangrul

54 78.100 T Right Minor Vasahat wadi

55 82.266 T Right Major Karad

2.3 Part-B: Project Road from Kokrud Warna River to Anuskura (Km 83.70 to Km

133.4)

Various aspects of this section of project road, as discussed above, is given as under.

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2.3.1 Road Configuration

Project road in this part of stretch has varying configuration of road. From Warna

River Bridge to carriageway width is about 6.0 to 7.0m.

Figure 2-17 Carriageway width of road at km 85 near Turukwadi

More or less same road width continues up to Malkapur which at km 98. After

crossing Malkapur road width reduces to single lane configuration from 3.5 m to

4.5m.

Figure 2-18 Road width and condition after Malkapur

2.3.2 Traffic Condition

In this part of stretch from Warna River Bridge to Anuskura traffic is variable in

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stretches. Project stretch experiences moderate traffic up to Malkapur. Once road

goes past Malkapur traffic volume reduces substantially. Details of traffic analysis

are presented in separate chapter

2.3.3 Pavement Condition

Pavement condition of road varies in various parts of this stretch. Pavement is in

relatively better condition up to Malkapur. After Malkapur width of the road reduces

and condition of pavement is stressed. Pavement is damaged and wearing coat has

become fragmented.

Figure 2-19 Sound pavement Condition at km 90 before Malkapur

Pavement condition deteriorate after Malkapur and remains so for entire length of

project up to Anuskura.

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Figure 2-20 Stressed Pavement near Manjre

A key plan showing stretch wise condition of pavement is placed at Annexure-2.2 of

this report. Details engineering investigation of pavement is discussed in Chapter of

Engineering Surveys and Investigations.

2.3.4 Geometrics

In this part of project stretch project road passes through rolling and hilly terrain

barring few small isolated stretches. Hence alignment is predominantly winding.

Figure 2-21 Curve at Km 87

Figure 2-22 Sharp curve near Manjre

At quite a number of places vertical profile of road is also deficient. As can be seen

from the photo below, safe sight distance is not available at this location.

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Figure 2-23 Poor Vertical Geometry at km 119

2.3.5 Soil Strata

Project road is this part of stretch falls in rolling and hilly terrain. Soil strata consist

of weathered rock and granular material.

2.3.6 Built up Areas

Project road passes through few of built up sections. Malkapur is the only big urban

area in stretch. Others are small village. List of built up areas is given in following

table

Table 2-8: Built up areas in Project Stretch from Kokrud to Anuskura

Chainage (km) Land

use

Available

Width

Name of Built up

Sections From To

85.700 86.300 Built up 10 Turukwadi

98.400 99.600 Built up 9 Malkapur

100.500 100.800 Built up 7.4 Uchat

102.500 102.900 Built up 7.5 Parale

103.300 103.600 Built up 9 Maan

119.100 119.300 Built up 5.5 Manjare

129.200 129.400 Built up 8.1 Anuskura

2.3.7 Drainage and Structure

Project road crosses two rivers Kadavi and Kasari and many small streams on the

way. Since stretch falls in hilly terrain there are large numbers of culverts crossed

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drainage of water from hill side to valley side.

There is only 1 major bridge, 9 minor bridges and 148 culverts. The major bridge is

constructed over river Kadavi. The condition of the major bridge on Kadavi river is

good and has a width of 8m. Bridge is constructed in masonry substructure and RCC

superstructure.

Figure 2-24 Bridge on Kadavi river near Malkapur at Km 96.500

Most of the minor bridges are masonry structures and in good condition. 7 Minor

bridges are in good condition and having width more than 7.50m are proposed to be

retained. 2 Minor bridges which have more than 30m length are not included in the

scope of this package. Many of the culverts are masonry construction and in good

condition. Culvert railings are damaged at most of places and at few locations pipes

are choked.

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PWD - MAHARASHTRA




Figure 2-25 Bridge on Kasari river near Anuskura at Km 124.100

Following tables provide details of existing major bridges, minor bridges and

culverts.

Major Bridges

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Table 2-9: Major Bridge in Project Stretch from Kokrud to Anuskura

Sr.

No Bridge

No Name of

River

Bridge Location

/ Chainage

Span Arrangement

Existing (m)

Total Length

(m)

Carriageway

Width (Existing)

(in m.)

Remarks

1 MJB-04 Kadavi 96.500 9 x 12.10m 118.80 7.50 Masonry substructure &

RCC superstructure

Minor Bridges

Table 2-10: Minor Bridge in Project Stretch from Kokrud to Anuskura

Sr.

No Bridge

No Name of

River

Existing

Bridge

Location

/ Chainage

Span

Arrangement

Existing

(in M)

Total

Length

(m)

Carriagewa

y Width

(Existing)

(in m.)

Remarks

1 MNB-14

Turukwa

di

Canal

84.900 1X9.1 9.60 12.20 RCC /PCC substructure &

RCC superstructure

2 MNB-15 Stream 100.400 1X5.6 6.70 12.00 RCC /PCC substructure &

RCC superstructure

3 MNB-16 Shali

River 102.000 7X4.8 51.10 9.70

Masonry substructure &

RCC superstructure

4 MNB-17 Stream 113.300 4X3.4 20.00 8.50 Masonry substructure &

RCC superstructure


RCC superstructure


RCC superstructure


RCC superstructure

8 MNB-21 Stream 119.900 2 X 3.2 7.00 7.6 Masonry substructure &

RCC superstructure

9 MNB-22 Kasari

River 124.100 6X6.3 54.60 8.30

Masonry substructure &

RCC superstructure

Culverts

A) Pipe culverts

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Table 2-11: Pipe Culvert in Project Stretch from Kokrud to Anuskura

Sr.

No

Culvert

No Chainage

Span

Arrangement

Existing

(in M)

Total

Length

(m.)

Carriageway

Width

(Existing)

(in m.)

Remarks

1 PC-94 83.20 3x0.90 10.70 6.00

PCC structure. Pipe Thickness =

30mm, Poor Condition, Pipe

choke up, covered with

vegetation

2 PC-95 83.70 5x1.00 11.00 6.00

Masonry structure. Pipe

Thickness = 30mm, Poor

Condition, Right side Pipe choke

up, covered with vegetation

3 PC-96 84.10 1 x 0.90 11.30 7.00 Masonry structure. Pipe

thickness = 30mm

4 PC-97 84.60 3x0.90 10.50 7.20


thickness = 30mm, Very Poor

Condition, covered with RCC

Drain

5 PC-98 85.30 1x0.90 10.80 6.50 Masonry structure. Pipe

thickness = 30mm, Retaining

wall + Single pipe

6 PC-99 85.50 1x0.90 15.10 10.20 PCC structure. Pipe thickness =

30mm,


thickness = 30mm


thickness = 30mm, Broken

Head wall


thickness = 30mm

10 PC-103 86.100 1x0.90 10.50 5.70 Masonry structure. One side

pipe is broken Pipe thickness =

30mm

11 PC-104 86.300 1x0.90 9.80 5.20 Masonry structure. Half Broken,

Pipe thickness = 30mm


thickness = 30mm


thickness = 70mm


thickness = 70mm


thickness = 70mm

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Sr.

No

Culvert

No Chainage

Span

Arrangement

Existing

(in M)

Total

Length

(m.)

Carriageway

Width

(Existing)

(in m.)

Remarks


thickness = 30mm, Pipe Choke

up


thickness = 30mm


thickness = 30mm


thickness = 30mm


thickness = 30mm


thickness = 30mm



up


thickness = 30mm



up


thickness = 70mm,


thickness = 30mm,


thickness = 30mm,


thickness = 30mm


thickness = 30mm


thickness = 70mm,


thickness = 70mm, Pipe Broken


thickness = 70mm, Pipe Broken


thickness = 30mm

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Sr.

No

Culvert

No Chainage

Span

Arrangement

Existing

(in M)

Total

Length

(m.)

Carriageway

Width

(Existing)

(in m.)

Remarks


thickness = 30mm


thickness = 30mm, Pipe Buried

in Soil and Poor Condition


thickness = 30mm, Pipe Buried

in Soil and Poor Condition


thickness = 30mm


thickness = 30mm, Covered

with vegetation



with vegetation


thickness = 30mm



up


thickness = 30mm, left side pipe

broken


thickness = 30mm


thickness = 30mm, Left hand

side - Broken Wall



up



up



up



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Sr.

No

Culvert

No Chainage

Span

Arrangement

Existing

(in M)

Total

Length

(m.)

Carriageway

Width

(Existing)

(in m.)

Remarks

up

49 PC-142 95.800 1x0.90 11.00 7.00 Masonry structure. Pipe Choke

up


thickness = 30mm, Near N.D.

Patil School Malkapur


thickness = 30mm, Nala in Built

up area of Malkapur Peth

52 PC-145 97.600 2x0.90 9.80 7.60


thickness = 30mm, Nala in Built

up area, Covered with

vegetation

53 PC-146 97.800 1x0.90 10.20 5.60 PCC structure. Pipe Choke up


30mm, Covered with vegetation


thickness = 30mm, Down

Stream Can’t measure


thickness = 30mm



30mm


Thickness = 30mm


Thickness = 70mm


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm

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Sr.

No

Culvert

No Chainage

Span

Arrangement

Existing

(in M)

Total

Length

(m.)

Carriageway

Width

(Existing)

(in m.)

Remarks


Thickness = 70mm


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm


Thickness = 70mm

70 PC-163 108.900 4 x 1.20 10.10 6.00


Thickness = 70mm, Pipe Choke

up (Reinforcement of pipe

exposed)



up


Thickness = 30mm


Thickness = 70mm


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm

80 PC-173 114.200 2x0.90 6.40 3.70



condition of pipe on both sides,

soil filled inside

81 PC-174 114.300 1x.0.90 11.40 6.00 Masonry structure. Pipe

Thickness = 30mm

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Sr.

No

Culvert

No Chainage

Span

Arrangement

Existing

(in M)

Total

Length

(m.)

Carriageway

Width

(Existing)

(in m.)

Remarks


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm

87 PC-180 116.000 1x0.90 9.30 4.50


Thickness = 30mm,

Downstream pipe filled with

red soil


Thickness = 30mm


Thickness = 30mm

90 PC-183 116.600 1 x 0.90 8.60 3.70 Masonry structure. Pipe Choke

up


Thickness = 30mm


Thickness = 30mm, Red Soil

ONLY



ONLY



ONLY


Thickness = 70mm


Thickness = 100mm


Thickness = 30mm


Thickness = 70mm

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Sr.

No

Culvert

No Chainage

Span

Arrangement

Existing

(in M)

Total

Length

(m.)

Carriageway

Width

(Existing)

(in m.)

Remarks


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm


Thickness = 70mm


Thickness = 30mm


Thickness = 30mm

105 PC-198 121.20 1x0.9 9.30 4.80


Thickness = 30mm, Very Poor

condition of pipe broken at

several Places


Thickness = 70mm


Thickness = 30mm


Thickness = 30mm


Thickness = 70mm


Thickness = 30mm


Thickness = 70mm


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm

115 PC-208 123.100 1x0.90 8.80 4.00


Thickness = 30mm, Pipe on

downstream covered with

vegetation

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PWD - MAHARASHTRA




Sr.

No

Culvert

No Chainage

Span

Arrangement

Existing

(in M)

Total

Length

(m.)

Carriageway

Width

(Existing)

(in m.)

Remarks


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm



up


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm

123 PC-216 125.100 1 x 0.90 9.10 5.20 Masonry structure. Pipe Choke

up


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm



up


Thickness = 70mm


Thickness = 30mm


Thickness = 30mm


Thickness = 70mm

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Sr.

No

Culvert

No Chainage

Span

Arrangement

Existing

(in M)

Total

Length

(m.)

Carriageway

Width

(Existing)

(in m.)

Remarks

134 PC-227 127.400 1x0.90 9.00 3.80 Masonry structure. Near

Sahyadri School Anuskura Pipe

Thickness = 30mm


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm

B) List of slab/ box culverts

Table 2-11: Slab Culvert in Project Stretch from Kokrud to Anuskura

Sr.

No

Culvert

No

Name

of

River

Chainage

Span

Arrangement

Existing

(in m.)

Total

Length

(in m.)

Carriageway

Width

(Existing)

(in m.)

Remarks

1 SC-08 Stream 84.200 1 x 4.7 5.50 11.4 Masonry substructure &

RCC superstructure

2 SC-09 Stream 98.600 1 x 4.7 5.40 7.8 RCC /PCC substructure &

RCC superstructure


RCC superstructure


RCC superstructure


RCC superstructure

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Sr.

No

Culvert

No

Name

of

River

Chainage

Span

Arrangement

Existing

(in m.)

Total

Length

(in m.)

Carriageway

Width

(Existing)

(in m.)

Remarks


RCC superstructure

2.3.8 Junctions

Project road crosses many important roads. These junctions become major points of

traffic diversions and inclusions. Crossings where a National or State Highway

crosses project road is termed as Major Junction. Other crossings with minor roads

are described as Minor Junctions. Following is the list of major and minor junctions

on project road alignment. These would be developed as per specifications.

Table 2-12: Junction in Project Stretch from Kokrud to Anuskura

Sr.

No.

Existing

Chainage

(km)

Junction

Type Side

Major/

Minor Cross Road To

1 84.355 T Left Major Kolhapur

2 86.100 T Left Minor Turukwadi

3 90.600 T Left Minor Ameni

4 92.400 T Right Minor Altur

5 97.280 X Both Minor LHS-Gadewadi

RHS- Kadave

6 97.500 T Left Minor Gadewadi

7 98.680 Y Right Major Amba


9 110.876 T Right Minor Vishalgad

10 118.450 T Right Minor Vishalgad


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PWD - MAHARASHTRA




CHAPTER 3

TRAFFIC SURVEYS AND ANALYSIS

3.1 General

Following figure depicts the location of project road alignment in regional context.

Figure 3-1 Location of Project Road in Regional Transportation Network

Project road alignment from Vita to Anuskura runs in East-West direction for all

practical purpose.

It can be observed from above that project alignment from Vita to Anuskura runs like

a feeder road to three very important National Highways which provide important

North- South Connectivity in region. These are

1. NH-4- Connecting Mumbai to Bangalore (Karnataka) and then to South. It has

been widened to four lane in most part of its alignment. This is main North –

South Connectivity in Region.

2. NH-66 (Old NH-17) – Mumbai Goa Highway. NH-66 runs parallel to west coast

line in Konkan region and connects Mumbai to Goa and then down south in

Kerala. It has been four laned in some parts of alignment but majority of length is

still two lanes. There are issues of land and clearances in various parts of

alignment in State of Maharashtra, Goa and Kerala. The road has many

bottlenecks and notorious for high number of fatal road accidents.

Currently private / state transport service vehicles form Ratnagiri, Rajapur, Oras,

Goa travel via Amba Ghat to Kolhapur and take NH-4 to reach Pune & Mumbai

82

PWD - MAHARASHTRA




due to poor condition of NH-66. Part of this traffic will divert on PN-10 to get

access to NH-4.

3. NH-204 - This National Highway connects Ratnagiri, Kolhapur, Miraj, Solapur,

Latur, Nanded, Yavatmal, Wardha and Nagpur. It entirely runs within

Maharashtra. Its stage wise Four laning is in progress under national highway

mega projects for upgradation to 4-lane standard.

Upgradation of Project road (SH-150) would improve the connectivity of area to

these main arterial roads and boost various socio-economic activities. It will also

integrate the regional network for improving overall network efficiency.

Following can be listed as the important gains from upgradation of project road from

Vita to Anuskura (Anuskura to Pawas is being taken up in another package)

• Better connectivity of Konkan region to Western Maharashtra

• Additional link between NH66 to AH-47

• Additional link to proposed National Highway from Ratnagiri to Nagpur

• Will reduce traffic burden on Amba Ghat section. Traffic towards south

Konkan region i.e. Rajapur, Oras, Kankawali will divert from Amba Ghat.

• Will reduce distance for Goods Traffic from Vijaydurg Seaport to AH-

47/western Maharashtra

• Will facilitate better alternate route to Tourism traffic of part of Satara,

Sangli & Kolhapur district to Pavas, Tarkarli, Kunkeshwar, Oras

Upgradation of project road will also boost the connectivity to following important

places in region.

Pavas, Kunkeshwar and Shirala - Holi places of Hindu religion where large

number of religious tourists gather during festive seasons.

Rajapur - Major town connecting to interior of Konkan (Purnagad, Ambolgad,

Vijaydurg & Devgad) from NH-66

Oras - District capital of Sindhudurg

Devgad - Farming hub of Mangoes famous as “Devgad Hapus”.

Traffic is demand part of any road project. End user of project road is primarily

traffic. Thus, it is very important to understand various parameters of traffic demand.

These parameters can be listed as under

• Traffic Volume

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PWD - MAHARASHTRA




• Variations (Daily and Hourly)

• Modal Split of traffic

• Turning movements at junctions

• Origin and destination pairs

These parameters have direct influence on design, maintenance and operation of the

project road. Therefore, as a part of preparation of Detailed Project Report for

widening and strengthening of road from Vita to Anuskura (km 0.000 to km

133.400) traffic studies have been conducted to capture above traffic parameters and

characteristics. The following sections of this chapter describe methodology and

results of the traffic studies that shall form part of inputs detailed design and

economic evaluation of the proposed design for the project road.

This chapter describes various surveys conducted on project road and analysis

thereof.

The results of analysis will form the inputs for developing capacity augmentation

proposals for the project road along with design of the pavement, wayside amenities

and enhancement of other facilities, as well as economic analysis.

3.2 Homogeneous Section

During the reconnaissance survey, various parameters of project road like traffic

condition, road configuration, terrain etc. were observed. Based on these parameters

project road has been divided into following homogeneous sections.

Project road from Vita to Anuskura has been divided into two parts namely as under

Table 3-1 : Homogeneous Sections of Project Road

Sr. No.

Homogeneous Section

Length

(Km) Remarks

1 Vita to Kundal 23 Two Lane road configuration.

Medium Traffic

2 Kundal / Takari to Islampur 14 Two Lane road configuration. Sugar

factory area. High traffic

3 Peth to Malkapur 48.5 Two Lane to intermediate lane configuration. Medium Traffic.

4 Malkapur to Anuskura 35.9 Single lane configuration. Light

traffic

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These sections are depicted in following figure.

Figure 3-2 Homogeneous Sections

Following traffic surveys are conducted in each of these sections as per TOR

a) Classified Traffic Volume

b) Origin Destination Survey

c) Axle Load Survey

In addition to above speed delay and roughness survey has been done for entire

length of project road alignment.

3.3 Traffic surveys

3.3.1 Type of Traffic Surveys

Following traffic surveys have been conducted on project road at various locations:

• Classified Directional Midblock Traffic Volume Count (CVC)

• Origin and Destination Survey (OD)

• Turning Movement Count Survey (TMC)

• Axle Load

• Speed Delay

• Pedestrian Count at Built up area

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The location of surveys and formats for recording data were identified and prepared

in accordance with guidelines provided in IRC-SP-19-2001 - Manual for Survey,

Investigation and Preparation of Road Projects.

The same where submitted to client for their reference and necessary approval.

3.3.2 Traffic Surveys: Selection of Locations

In order to fix the traffic survey locations, the Consultant team made a detailed

reconnaissance along the project road and adjoining areas prior to start of survey.

The locations of the traffic surveys were selected on the basis of the existing road

network. The location was also selected on the basis of the following criteria:

3.3.3 Location of Classified Directional Midblock Count

• The station is representative of the related homogeneous traffic section

• It is outside urban and local influence area

• It has good visibility

• Away from any potential disturbance

• There is adequate space for establishing the count station at a safe distance

from vehicle path.

3.3.4 Location of Traffic Origin – Destination Survey

• The station is representative of the related homogeneous traffic section

• It is outside urban and local influence area

• It has good visibility

• It has sufficient space to stop vehicle for road side interview without

disturbing existing traffic on the road.

3.3.5 Location of Turning Movement Survey

Location of turning movement survey was selected at major junction

3.3.6 Traffic Surveys Locations

As discussed previously Classified Volume Count (CVC), Origin & Destination and

Axle load survey were done at all four homogeneous sections. Based on the criteria

discussed in previous sections Survey locations were selected as. Following table

gives details of survey locations.

86

PWD - MAHARASHTRA

Consultancy Services for preparation of Detailed Project Report for Widening/ Strengthening / Raising including design of bridges / CD works of Vita Peth Malkapur Anuskura Satavali Pavas SH-150

(Section District Border to Anuskura District Border)


Table 3-2 : Traffic Survey Locations

Survey Type

Location 1

Location 2

Location 3

Location 4

Location 5

Location 6

Location 7

CTV

After Junction with Satara -

Tasgaon road near km 18

After Borgaon near Km 38

Just Before Start of Shirala Bypass

at km 61

Before Manjre Village near Km

117

Turning

Movement

Start point Junction Vita at

km 1.5

Junction at Km 18. with Satara

Tasgaon Road

KM 23. Junction with Karad

Tasgaon Road Kundal

Km 31. Junction with Karad

Tasgaon Road at Takari

Km 49. Peth Junction, With

NH-4

Km 81, Kokrud Junction

Km 97.5 Junction with Ambaghat road (NH-204)

first junction after Kadvi river bridge

Origin -

Destination





at km 61


117

Axle Road





at km 61

At Malkapur junction km 98


117

Locations of above surveys are depicted in following figure.

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PWD - MAHARASHTRA




Figure 3-3 Traffic Survey Locations

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PWD - MAHARASHTRA




3.4 SURVEY METHODOLOGY

All surveys have been done as per guideline provided in TOR and IRC-SP-19-2001 -

Manual for Survey, Investigation and Preparation of Road Projects. Care has been

taken to collect strong representative sample of traffic survey.

3.4.1 Classified Traffic Volume Counts, OD, Axle & TMC

In the homogeneous section mentioned heretofore, a midblock count survey was

conducted continuously for 15 consecutive days and 24 hours a day as per Terms of

Reference (TOR). The survey was conducted by ATCC system of Pneumatic Tube

Detector. In this method traffic is counted automatically based on air pressure pulse

which is created when an axle passes over the tube which is connected to ATCC

machine. These surveys were supported by manual surveys as well.

Traffic survey is then classified on the basis of gap in air pressure pulse.

Other surveys like Origin- Destination, Turning Movement, Axle Load were done

with conventional method using manual enumerators. Police assistance was obtained

for OD and Axle load survey for which stoppage of vehicle in required.

Following photographs illustrate various traffic surveys being done on field.

Figure 3-4 TMC at various locations

Figure 3-5 OD Survey at various locations

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PWD - MAHARASHTRA




Figure 3-6 Axle Load Survey in progress at various locations

Figure 3-7 CVC Survey by ATCC machine

Figure 3-8 BBD Survey at various locations

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PWD - MAHARASHTRA




In case of manual surveys the enumerators were deployed in shifts. The count data

were recorded at 15-minute intervals for each vehicle group in each direction. The

counting was done as per the vehicle classification system provided in Table below.

Table 3-3 : Vehicle classification system

Motorized Traffic Non-Motorized Traffic

2-Wheeler Bi-Cycle

3-Wheeler Cycle-Rickshaw

Passenger Car Animal Drawn Vehicle (ADV)

Utility Vehicle (Jeep, Van etc.) Hand Cart

Other Motorized Vehicle

Bus Mini Bus

Standard Bus

LCV LCV – Passenger

LCV – Freight

Truck MCV 2-Axle Rigid Chassis

HCV 3 – Axle Rigid Chassis

MAV Semi – Articulated

Articulated

Collected data was scrutinized for errors and omissions and same was sanctified

before taking as input to Analysis

3.5 Survey Schedule

Traffic Surveys were carried out as per the specifications and guidelines provided in

TOR. Following table provides schedule of traffic survey.

Figure 3-9 Roughness Survey by Bump integrator

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PWD - MAHARASHTRA




Table 3-4 : Traffic Survey Schedule

Name of

Survey Location of survey

Period of Survey From To

CVC At Km 18, Km38, Km 61, Km 117 30-03-2017 18-04-2017

OD At Km 18, Km38, Km 61, Km 100, Km 117 05-04-2017 08-04-2017

TMC Km 0.9 at Vita, Km 18 Tasgaon- Satara Road, Km 23 Kundal Phata, Km 31 Takari Phata, Km

45 Peth Naka, Km 98 Malkapur 27-03-2017 01-04-2017

Axle Load At Km 18, Km38, Km 61, Km 117 05-04-2017 07-04-2017

3.6 DATA ANALYSIS – CLASSIFIED TRAFFIC VOLUME COUNT

Location wise traffic analysis is presented in following sections.

3.6.1 Daily Variation of Traffic

The daily variations of traffic volume are presented in figure below. It can be

observed that day to day variation in traffic numbers is not high. This reflects typical

rural highway phenomenon.

Figure 3-10 Daily Variation of Traffic at km 18


3346

4345

5238

8453

61606627

6114

3091

40064734

7678

5692 5814 5657

2870

100

1100

2100

3100

4100

5100

6100

7100

8100

9100

No

. o

f V

eh

icle

s

Day

101889646 9344 9718

80777147

1134610841

8531 8440 8622

7258 7295

100309129

100

2100

4100

6100

8100

10100

12100

No

. o

f V

eh

icle

s

Day

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It can be observed that except at Km 18, there is little variation in daily traffic. It shows

primarily rural set up in project road vicinity.

3.6.2 Hourly Distribution of Traffic

Hourly traffic volume for 24 hours was plotted to understand the hourly variation of

the traffic on the stretch. The same is presented in table given below.

8114 78867443

78667163 7095

6144

7489 72916863

72686643 6549

6022

7180

100

1100

2100

3100

4100

5100

6100

7100

8100

9100

No

. o

f V

eh

icle

s

Day

777

660

770 776

852

752

867904

732764 768

844

752

853899

100

200

300

400

500

600

700

800

900

1000

No

. o

f V

eh

icle

s

Day

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Table 3-5 : Hourly Variation of Traffic @ Km 18

Time Day 1 Day 2 Day 3 Day 4 Day 5 Day 6 Day 7 Day 8 Day 9 Day

10 Day 11

Day

12 Day

13 Day

14 Day

15 Average

08 - 09 177 242 201 572 344 231 289 156 211 176 492 297 200 253 181 268

09 - 10 223 336 248 550 498 106 280 223 336 248 550 498 106 280 198 312

10 - 11 238 275 318 282 239 133 453 210 241 282 247 211 118 399 164 254

11 - 12 285 286 201 311 343 55 452 307 311 223 339 372 64 487 373 294

12 - 13 174 281 214 533 342 60 410 195 319 243 600 386 74 457 179 298

13 - 14 144 271 178 480 336 45 364 134 249 165 439 307 42 336 156 243

14 - 15 160 299 162 412 365 49 308 196 353 192 487 430 61 363 159 266

15 - 16 175 279 130 565 369 47 350 220 343 161 685 451 63 426 218 299

16 - 17 183 303 162 499 300 50 525 166 276 150 454 276 49 479 145 268

17 - 18 229 266 208 636 683 52 694 198 231 180 548 587 47 596 156 354

18 - 19 229 143 235 632 556 111 527 141 90 144 375 332 70 314 121 268

19 - 20 206 105 215 418 438 207 384 181 86 172 360 400 184 350 148 257

20 - 21 175 408 262 423 167 447 158 92 207 137 216 88 227 85 77 211

21 - 22 131 391 312 338 170 457 109 116 339 271 292 148 395 97 108 245

22 - 23 83 130 303 363 112 591 109 65 101 231 277 87 449 87 75 204

23 - 00 74 45 204 139 101 574 67 62 38 167 115 84 465 57 54 150

00 - 01 34 20 154 254 71 518 55 31 24 164 238 68 485 55 38 147

01 - 02 16 31 181 103 69 404 51 16 29 159 91 62 349 46 23 109

02 - 03 14 8 121 113 74 605 54 20 14 138 128 88 656 64 18 141

03 - 04 18 11 171 91 62 430 67 18 11 163 87 58 414 63 15 112

04 - 05 24 22 214 132 94 328 56 24 21 198 118 84 301 51 24 113

05 - 06 45 30 346 128 114 392 64 44 29 311 119 105 351 61 37 145

06 - 07 103 62 227 155 154 401 124 87 53 199 124 129 335 105 87 156

07 - 08 206 101 271 324 159 334 165 189 94 260 297 144 309 147 116 208

Total 3346 4345 5238 8453 6160 6627 6115 3091 4006 4734 7678 5692 5814 5658 2870

94

PWD - MAHARASHTRA






10 Day 11

Day

12 Day

13 Day

14 Day

15 Average

08 - 09 37 557 523 515 493 258 605 232 463 346 427 408 283 507 194 390

09 - 10 32 610 590 614 592 289 726 200 522 466 525 505 344 619 179 454

10 - 11 36 729 692 697 660 363 837 202 651 539 621 587 426 745 181 531

11 - 12 242 664 695 671 711 383 752 297 807 720 817 863 647 912 363 636

12 - 13 632 648 620 656 652 366 725 625 637 533 644 640 498 700 627 614

13 - 14 381 639 615 635 623 331 678 274 454 460 454 445 289 488 201 464

14 - 15 460 586 576 661 606 305 714 476 605 631 677 623 458 732 497 574

15 - 16 552 581 556 553 526 326 603 585 614 658 586 558 446 643 624 561

16 - 17 572 584 568 556 613 356 644 466 471 498 449 498 350 522 382 502

17 - 18 623 634 609 682 390 474 681 562 566 629 605 321 403 604 513 553

18 - 19 669 696 640 674 387 751 734 471 490 533 475 270 530 515 335 545

19 - 20 668 676 657 683 357 704 686 516 519 557 524 262 542 529 401 552

20 - 21 550 556 577 569 300 673 627 405 415 480 422 243 501 475 306 473

21 - 22 540 441 404 460 236 518 558 435 367 375 384 180 432 444 355 409

22 - 23 469 282 265 299 174 435 505 454 276 306 292 167 425 487 440 352

23 - 00 419 160 130 128 110 250 352 338 129 125 103 90 200 283 273 206

00 - 01 415 92 76 77 95 58 157 382 87 88 75 90 94 149 352 152

01 - 02 404 37 27 29 36 32 67 425 39 28 31 36 59 62 450 117

02 - 03 428 18 22 21 28 19 41 489 25 14 31 37 58 55 557 123

03 - 04 412 11 15 17 24 21 25 349 11 8 16 20 36 23 297 86

04 - 05 317 30 31 30 34 25 36 347 33 26 36 37 40 40 380 96

05 - 06 325 26 27 47 38 24 62 370 30 18 42 35 30 43 437 104

06 - 07 467 92 110 116 97 49 163 371 81 101 103 87 52 151 305 156

07 - 08 538 297 319 328 295 137 368 477 239 301 283 256 152 302 480 318

Total 10188 9646 9344 9718 8077 7147 11346 9748 8531 8440 8622 7258 7295 10030 9129

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PWD - MAHARASHTRA






10 Day 11

Day

12 Day

13 Day

14 Day

15 Average

08 - 09 499 582 531 563 531 461 450 522 605 551 585 547 484 442 595 530

09 - 10 530 500 444 462 484 431 418 519 501 445 462 485 423 441 461 467

10 - 11 522 487 483 493 408 401 425 515 479 475 483 403 402 408 626 467

11 - 12 548 494 468 542 390 426 379 567 516 484 566 399 437 408 555 479

12 - 13 563 554 501 522 461 457 386 498 488 440 464 408 409 361 503 468

13 - 14 622 594 609 544 507 346 442 511 489 501 447 418 289 410 511 483

14 - 15 602 571 476 513 522 458 375 704 669 553 602 613 535 423 711 555

15 - 16 513 482 422 500 449 490 327 526 501 439 518 464 504 350 495 465

16 - 17 432 299 306 336 305 334 221 350 245 250 275 252 278 202 299 292

17 - 18 327 236 203 229 229 258 156 314 227 194 220 220 246 156 329 236

18 - 19 214 139 136 126 160 202 100 161 106 104 98 121 149 95 134 136

19 - 20 84 63 64 87 102 92 47 81 62 63 83 100 85 54 67 76

20 - 21 38 31 33 49 51 42 29 30 25 27 40 41 37 26 26 35

21 - 22 16 21 23 31 37 20 28 16 20 23 31 36 20 28 16 24

22 - 23 20 13 11 20 36 22 39 20 13 11 20 36 22 39 31 24

23 - 00 26 23 28 32 48 25 25 24 22 26 29 42 22 25 28 28

00 - 01 26 42 33 23 32 47 31 23 37 29 22 27 43 31 27 32

01 - 02 56 70 75 57 62 82 53 49 62 67 51 55 69 52 57 61

02 - 03 146 189 246 199 195 194 161 163 207 267 221 218 219 169 159 197

03 - 04 262 327 305 302 285 292 246 212 261 247 245 232 237 226 179 257

04 - 05 405 468 441 421 422 422 373 353 406 388 366 366 368 372 307 392

05 - 06 560 586 580 626 465 555 479 444 465 461 499 373 442 433 348 488

06 - 07 585 551 513 581 477 549 514 491 460 431 484 401 456 496 403 493

07 - 08 521 564 512 608 505 489 440 399 425 387 457 386 373 375 316 450

Total 8117 7886 7443 7866 7163 7095 6144 7492 7291 6863 7268 6643 6549 6022 7183

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PWD - MAHARASHTRA






10 Day 11

Day

12 Day

13 Day

14 Day

15 Average

08 - 09 71 64 57 60 59 54 64 67 72 58 57 59 54 62 66 62

09 - 10 54 41 62 64 63 67 72 70 43 61 63 62 65 71 68 62

10 - 11 78 59 78 78 80 80 83 78 67 82 83 84 87 88 83 79

11 - 12 73 70 59 70 72 69 78 64 71 58 67 69 66 75 62 68

12 - 13 58 43 62 55 43 57 68 71 44 56 50 41 54 63 66 55

13 - 14 90 40 59 67 63 81 87 78 51 60 67 66 78 83 77 70

14 - 15 40 58 38 50 80 57 48 73 73 44 57 89 64 54 83 61

15 - 16 46 45 52 57 85 58 52 59 48 50 53 78 54 49 55 56

16 - 17 53 43 59 72 58 51 48 62 42 53 65 52 48 46 57 54

17 - 18 42 30 57 41 45 46 55 49 36 61 44 44 45 54 49 47

18 - 19 47 34 67 30 51 33 44 40 34 59 28 47 31 41 37 42

19 - 20 32 25 24 39 29 33 27 44 26 23 36 26 32 27 41 31

20 - 21 17 11 22 19 16 19 22 16 14 24 23 19 23 27 19 19

21 - 22 12 13 11 14 16 12 7 16 15 11 14 16 12 7 16 13

22 - 23 4 14 2 5 16 3 23 15 16 3 7 19 4 26 18 12

23 - 00 4 7 5 5 8 8 3 6 10 7 6 11 10 4 10 7

00 - 01 4 6 0 3 3 3 10 8 9 0 5 3 5 12 11 5

01 - 02 1 2 4 0 4 0 5 5 3 4 0 5 0 6 5 3

02 - 03 0 1 1 2 2 0 3 2 2 1 2 2 0 3 2 2

03 - 04 4 2 2 1 1 0 0 1 3 2 1 1 0 0 1 1

04 - 05 2 0 1 0 0 0 0 0 0 2 0 0 0 0 0 0

05 - 06 1 0 1 2 1 1 0 5 1 1 2 1 1 0 5 1

06 - 07 8 9 5 9 7 5 13 11 12 5 9 7 5 12 9 8

07 - 08 36 43 43 34 50 15 56 73 40 40 30 43 14 49 63 42

Total 777 660 771 777 852 752 868 913 732 765 769 844 752 859 903

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PWD - MAHARASHTRA




It can be observed that the traffic volume is high during day time while it reduces in

the night hours. Traffic movement is resumed from 6 am in the morning. This is also

a typical rural road traffic pattern.

Figure 3-14 Hourly Variation at Km 18


268

312

254

294298

243

266

299

268

354

268257

211

245

204

150147

109

141

112113

145156

208

0

50

100

150

200

250

300

350

400

Tra

ffic

(

No.)

Time

390

454

531

636614

464

574561

502

553545552

473

409

352

206

152117123

86 96 104

156

318

0

100

200

300

400

500

600

700

Tra

ffic

(

No

.)

Time

98

PWD - MAHARASHTRA






Based on above graphs it was observed that there is no well-defined peak. Traffic

reduces considerably in night. This also a rural pattern which project road is

following.

3.6.3 Traffic Composition

Composition of traffic in terms of modes of vehicles is important characteristic of

traffic.

Composition of traffic as observed at the count stations are presented below. It may

be observed that out of total traffic (vehicles), two-wheeler has highest share as a

single entity at all locations. Car traffic forms about 18 to 25% of the total traffic.

Share of commercial vehicles (LCV, 2-Axle and Multi axle vehicles) is low at km 18

and 38 but it is high at location km 61 and km 117. At km 117 share of commercial

traffic is as high as 49%. Following graph depict modal share of vehicles on project

530

467467479468483

555

465

292

236

136

7635 24 24 28 32

61

197

257

392

488493450

0

100

200

300

400

500

600

Tra

ffic

(

No

.)

Time

62 62

79

68

55

70

6156 54

4742

31

19

13 127 5

3 2 1 0 1

8

42

0

10

20

30

40

50

60

70

80

90

Tra

ffic

(

No

.)

Time

99

PWD - MAHARASHTRA




road.

Figure 3-18 Modal Split of traffic at km 18


60.3%

0.9%

24.2%

1.6%

1.2%

6.8% 2.7%

0.5%

0.3% 0.1%

0.0% 0.0%

Two Wheeler

Three Wheeler

Cars/Vans/ Jeeps

S.T. Bus

Buses

LCV

2 - AxleTrucks3 Axle Trucks

4 - 6 Axle Trucks, HCM,EME, MAVTractors

Tractors with Trailer

Cycle

Bullock/ Camel Cart

Army/ Govt Vehicles/Ambulance

66.9%

0.4%

19.4%

0.7%0.5%

5.4%1.5%

0.6%

1.6% 0.0%

0.0%0.0%

Two Wheeler

Three Wheeler

Cars/Vans/ Jeeps

S.T. Bus

Buses

LCV




Cycle

Bullock/ Camel Cart


100

PWD - MAHARASHTRA






60.9%

0.4%

15.6%

0.8%

0.5%

13.3%

3.8%

1.0%

2.1% 0.0%

0.0%0.0%

Two Wheeler

Three Wheeler

Cars/Vans/ Jeeps

S.T. Bus

Buses

LCV




Cycle

Bullock/ Camel Cart


41.2%

0.2%6.0%

0.3%2.0%

21.8%

21.0%

0.5%

5.4% 0.7%

0.3%

0.1%

Two Wheeler

Three Wheeler

Cars/Vans/ Jeeps

S.T. Bus

Buses

LCV

2 - AxleTrucks

3 Axle Trucks

4 - 6 Axle Trucks, HCM,EME, MAV

Tractors


Cycle

Bullock/ Camel Cart


101

PWD - MAHARASHTRA




3.6.4 Directional Distribution of Traffic

In normal corridors, directional distribution is balanced. Traffic on both direction is

almost equal. Deviation occurs when road network becomes part of some ring

network where one direction traffic returns by some other route. Directional split of

traffic for project road is shown as under.

Figure 3-22 Directional Distribution at km 18


Vita to Kundal60%

Kundal to Vita40%

Vita to Kundal Kundal to Vita

Vita to Islampur44%

Islampur to Vita56%

Vita to Islampur Islampur to Vita

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PWD - MAHARASHTRA






The directional distribution analysis indicated that average daily traffic is balanced

and within expected limit.

Vita to Kokrud48%

Kokrud to Vita52%

Vita to Kokrud Kokrud to Vita

Malkapur to Anuskura

50%

Anuskura to Malkapur

50%

Malkapur to Anuskura Anuskura to Malkapur

103

PWD - MAHARASHTRA




3.6.5 Average Daily Traffic

Traffic data was collected collated and checked for obvious errors and then was

computerized and analyzed using spreadsheet. Following table provides classified

average daily traffic (ADT) at respective survey locations on project road.

Table 3-9 : Average Daily Traffic (Nos) @ km 18

Passenger Vehicles

Vehicle Type ADT (No)

Two-Wheeler 3209

Three-Wheeler 50

Cars/Vans/ Jeeps 1286

S.T. Bus 87

Buses 66

Goods Vehicles

LCV 363

2 Axle Trucks 142

3 Axle Trucks 24

4 - 6 Axle Trucks, HCM, EME, MAV 17

Tractor 22

Tractors with Trailer 52

Table 3-10 : Average Daily Traffic (Nos)@ km 38

Passenger Vehicles


Two-Wheeler 5999

Three-Wheeler 33


S.T. Bus 61

Buses 48

Goods Vehicles

LCV 484

2 Axle Trucks 134

3 Axle Trucks 57


Tractor 133


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PWD - MAHARASHTRA





Passenger Vehicles


Two-Wheeler 4344

Three-Wheeler 29


S.T. Bus 59

Buses 39

Goods Vehicles

LCV 947

2 Axle Trucks 274

3 Axle Trucks 68


Tractor 50



Passenger Vehicles


Two-Wheeler 329

Three-Wheeler 2

Cars/Vans/ Jeeps 48

S.T. Bus 2

Buses 16

Goods Vehicles

LCV 174

2 Axle Trucks 168

3 Axle Trucks 4


Tractor 2


3.6.6 Turning Movement

Turning movement survey was also conducted at select major junctions. Summary

analysis of traffic movement at these junctions is shown in following figure.

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PWD - MAHARASHTRA




Figure 3-26 TMC at Vita Chowk

Figure 3-27 TMC at Balwadi

106

PWD - MAHARASHTRA




Figure 3-28 TMC at Kundal Phata

Figure 3-29 TMC at Takari Junction

107

PWD - MAHARASHTRA




Figure 3-30 TMC at Peth Naka

Figure 3-31 TMC at Malkapur

108

PWD - MAHARASHTRA




3.6.7 Origin Destination Survey

3.6.7.1 Data Validation

The collected data were entered into the computer and checked manually. Incorrect

entries were corrected by cross-checking it with original field data sheets. The data

was also checked for inconsistencies.

3.6.7.2 Zoning System

For understanding the spatial dimensions of the trip characteristics of the vehicles

interviewed during the O-D survey, a scientifically derived zoning system was

adopted.

While defining zone boundaries, the following were considered:

� Important towns and industrial centres along the project corridor.

� Administrative boundaries of district and state boundaries.

� Configuration of the project roads in the regional road network with respect

to other National Highways.

Following figure shows zoning system for O-D coding

Figure 3-32 Zoning system for OD Coding

Total stretch of road is divided into four zones. Zone 1 consists of coding 1to 99,

zone 2- 100 to 199, zone 3- 200 to 299 and zone 4- 300 to 399. Separate coding is

given for main cities in Maharashtra and states in the country. The following table

presents location and its respective code.

109

PWD - MAHARASHTRA




Table 3-13 : Zoning System considered for the study

Code Name Code Name Code Name

1 Karad 39 Bombalewadi 78 Tal-Kavathe Mahankal

2 Ozarde 40 Koparde Haveli 79 Shirdhon

3 Kadegaon 41 Belavade 80 Kumathe

4 Gavdi 42 Vihapur 81 Balawadi

5 Dhawaleshwar 43 Nimsod 83 Adampur

6 Bhalvani Vita 44 Saspade 84 Mhaswad

7 Vadacha Mala 45 Tondoli 85 Pandharpur

8 Kamalapur 46 Upale 86 Kanegaon

9 Rampur 47 Yede 87 Wathar

10 Deshmukh Nagar 48 Hingangaon Bk 88 Atpadi

11 Deorashtre 49 Varade 100 Belawade Bk

12 Mohityanche Vadgaon 50 Kotawade 101 Rethare Budruk

13 Asad 51 Tasgaon 102 Narayanwadi

14 Wajegaon 52 Khanapur 103 kodoli

15 Padali 53 Jath 104 Chachegaon

16 Sonkire 54 Kavathe Mahankal 105 Dhondewadi

17 Chinchani Ambak 55 Bhose 106 Ond

18 Chinchani Wagni 56 Sangola 107 Kasegaon

19 Vangi 57 Karanje 108 Wategaon

20 Nevari 58 Ped 109 Bhairavwadi

21 Hanmantvadiye 59 Morale 110 Shalshirambe

22 Kherade Vita 60 Balagavade 111 Talgaon

23 Bhikawadi Khurd 61 Aravade 112 Kumbhargaon

24 Amrapur 62 Visapur 113 Kole

25 Soholi 63 Rajapur 114 Bhavaninagar

26 Chikhali 64 Palus 115 Dhebewadi

27 Shalgaon 65 Bambavade 116 Yedemachindra

28 Tadsar 66 Andhali 117 Bahe

29 Khambale Aundh 67 Alate 118 Gavhanwadi

30 Shirasgaon 68 Bamani 119 Patan

31 Sonsal 69 Renavi 120 Mangaon

32 Shenoli 70 Mangrul 121 Bahule

33 Wadgaon Haveli 71 Ghoti Khurd 122 Salave

34 Tembu 72 Savlaj 123 Takari

35 Riswad 73 Dhalgaon 124 Kedarwadi

36 Karawadi 74 Kamlapur 125 Salave

37 Umbraj 75 Kargani 126 Rethare Harnaksh

38 Vadoli Bhikeshwar 77 Anantpur 127 Ghogaon

110

PWD - MAHARASHTRA





128 Peth Naka 208 Kusalewadi 281 Mangale

129 Kasegaon 209 Gotewadi 282 Sarud

151 Sangli 210 Kalgaon 283 Arale

152 Ashta 211 Rethare 284 Biur

153 Bagani 212 Nile 285 Shahuwadi

154 kavalapur 213 Kosabi 286 Kande

155 Kasabe Digraj 214 Khadi Kolavan 300 Sakharpa

156 Miraj 215 Salavi Wadi 301 Vishalgad

157 Malgaon 216 Kokrud 302 Navadi

158 Jaysingpur 251 Kolhapur 303 Amba

159 Kumbhoj 252 Shiroli 304 Devrukh

160 Kavathesar 253 Gandhinagar 305 Lanja

161 Samdoli 254 Rajputwadi 306 Kurang

162 Kavathepiran 255 Kodoli 307 Pali

163 Bhilawadi 256 Talsande 308 Sangave

164 Walwa 257 Vathar 309 Rajapur

165 Navekhed 258 Peth Vadgaon 310 Lanja

166 Dudhondi 259 Waghawe 311 Ganpatipule

167 Kirloskarwadi 260 Shahapur 312 Yelvan

168 Kameri 261 Yelur 351 Kagal

169 Tujarpur 262 Vashi 352 Koganoli

170 Nagaon Nimani 263 Chikurde 353 Pimpalgaon Khurd

171 Amanapur 264 Bambavade 354 Vhanali

172 Nandre 265 Karanjoshi 355 Parite

173 Bedag 266 Shirgaon 356 Murgud

174 Mhaisal 267 Ichalkaranji 357 Saundalga

175 Yedenipani 268 Nandani 358 Akol

176 Borgaon 269 Borgaon 359 Chikodi

178 Islampur 270 Shira wad 360 Gaganbawda

179 June Khed 271 Sadalga 361 Koparade

180 Nave Khed 272 Hupari 362 Bajar Bhogaon

200 Shirala 273 Karadga 363 Borivade

201 Red 274 Chikhali 364 Shirale

202 Tadavale 275 Sagaon 365 Pendakhale

203 Padliwadi 276 Shirale Khurd 366 Panchal

204 Shirashi 277 Warana Nagar 367 Khokurle

205 Yelapur 278 Malkapur 368 Manjare

206 Bamnoli 279 Bahadurwadi 369 Mosam

207 Shittur 280 Tandulwadi 370 Girgaon

111

PWD - MAHARASHTRA





1001 Pune 2004 Jammu and Kashmir 3010 Tripura

1002 Mumbai 2005 Himachal Pradesh 3011 Manipur

1003 Nashik 3000 Uttarakhand 4000 Odisha

1004 Nagpur 3001 Uttar Pradesh 4001 Chhattisgarh

1005 Nanded 3002 Bihar 4002 Madhya Pradesh

1006 Latur 3003 Jharkhand 4003 Telangana

1007 Solapur 3004 West Bengal 4004 Andhra Pradesh

1008 Ratnagiri 3005 Assam 4005 Tamilnadu

1009 Beed 3006 Meghalaya 5000 Kerala

2001 Haryana 3007 Nagaland 5001 Karnataka

2002 Delhi 3008 Arunachal Pradesh 5002 Goa

2003 Punjab 3009 Mizoram

3.6.7.3 Development of O-D Matrices

Origin-Destination (O-D) matrices are developed to assess the traffic movement

pattern. These matrices provide distribution of trips for each zone as various inter-

zonal movements. The origins and destinations of various types of vehicles observed

at the O-D survey locations have been analyzed for O-D Matrices as per the Zoning

System presented above. In OD surveys questions regarding origin, destination, trip

purpose, frequency etc. were asked to analyses traffic data for various parameters.

Following tables present important aspect of OD survey analysis.

State-wise distribution of traffic is given in table below.

Table 3-14 : State wise distribution of traffic

State LCV 2-Axle

Truck

3 Axle

Truck

4-6 Axle

Trucks/HCM

/EME/MAV

Oversized

Vehicles

(>7axles)

Car/

Jeep/

Van

BUS Mini

Bus

MH 99.6% 95.1% 93.2% 94.2% 0.0% 98.9% 99.3% 0.0%

KA 0.2% 4.7% 3.4% 3.9% 0.0% 0.8% 0.7% 0.0%

TN 0.1% 0.0% 0.0% 1.9% 0.0% 0.0% 0.0% 0.0%

AP 0.0% 0.0% 0.0% 0.0% 0.0% 0.1% 0.0% 0.0%

CG 0.0% 0.0% 1.1% 0.0% 0.0% 0.1% 0.0% 0.0%

GA 0.0% 0.0% 0.0% 0.0% 0.0% 0.1% 0.0% 0.0%

GJ 0.0% 0.2% 0.0% 0.0% 0.0% 0.0% 0.0% 0.0%

RJ 0.0% 0.0% 2.3% 0.0% 0.0% 0.0% 0.0% 0.0%

KL 0.0% 0.0% 0.0% 0.0% 0.0% 0.1% 0.0% 0.0%

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Above table shows that most of the traffic belongs to Maharashtra state. Being in

proximity, a minimal traffic especially that of trucks comes from neighboring state of

Karnataka. Hence in growth projections of traffic factors of Maharashtra state should

be taken into consideration.

3.6.7.4 Commodity Type of commercial vehicles

Following table provides commodity type distribution of commercial vehicles

Table 3-15 : Commodity wise distribution of commercial vehicle

Commodity LCV 2-Axle

Truck 3 Axle

Truck

4-6 Axle

Trucks/ HCM/EM

E/MAV

Oversized

Vehicles

(> 7axles) Total

Empty 47.5% 50.8% 26.7% 38.5% 0.0% 47.0%

Vegetables/ Fruits/ Milk/ Fish 24.2% 8.6% 12.5% 3.7% 0.0% 16.4%

Leather 1.2% 1.0% 0.0% 0.0% 0.0% 1.0%

Textile Materials/Cotton 0.6% 0.8% 1.1% 0.0% 0.0% 0.7%

Drums/Tubes/Cables/Wire/Tiles 1.7% 0.8% 1.1% 0.0% 0.0% 1.2%

Food Grains (Rice/ Wheat/ etc.) 4.9% 3.1% 8.9% 14.6% 0.0% 5.0%

Sand/Cement/Aggregate/Steel/ Brick 5.1% 27.8% 16.7% 23.8% 0.0% 15.4%

Rubber/Wood/Tyre 1.0% 0.5% 0.0% 0.0% 0.0% 0.7%

Paint/Dyes 0.7% 0.0% 1.1% 0.0% 0.0% 0.4%

Fiber 0.1% 0.0% 0.0% 0.0% 0.0% 0.1%

Iron Coils 0.9% 0.0% 1.2% 0.0% 0.0% 0.5%

Petrol/ Diesel/Gas/LPG/Sulphur 1.1% 2.7% 17.2% 13.3% 0.0% 3.5%

Machines 1.0% 0.7% 1.1% 1.2% 0.0% 0.9%

Container 0.1% 0.0% 0.0% 0.0% 0.0% 0.1%

Pipe/Plastic 2.6% 0.7% 1.1% 0.0% 0.0% 1.6%

Chemicals & Fertilisers 1.8% 1.2% 8.0% 2.4% 0.0% 2.0%

Finished Consumer Goods 0.5% 0.2% 1.2% 0.0% 0.0% 0.4%

Industrial Goods (Alloy/Steel) 0.7% 0.2% 0.0% 2.4% 0.0% 0.6%

Others 4.3% 1.0% 2.2% 0.0% 0.0% 2.7%

Grand Total 100% 100% 100% 100% 100% 100%

It can be observed from above that Vegetable / fruits / fish/ milk and construction material

form important type of commodity after “Empty”.

3.6.7.5 Trip Frequency and purpose of trip

Following table gives details of trip frequency and purpose of trip as captured in OD

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survey

Table 3-16 : Trip Frequency

Vehicle / Trip Monthly

(>25

trips)

Return

Trip Others Total

L C V 36.0% 59.7% 4.3% 100.0%

2-Axle Truck 32.1% 65.2% 2.7% 100.0%

3 Axle Truck 50.8% 37.0% 12.2% 100.0%

4-6 Axle Trucks/ HCM / EME / MAV

55.8% 41.4% 2.8% 100.0%

Car/Jeep/Van 43.4% 49.1% 7.5% 100.0%

BUS 34.2% 64.5% 1.3% 100.0%

Mini Bus 0.0% 100.0% 0.0% 100.0%

It is observed from the table that most of the traffic is local in nature. There is high

percentage of vehicles commuting in return and monthly trips.

Table 3-17: Purpose of Trip

Trip Purpose Car/Jeep/

Van Bus

Mini Bus

Total

Work 39.1% 11.2% 12.5% 36.6%

Education 9.6% 15.4% 40.0% 10.3%

Business 28.8% 70.0% 47.5% 32.4%

Social/Recreation/Health 10.7% 0.7% 0.0% 9.8%

Shopping 3.6% 0.6% 0.0% 3.3%

Others 8.2% 2.0% 0.0% 7.7%

Grand Total 100.0% 100.0% 100.0% 100.0%

3.6.7.6 Determination of local traffic

Local traffic is determined based on number plate of the respective vehicle. During

O-D survey, number on the number plate is noted down. O-D survey was conducted

at five locations (Chainage 18.00, 38.00, 61.00, 91.00 and 117.00 km).

As per schedule R (Toll Rate) vehicle registration of local district would be charged a

discounted rate. Following are local RTO numbers for various locations

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Local RTO Numbers

CH 18.00– MH10 (Sangli)



CH 91.00– MH09 (Kolhapur)

CH 117.00– MH09 (Kolhapur)

Following tables show summary of local traffic analysis based on number plate

survey.

Table 3-18 : Proportion of Local Traffic at Chainage 18.00 KM

Traffic Type

Passenger Traffic Commercial Traffic

Grand

Total Car Bus

Mini

Bus LCV

2 Axle

Truck

3 Axle

Truck

4-6

Axle

Truck

7 &

above

Axle

truck

Total Traffic 355 36 7 174 57 17 8 0 654

Local Traffic 205 1 4 106 26 4 4 0 350

Percentage (%)

of total Traffic 58% 3% 57% 61% 46% 24% 50% 0% 54%


Traffic Type


Grand

Total Car Bus

Mini

Bus LCV

2 Axle

Truck

3 Axle

Truck

4-6

Axle

Truck

7 &

above

Axle

truck

Total Traffic 351 46 0 283 96 15 3 0 794

Local Traffic 206 9 0 183 43 7 0 0 448

Percentage (%)

of total Traffic 59% 20% 0% 65% 45% 47% 0% 0% 56%

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Traffic Type


Grand

Total Car Bus

Mini

Bus LCV

2 Axle

Truck

3 Axle

Truck

4-6

Axle

Truck

7 &

above

Axle

truck

Total Traffic 352 47 0 196 97 18 19 0 729

Local Traffic 164 2 0 107 32 6 3 0 314

Percentage (%)

of total Traffic 47% 4% 0% 55% 33% 33% 16% 0% 43%


Traffic Type


Grand

Total Car Bus

Mini

Bus LCV

2 Axle

Truck

3 Axle

Truck

4-6

Axle

Truck

7 &

above

Axle

truck

Total Traffic 379 17 0 139 156 36 69 0 796

Local Traffic 110 3 0 47 46 6 10 0 222

Percentage (%)

of total Traffic 29% 18% 0% 34% 29% 17% 14% 0% 28%


Traffic Type


Grand

Total Car Bus

Mini

Bus LCV

2 Axle

Truck

3 Axle

Truck

4-6

Axle

Truck

7 &

above

Axle

truck

Total Traffic 156 6 2 28 189 2 4 0 387

Local Traffic 75 2 1 15 75 0 1 0 169

Percentage (%)

of total Traffic 48% 33% 50% 54% 40% 0% 25% 0% 44%

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Table 3-23 : Overall Proportion of Local Traffic

Traffic Type


Grand

Total Car Bus

Mini

Bus LCV

2 Axle

Truck

3 Axle

Truck

4-6

Axle

Truck

7 &

above

Axle

truck

Total Traffic 319 30 3 164 119 18 21 0 673

Local Traffic 152 3 2 92 44 6 5 0 303

Percentage (%)

of total Traffic 48% 11% 56% 56% 37% 33% 22% 0% 45%

3.6.7.7 Conclusions of O-D study

1. Maharashtra is contributing for most (about 95%) of the traffic at project

alignment. There is very small part of Karnataka and Tamilnadu traffic. Traffic

from other states is absent.

2. Commercial vehicles carrying Vegetables/ Fruits/ Milk/ Fish is having maximum

share in traffic whereas commercial vehicles carrying

Sand/Cement/Aggregate/Steel/ Brick is holding 2nd position in contributing

traffic to project alignment.

3. 3 axle trucks and 4-6 axle trucks are having maximum share in monthly (>25

trips) trips. 2 axle truck and buses are contributing maximum traffic in return trip.

4. Work related trips holds maximum share in different purpose of trip. Whereas

Business and Education related trips hold 2nd and 3rd position in the same

category.

5. Most of the traffic is local in nature. Long distance traffic is very less of project

corridor.

3.6.8 Seasonal Variation of Traffic

It is an established fact that traffic does not remain same during the entire year and

seasons due to various reasons. To arrive at Annual Average Daily Traffic, a seasonal

correction factor needs to be estimated. As traffic census data for different seasons is

not available, the seasonal corrections factors were estimated using the variation of

fuel sales during different months. For this petrol and diesel data were collected from

different petrol pumps on the project. Same is analyzed.

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Based on details adopted seasonal variation factors for various categories of vehicles

are given as below. Detailed analysis of fuel sales data is placed at Annexure-3.1.

Table 3-24 : Seasonal Correction Factor

Passenger Vehicles

Vehicle Type Seasonal

Correction

Factor

Two-Wheeler 0.95

Three-Wheeler 0.95

Cars/Vans/ Jeeps 0.95

S.T. Bus 0.76

Buses 0.76

Goods Vehicles

LCV 0.76

2 Axle Trucks 0.76

3 Axle Trucks 0.76

4 - 6 Axle Trucks, HCM, EME, MAV 0.76

Tractor 0.76

Tractors with Trailer 0.76

Seasonal correction factors as given above are used to calculate the Annual Average

Daily Traffic (AADT).

3.6.9 Annual Average Daily Traffic (AADT)

The Annual Average Daily Traffic (AADT) for the two directions at all locations as

obtained by applying seasonal correction factors to the ADT is presented below.

Table 3-25 : Annual Average Daily Traffic (AADT) @ km 18

Passenger Vehicles

Vehicle Type Correction

Factor ADT AADT

Two-Wheeler 0.95 3209 3055

Three-Wheeler 0.95 50 47

Cars/Vans/ Jeeps 0.95 1286 1224

S.T. Bus 0.76 87 66

Buses 0.76 66 50

Goods Vehicles

LCV 0.76 363 275

2 Axle Trucks 0.76 142 108

3 Axle Trucks 0.76 24 19

4 - 6 Axle Trucks, HCM, EME, MAV

0.76 17 13

Tractor 0.76 22 16

Tractors with Trailer 0.76 52 39

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Passenger Vehicles


Factor ADT AADT

Two-Wheeler 0.95 5999 5699



S.T. Bus 0.76 61 46

Buses 0.76 48 36

Goods Vehicles

LCV 0.76 484 368

2 Axle Trucks 0.76 134 102



0.76 146 110

Tractor 0.76 133 101



Passenger Vehicles


Factor ADT AADT

Two-Wheeler 0.95 4344 4135



S.T. Bus 0.76 59 45

Buses 0.76 39 30

Goods Vehicles

LCV 0.76 947 719

2 Axle Trucks

0.76 274 208



0.76 152 116

Tractor 0.76 50 38


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Passenger Vehicles


Factor ADT AADT

Two-Wheeler 0.95 329 313



S.T. Bus 0.76 2 2

Buses 0.76 16 12

Goods Vehicles

LCV 0.76 174 132

2 Axle Trucks 0.76 168 127



0.76 43 33

Tractor 0.76 2 2


Various modes of vehicle types were then converted into a single unit called

Passenger Car Unit (PCU). The PCU equivalents were adopted from Indian Road

Congress publication on “Capacity of Roads in Rural areas”, IRC-64-1990. The PCU

equivalents adopted are presented in following table

Table 3-29 : PCU Equivalents

S. No Vehicle Type PCU

1 Two-Wheeler 0.5

2 Three-Wheeler 1

3 Cars/Vans/ Jeeps 1

4 S.T. Bus 3

5 Buses 3

6 LCV 1.5

7 2 Axle Trucks 3

8 3 Axle Trucks 3

9 4 - 6 Axle Trucks, HCM, EME, MAV 4.5

10 Tractor 1.5

11 Tractors with Trailer 4.5

12 Cycle 0.5

13 Bullock/ Camel Cart 8

Using above conversion factors for different mode, average daily traffic was

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converted into PCU. Following table provides PCU values of Annual Average Daily

Traffic (AADT).

Following table presents Annual Average Daily Traffic in numbers as well as in

PCU.

Table 3-30 : Annual Average Daily (AADT) Traffic (in PCU) @ km 18

Passenger Vehicles

Vehicle Type

AADT (Numbers)

PCU

Factor Traffic in PCU

Two-Wheeler 3055 0.5 1528

Three-Wheeler 47 1 47

Cars/Vans/ Jeeps 1224 1 1224

S.T. Bus 66 3 197

Buses 50 3 151

Goods Vehicles

LCV 275 1.5 413

2 Axle Trucks 108 3 324



13 4.5 58

Tractor 16 1.5 25

Tractors with Trailer 39 4.5 176

Non-Motorized

Cycle 3 0.5 2

Bullock/ Camel Cart 1 8 5

Total 4206


Passenger Vehicles

Vehicle Type

AADT (Numbers)

PCU





S.T. Bus 46 3 139

Buses 36 3 109

Goods Vehicles

LCV 368 1.5 552




110 4.5 497

Tractor 101 1.5 151


Non-Motorised

Cycle 0 0.5 0


Total 6865

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Passenger Vehicles

Vehicle Type

AADT (Numbers)

PCU





S.T. Bus 45 3 134

Buses 30 3 89

Goods Vehicles

LCV 719 1.5 1078




116 4.5 520

Tractor 38 1.5 57


Non-Motorised

Cycle 0 0.5 0


Total 6019

Table 3-33 : Annual Average Daily (AADT) Traffic (in PCU) @ km 117 Manjre

Passenger Vehicles

Vehicle Type

AADT (Numbers)

PCU



Three-Wheeler 2 1 2


S.T. Bus 2 3 6

Buses 12 3 36

Goods Vehicles

LCV 132 1.5 198




33 4.5 147

Tractor 2 1.5 3


Non-Motorised

Cycle 5 0.5 3


Total 1011

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3.7 Growth of Traffic on Project Stretch

Traffic growth is a function of the interplay of many contributory factors such as

National economy, Government policy, socio-economic conditions of the people, and

changes in land uses along the project corridor precincts etc. As these factors have a

number of uncertainties associated with them, forecasts of traffic are dependent on

the projections of other factors such as population, gross domestic product (GDP),

vehicle ownership, per capita income (PCI), agricultural output, fuel consumption

etc. Future pattern of change in these factors can be estimated with only a reasonable

degree of accuracy and hence the resultant traffic forecast levels may not be precise.

Traffic growth forecast for project corridor Vita - Anuskura section of SH-150 has

been done taking above factors in to consideration. “IRC: 108-2015-Guidelines for

Traffic Prediction on Rural Highways” is established best practice and has been

used for traffic growth forecast.

3.7.1 Trend Analysis

One of the methods of estimation of future rate of traffic growth is to assume the

same rate of growth as experienced in the past. However, it may be noted that major

influencing factors which reflect Economic conditions such as GDP, agricultural

output, industrial output, national policies etc. are susceptible to change over a longer

period of time and necessary adjustments need to be made to past trends to account

for these changes.

Thus, we have considered the Elasticity model of growth projection which is one of

the most widely acceptable methods for traffic forecast and is recommended in IRC:

108-2015-Guidelines for Traffic Prediction on Rural Highways.

In this method, past trends of any vehicular data are paired with an economic

indicator and a regression analysis is done to yield the economic model of growth.

Growth of vehicle traffic varies for different type of vehicle. It is a proven fact that

growth patterns for passenger and goods vehicles are different. Traffic growth on any

highway typically depends on a number of economic parameters. The most important

and direct parameters are given as under

• Per Capita Income

• Net State Domestic Product (NSDP)

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• Population

It is observed that the ownership of a car is more closely related to affordability

hence per capita is the index which closely fits with growth of car traffic among other

criteria. In similar fashion, following pairs of vehicle type and independent variable

can be established for elasticity modelling of growth.

• Car / Jeep – Par Capita Income

• Bus / Minibus – Population

• Trucks / Heavy / Goods Vehicle – NSDP

Time series data of vehicle (both passenger and goods) Registered in state of

Maharashtra is used as the base data for analysis of growth

3.7.2 Estimation of Traffic Demand Elasticity

Elasticity of traffic demand is defined as the rate at which traffic intensity varies due

to change in the corresponding indicator selected. Hence, in order to estimate the

elasticity of traffic demand, it is necessary to establish the relationship between the

growth in number of given category of vehicle with one of the economic variables

considered, such as NSDP, per capita income and population growth. Latest available

data for vehicle registration, per capita income, NSDP and population is used in

analysis.

As per IRC: 108-1996 the model for estimating elasticity index for the project

corridor is of the following form and is as given below:

Log (P) = k x Log (EI) + A

Where,

P = Number of Vehicles (Mode wise)

EI = Economic Indicator

A = Regression constant

k = Elasticity coefficient (Regression coefficient)

The elasticity for car and bus (passenger vehicles) is calculated based on the

Population and Per Capita Domestic Product (PCDP) and the elasticity for trucks is

calculated based on the Net State Domestic Product (NSDP).

Following tables and graphs depict regression and elasticity of growth model.

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Table 3-34 : Growth per Capita Income (PCI) Vs Car in Maharashtra

Year PCI Car Log PCI Log Car PCI

Growth Average

Growth

2005-06 36077 1479877 4.56 6.17

2006-07 40431 1648379 4.61 6.22 12%

2007-08 44470 1822458 4.65 6.26 10%

2008-09 44510 1979191 4.65 6.30 0%

2009-10 48115 2182969 4.68 6.34 8%

2010-11 52854 2440404 4.72 6.39 10%

2011-12 54350 2750167 4.74 6.44 3%

2012-13 57736 3162000 4.76 6.50 6%

2013-14 61287 3439300 4.79 6.54 6%

2014-15 64039 3753000 4.81 6.57 4% 6.6%

Regression analysis of same is given in figure below

Figure 3-33 Regression Analysis PCI Vs Car

Similarly, elasticity regression for Bus Vs Population and Goods traffic Vs NSDP is

depicted in following table and figures.

y = 1.6536x - 1.3948R² = 0.9735

6.10

6.15

6.20

6.25

6.30

6.35

6.40

6.45

6.50

6.55

6.60

4.50 4.55 4.60 4.65 4.70 4.75 4.80

Lo

g C

ar

Log PCI

Log Car

Linear (Log Car)

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Table 3-35 : Growth Population Vs Bus in Maharashtra

Year Population Buses Log Pop Log Bus Pop

Growth Average

Growth

2005-06 103218000 60426 8.01 4.78

2006-07 104804000 64357 8.02 4.81 2%

2007-08 106386000 69589 8.03 4.84 2%

2008-09 107972000 71813 8.03 4.86 1%

2009-10 109553000 74712 8.04 4.87 1%

2010-11 111118000 80290 8.05 4.90 1%

2011-12 112374333 89540 8.05 4.95 1%

2012-13 114184000 96600 8.06 4.98 2%

2013-14 115697000 105400 8.06 5.02 1%

2014-15 117189000 125700 8.07 5.10 1% 1.42%

Figure 3-34 Regression Analysis Population Vs Bus

y = 4.7468x - 33.268R² = 0.974

4.75

4.80

4.85

4.90

4.95

5.00

5.05

8.01 8.02 8.03 8.04 8.05 8.06 8.07

Lo

g B

us

Log Population

Log Bus

Linear (Log Bus)

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Table 3-36 : Growth NSDP Vs Trucks in Maharashtra

Year NSDP Trucks Log

NSDP Log

Truck NSDP

Growth

Average

Growth (5 Year)

2005-06 43710300 621971 7.64 5.79

2006-07 52691000 700356 7.72 5.85 21%

2007-08 61988400 780992 7.79 5.89 18%

2008-09 67778100 845617 7.83 5.93 9%

2009-10 77079400 896397 7.89 5.95 14%

2010-11 95077100 973788 7.98 5.99 23%

2011-12 106468900 1067825 8.03 6.03 12%

2012-13 119675400 1140900 8.08 6.06 12%

2013-14 133368400 1249600 8.13 6.10 11%

2014-15 149065860 1296400 8.17 6.11 12% 14.11%

Figure 3-35 Regression Analysis Trucks Vs NSDP

Using the regression analysis above, we have arrived at the elasticity of traffic

demand for each class of vehicle to a given change in relevant economic indicators.

Average traffic growth of a vehicle class is multiplied by the corresponding elasticity

coefficient to arrive at traffic growth. R2 is statistical measure of how close the data

are to the fitted regression line. It varies from 0 to 1. Higher the value of R2 more

representative is the regression model of data.

The results of these analyses for the good fit as reflected by R2 values are presented

in the Table below

y = 0.5999x + 1.2154R² = 0.9936

5.75

5.80

5.85

5.90

5.95

6.00

6.05

6.10

6.15

7.60 7.70 7.80 7.90 8.00 8.10 8.20

Lo

g T

rucks

Log NSDP

Log Truck

Linear (Log Truck)

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Table 3-37 : Summary Regression Analysis

Sta

te

Vehicle

Category

Independent

Variable

Regression

Equation

R

Square

Elasticity

Coefficient

(y)

Average

IV Growth

(5yrs)

Growth

Elastic

Model

Remarks M

ah

ara

shtr

a

Car/ Jeep

PCI y =

1.6933x - -1.5789

R² = 0.9787

1.6933 6.64% 11.25

% Good

Regression

Bus Population y =

5.3199x - -37.8702

R² = 0.9535

5.3199 1.42% 7.56% Good

Regression

Truck NSDP y =

0.5947x - 1.2565

R² = 0.9948

0.5947 14.11% 8.39% Good

Regression

3.7.3 Other Factors Influencing Growth

There are many factors which have impact on traffic growth. As discussed previously

these factors can be economic, social, educational, and industrial.

Potentiality of such factors for project highway is discussed as under.

ECONOMY

After witnessing a slowdown during 2008-09, the economy recovered in 2009-10,

and a very high growth rate of GDP was recorded in 2010. Following figure depicts

growth of GDP in India during the period.

Figure 3-36 : Growth of GDP in India

After recording an all impressive growth of 8.9% in 2011, GDP declined between

FY11 and FY14. GDP growth in 2014-2015 was pegged at 7.2% and similar trend

was followed in 2015-16 as well. It is expected to be in the range of 7-8% going

forward

3.7.4 Development around the Project

Project area is one of the developing region in Maharashtra. Sangli is known as the

sugar bowl of Maharashtra. The area is further developing as the education hub of

Maharashtra.

9.30%

6.70%

8.60% 8.90%

6.70%

5.10%

6.90%7.20% 7.20%

0%

2%

4%

6%

8%

10%

%

GDP Growth Rate in India

Source: RBI - Macro Economic Indicators

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Kolhapur is already an Industrial city with expertise in Leather technology with local

brand of “Kolhapuri Chappal”.

Upgradation of Project road (SH-150) would improve the connectivity of area to

these main arterial roads and boost various socio-economic activities. It will also

integrate the regional network for improving overall network efficiency.

Following can be listed as the important gains from upgradation of project road from

Vita to Anuskura (Anuskura to Pawas is being taken up in another package)

• Better connectivity of Konkan region to Western Maharashtra

• Additional link between NH66 to AH-47

• Additional link to proposed National Highway from Ratnagiri to Nagpur

• Will reduce traffic burden on Amba Ghat section. Traffic towards south

Konkan region i.e. Rajapur, Oras, Kankawali will divert from Amba Ghat.

• Will reduce distance for Goods Traffic from Vijaydurg Seaport to AH-

47/western Maharashtra

• Will facilitate better alternate route to Tourism traffic of part of Satara,

Sangli & Kolhapur district to Pavas, Tarkarli, Kunkeshwar, Oras

Above factors would translate into some induced traffic on second package of road

from Warna Bridge (Kokrud) to Anuskura. Detail of same shall be worked out at

DPR stage when OD analysis is done. Currently same is taken a 20% increment to

existing as induced traffic from year 2020.

The growth rates arrived at by elasticity method have been moderated on the basis of

past trends and experience. In elasticity model car growth is very high at 11.25%.

This has been moderated.

3.7.5 Recommended Growth Rate for Traffic

It can be appreciated that the factors taken for developing elasticity are at state level.

Thus, the growth represents entire Maharashtra region. Districts of Sangli and

Kolhapur do not belong to top developing districts like Mumbai, Pune, and Nashik

etc. Hence the growth rates predicted as per economic analysis should be moderated

for this factor.

Based on the above analysis and after giving due consideration to the entire listed

factors, the following overall growth rates are recommended for each category of

vehicle as under by moderating it by 70%. Rate of growth is moderated considering

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overall regional trend. Growth of Multi-Axle is kept slightly higher as trend of

technological advances in logistic industry favors multi-axle over 2/3 axle carriage. It

is also expected that as the economy moves from developing to developed, rate of

growth diminishes. Same growth rate is not sustainable for long. It is established

practice to stepdown future growth rates at interval of 5 years.

Table 3-38 : Adopted Growth Rate for Traffic Year/

Vehicle

Type

Up to 2020

2020-25 2025-30 2030-35 2035-40 2040-45

CAR 7.9% 7.4% 6.9% 6.4% 5.9% 5.4%

Mini Bus / LCV

5.3% 4.8% 4.3% 3.8% 3.3% 2.8%

Truck / Bus 5.3% 4.8% 4.3% 3.8% 3.3% 2.8%

Multi Axle 5.9% 5.4% 4.9% 4.4% 3.9% 3.4%

Oversized Vehicles

5.9% 5.4% 4.9% 4.4% 3.9% 3.4%

3.8 The Traffic Projection

The base year traffic has been projected with the adopted growth factors as discussed

previously. The projected AADT (No.) in terms of vehicles and PCU are presented in

Table below.

Table 3-39 : Traffic Projection at km 18

Year AADT (No.)

AADT (PCU)

2017 4917 4206

2018 5170 4437

2019 5437 4682

2020 5719 4942

2021 5962 5172

2022 6216 5413

2023 6482 5667

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Year AADT (No.)

AADT (PCU)

2024 6762 5935

2025 7057 6217

2026 7296 6455

2027 7545 6703

2028 7805 6963

2029 8077 7235

2030 8360 7519

2031 8574 7744

2032 8795 7978

2033 9024 8221

2034 9263 8473

2035 9511 8735

2036 9674 8923

2037 9842 9118

2038 10017 9318

2039 10199 9526

2040 10387 9741

2041 10553 9925

2042 10724 10116

2043 10901 10312

2044 11083 10514

2045 11271 10722

2046 11465 10936

2047 11666 11157

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Year AADT (No.)

AADT (PCU)

2017 8292 6865

2018 8695 7218

2019 9121 7592

2020 9569 7988

2021 9949 8335

2022 10347 8698

2023 10763 9081

2024 11199 9483

2025 11656 9906

2026 12020 10259

2027 12399 10627

2028 12793 11012

2029 13203 11413

2030 13631 11832

2031 13942 12159

2032 14264 12498

2033 14598 12850

2034 14945 13215

2035 15304 13595

2036 15525 13859

2037 15755 14133

2038 15993 14416

2039 16239 14708

2040 16495 15010

2041 16558 15096

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2042 16621 15182

2043 16685 15269

2044 16750 15356

2045 16815 15445

2046 16880 15534

2047 16946 15624


Year AADT (No.)

AADT (PCU)

2017 6473 6019

2018 6793 6341

2019 7130 6683

2020 7486 7044

2021 7786 7359

2022 8101 7690

2023 8430 8038

2024 8775 8403

2025 9136 8786

2026 9423 9104

2027 9722 9436

2028 10032 9781

2029 10355 10141

2030 10691 10517

2031 10935 10806

2032 11186 11106

2033 11447 11416

2034 11716 11737

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2035 11995 12070

2036 12165 12297

2037 12340 12530

2038 12521 12771

2039 12708 13018

2040 12902 13273

2041 12955 13355

2042 13008 13436

2043 13062 13519

2044 13117 13602

2045 13172 13686

2046 13227 13770

2047 13283 13855


Year AADT (No.)

AADT (PCU)

2017 681 1011

2018 715 1067

2019 751 1126

2020 790 1189

2021 822 1243

2022 856 1301

2023 892 1361

2024 929 1423

2025 968 1489

2026 999 1544

2027 1032 1601

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2028 1065 1659

2029 1100 1721

2030 1136 1784

2031 1162 1833

2032 1189 1883

2033 1217 1934

2034 1245 1987

2035 1275 2042

2036 1292 2078

2037 1310 2115

2038 1329 2153

2039 1348 2191

2040 1367 2231

2041 1374 2247

2042 1382 2263

2043 1389 2279

2044 1396 2295

2045 1404 2312

2046 1411 2329

2047 1418 2345

3.9 Capacity Analysis

Traffic volume capacity of any road depends on large number of factors like

classification of road, configuration of carriageway, frontage on road etc.

IRC:SP:73-2015 suggests following design service volume for two lane with paved

shoulder.

Plain Terrain – 18000 PCU per Day

Rolling Terrain – 13000 PCU per Day

Mountainous & Steep – 9000 PCU per Day

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For rural roads, typical capacities of various classifications of roads is also given in

IRC-64-1990 - Guidelines for Capacity of Roads in Rural Areas

Following capacities are suggested for specification of roads as per IRC: 64-1990 for

various terrains.

Table 3-43 : Design Service Volume for Plain Terrain

Lane Configuration

Design Service Volume (PCUs per day) Ultimate Capacity

of Road (PCU per Day) LOS B

LOS C (70% of Ultimate

Capacity)

Intermediate Lane 6000 8400 12000

2 lanes 15000 21000 30000

2 Lane with Paved Shoulder 17250 24150 34500

Table 3-44 : Design Service Volume for Rolling Terrain

Lane Configuration

Design Service Volume (PCUs per

day) Ultimate Capacity of Road

(PCU per Day) LOS B LOS C

(70% of Ultimate

Capacity)


2 lanes 11000 15400 22000


Table 3-45 : Design Service Volume for Mountainous Terrain

Lane Configuration

Design Service Volume (PCUs per

day) Ultimate Capacity of Road

(PCU per Day) LOS B LOS C

(70% of Ultimate

Capacity)


2 lanes 5000 7000 10000


It can be observed from above that design capacity given in IRC:SP-73 is

correcsponding traffic capacity of two lane road with paved shoulder at Level of

Service (LOS) B except that of mountainous terrain for which traffic capacity at

Level of Service C is taken.

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It is suggested in IRC: 64-1990 that design service volume is for arterial roads should

be taken at level of service B and for other roads design, service volume can be taken

for LOS C which is 70 % of Ultimate Capacity. Traffic flow is expecyed to be stable

at level of service C.

The project roads can be taken in other road categories. Accordingly, design service

volumes for project road are taken at Level of Service C as given in above tables.

Current traffic has been projected for horizon years based on growth rate as detailed

in previous section.

Following Table shows projected traffic in PCU per day over horizon years. Design

service volume and ultimate capacity lines are marked in graphs to assess utilization

of capacity at various survey locations. The same is depicted as under.

Figure 3-37 Projected Traffic in PCU at km 18 (Plain)

0

5000

10000

15000

20000

25000

30000

35000

40000

45000

50000

2017

2018

2019

2020

2021

2022

2023

2024

2025

2026

2027

2028

2029

2030

2031

2032

2033

2034

2035

No

of

PC

U

Year

Design Service Volume at LOS C

Ultimate Capacity

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Figure 3-38 Projected Traffic in PCU at km 38 (Plain)

Figure 3-39 Projected Traffic in PCU at km 61(Plain)

0

5000

10000

15000

20000

25000

30000

35000

40000

45000

50000

2017

2018

2019

2020

2021

2022

2023

2024

2025

2026

2027

2028

2029

2030

2031

2032

2033

2034

2035

No

of

PC

U

Year

Ultimate Capacity


0

5000

10000

15000

20000

25000

30000

35000

40000

45000

50000

2017

2018

2019

2020

2021

2022

2023

2024

2025

2026

2027

2028

2029

2030

2031

2032

2033

2034

2035

No

of

PC

U

Year

Ultimate Capacity


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Figure 3-40 Projected Traffic in PCU at km 117

Hence, the design service volume for two lane highway for plain terrain, rolling

terrain & mountaineous terrain are 18000 PCUs/day, 13000 PCUs/day & 9000

PCUs/day respectively.

As discussed in previous sections there will be some amount of induced traffic in

stretch of project package PN 10B from Warna bridge to Anuskura. The same is

reflected in above graph.

In light of projected traffic and recommended design service volume as given above

it can be observed that project road configuration of two lane with paved shoulder

and two lane in first and second stretch respectively will be sufficient to cater for

project traffic in various stretches for a design life of 15 years.

Hence it is recommended that project road may be developed as two lane with

paved shoulder for stretch from Vita to Kokrud and two lane configuration for

stretch from Kokrud to Anuskura to serve to traffic of area at desired level of

service during its design life.

0

1000

2000

3000

4000

5000

6000

7000

8000

9000

10000

11000

12000

13000

14000

15000

2017

2018

2019

2020

2021

2022

2023

2024

2025

2026

2027

2028

2029

2030

2031

2032

2033

2034

2035

No

of

PC

U

Year


Ultimate Capacity

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CHAPTER 4

GEOTECHNICAL INVESTIGATION

4.1 General

Various design features of highway and roads depend on type and characteristics of

soil strata available along project alignment. For this purpose, various studies and

tests are conducted. Following test and investigations were conducted on project road

as per TOR and also as per technical requirement of project.

• Test Pits along road and regular interval (500 m in fair pavement)

• Trial pits for existing subgrade materials at change of soil

• Field CBR along Project Road at trial pits locations

• Boring and SPT testing and bridge / structure locations

• Test on stone aggregate from quarry sources

• Test of soils from probable borrow areas

Above test were conducted in reputed laboratory and all results were analyzed to use

judiciously in various designs.

Results of these tests are discussed in following section of this report.

4.2 Subgrade Investigation

Investigation of soil has been done to know the Geotechnical engineering properties

of the existing subgrade. Trials pits were done in frequent interval at change of soil

type of road and following test were conducted on subgrade soil.

• Gradation

• Liquid Limit

• Plastic Limit

• Plasticity Index

• Maximum Dry Density (MDD)

• Optimum Moisture Content

• 4 days Soaked CBR

Samples have been collected as per TOR above test have been done.

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Figure 4-1: Trial pit at km 103+000. Figure 4-2: Trial pit at km 07+000.

Summary of test results on subgrade sample collected from road bed is given as

under

Table 4-1 : Field CBR Sr. No.

Trial Pit

Chainage Location Reference

MDD

(gm/cc) Soaked

CBR

1 0+900 Near John Dairy shop 1.82 18.30

2 2+000 Near Amit Bhosale House 1.73 4.72

3 4+000 Electric Pole no-278 1.87 5.31

4 6+000 Mild Stone -6 1.91 4.72

5 8+000 Near Yellow House 1.96 5.9

6 10+000 Near Panni Tanki 1.96 5.9

7 12+000 Opp Samridhi Plastic Shop 1.91 6.49

8 14+000 Near Culvert 1.932 4.13

9 16+000 Near electric Pole no-26 1.97 4.72

10 18+000 Near Rajshree House 1.992 5.31

11 20+000 Near Sugar Factory 2.08 6.49

12 22+000 Near K. Bendu Nana

Solver 2.07 10.03

13 32+000 Near Major Bridge 2.09 5.31

14 34+000 S.T Bus Stop 1.855 4.13

15 36+000 Triveni Building 1.98 4.72

16 38+000 Opp Mandir 1.864 5.31

17 40+000 Near Sign Board 1.813 5.9

18 42+000 Near Mild Stone 1.918 11.21

19 44+000 Near Bharti Vidya Niketan

School 2.094 9.44

20 49+000 Opp Shiv Traders 1.92 4.72

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Sr. No.

Trial Pit


MDD

(gm/cc) Soaked

CBR

21 51+000 near Pipal Tree 2.01 4.13

22 53+000 Opp Mandir 2.082 4.72

23 55+000 In front of water tank 1.912 5.31

24 57+000 High Tension Line on Lift

Sill 2.085 5.31

25 59+000 Opp Mutton Bhakri Hotel 1.82 5.9

26 61+000 Pink House 1.91 4.72

27 63+000 At Mild Stone 2.034 12.98

28 65+000 Near Culvert 1.91 4.13

29 67+000 End of Shirala Bypass 1.9 4.13

30 69+000 Santi Nagar Bus Stop 1.951 7.67

31 71+000 Both Side Hill 1.79 5.9

32 73+000 Near Aslawadi entry gate 2.06 14.17

33 75+000 Near Aqueduct 1.94 4.72

34 77+000 Shree Datt Kirana Stores 1.804 4.72

35 79+000 Near Electric Poll 1.95 5.31

36 81+000 Near Tamboli Cement

Product 1.896 5.9

37 83+000 Kokrud village near y

junction 1.964 4.13

38 85+000 Near minor Bridge 1.89 4.72

39 87+000 Near Culvert 1.92 4.13

40 89+000 In front of Retaining wall 1.79 8.85

41 91+000 Starting of Village Amlni 1.878 5.31

42 93+000 Near Wind Turbine 1.858 4.72

43 95+000 In front of Retaining wall 1.96 11.21

44 97+000 Near Major Bridge 1.83 4.72

45 99+000 Near Baharat Petrol Pump 1.91 6.49

46 101+000 Matoshri House 1.91 7.08

47 103+000 Near Culvert 1.952 4.13

48 105+000

1.844 4.72

49 107+000 After Quarry 1.812 4.13

50 109+000 Retaining Wall 1.78 5.9

51 111+000 Near Culvert 1.884 4.13

52 113+000 Near Sign Board 1.77 4.72

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Sr. No.

Trial Pit


MDD

(gm/cc) Soaked

CBR

53 115+000 Near Curve Sign Board 1.81 5.31

54 117+000 Mangal Marti 1.81 4.13

55 119+000 Near Electric Poll 1.878 4.13

56 121+000 Chinese Hotel 1.82 7.08

57 123+000 Banana Bagan 2.065 9.44

58 125+000 Near Anuskura Bridge 1.82 4.72

59 127+000 Sunflower Bagan 1.78 7.67

60 129+000 After Anuskura Village 1.955 7.67

61 130+500 End of PN-10 1.91 4.13

4.3 Field CBR Investigation for Existing Subgrade

Dynamic Cone Penetrometer (DCP) Tests are carried out to evaluate the in-situ CBR

of existing subgrade.

Dynamic cone Penetrometer test is a non-destructive test to evaluate the CBR

strength of sub-grade layer. These tests are done at regular interval as per TOR.

Following figure shows Field CBR test under Progress.

Figure 4-3 DCP Test

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Test results of field CBR are given as under

Table 4-2 : Field CBR

Sr. No.

Trial Pit


Field CBR

DCPT

1 2+000 Near Amit Bhosale House 18.3

2 12+000 Opp Samridhi Plastic Shop 10.7

3 14+000 Near Culvert 18.3

4 22+000 Near K. Bendu Nana Solver 13.5

5 34+000 S.T Bus Stop 13.8

6 38+000 Opp Mandir 13.1

7 40+000 Near Sign Board 18.9

8 53+000 Opp Mandir 11.7

9 61+000 Pink House 11.4

10 93+000 Near Wind Turbine 23

11 95+000 In front of Retaining wall 12.7

12 97+000 Near Major Bridge 9.4

13 105+000 20.2

14 117+000 Mangal Murti 19.8

15 130+500 End of Pn-10 12.7

It can be observed that field CBR is higher than the lab CBR in soaked condition. It

indicated that at the time of test field subgrade is in relatively dry condition. It also

reflects presence of gravel or granular material mix in subgrade underneath road

crust. This provides higher resistance to cone penetration and higher CBR value is

recorded in field.

4.4 Existing Pavement Composition

The Project Road has asphalt pavement in most of the stretches. There are few

villages where concrete pavement or CC paver blocks are used. Pavement

composition were recorded while carrying out test pits at every 500m of project road.

Test pits are taken in middle every 500 in main carriageway in a staggered manner

for both lanes of carriageway. It is observed that pavement is made up of primarily

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asphalt layer and granular soling / WBM. In general, average thickness of asphalt

layer is 40-60mm. There is 250-400 granular layer of stone soling / WBM

underneath asphalt layer. There are few stretches where new overlay is done. As

discussed with PWD field official, in new stretch typically 50mm BM and 20mm

pre-mix carpet is provided.

Km wise details of existing crust is given in Annexure- 4.1

4.5 Geotechnical Investigation

The purpose of investigation is to explore subsurface conditions at specified locations by

drilling boreholes to different depths in order to identify the thickness and sequences of

various strata and to ascertain the sub surface profile of soils in road alignment and bed

rock to determine the most suitable foundation levels of structures.

The drilling in rock in the boreholes was carried out by using NX diamond bits and

double tube core barrels for obtaining sound recovery and RQD. The rock samples thus

obtained were marked with borehole No / Meterage on its surface and stored in the

sturdy wooden core boxes.

On completion of drilling activities in the bore hole the ground water table for the

respective bore holes was noted and recorded in bore logs.

The disturbed and undisturbed samples of soil, rock and ground water obtained from the

boreholes shall be tested in the laboratory to assess engineering properties of the soil and

rock. The standard penetration tests (SPT’s) were conducted in the boreholes at intervals.

Aggressive conditions due to the presence of sulphates, chlorides and alkalinity in soil

and water and its effect on RCC, steel and other construction materials are to be studied

to suggest remedial measures.

Based on the necessary data and analysis of results the suitability and type of foundations

to be adopted for structures is recommended.

Following photographs show boring works at site in progress.

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Figure 4-4: Boring at Bridge in

Progress

Figure 4-5 Boring at Bridge in

Progress

Soil strata along the project road is generally having good bearing value except some

stretches where black cotton soil strata is encountered. In most of the locations rock

is found at shallow depth below highly weathered soft rock (hard murum). Following

table provides summary of recommended safe bearing capacity based on

geotechnical investigations.

Table 4-3 : Summary Geo-Tech Investigation

Site Type of

Foundation

At 2.0 m depth At 3.50 m depth

(t/m2) (t/m2)

Group I

Vita to Islampur Isolated Footing

20 60

Group II

Peth to Kokrud Isolated Footing

20 60

Group III

Kokrud to Malakapur Isolated Footing

20 60

Group IV

Malakapur to Anuskura Isolated Footing

20 60

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Detailed test report of Geotechnical Investigation for structures is placed as Appendix

-I of this report.

4.6 Axle Load Survey

Axle load survey was conducted as per TOR at following location to arrive at loading

pattern

• At Km 18 near Balwadi

• At Km 38 near Islampur

• At Km 61 near Shirala

• At Km 117 near Manjre

Following photograph depicts axle load survey in progress.

Figure 4-6: Axle Load survey in Progress

Following table provides sample survey of axle load at each location.

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Table 4-4 : Axle Load Survey Counts

It can be observed that sample collected was good enough to represent loading

pattern of commercial vehicles.

All axles of various configuration of commercial vehicles were converted to standard

axles as guidelines given in IRC: 37-2012. Equation 4.1 to 4.4 were used for

conversion of axles to standard axle.

Following table provides summary VDF recommended for various categories of

commercial vehicles.

Table 4-5 : VDF Factors

Location LCV 2 Axle 3 Axle 4 Axle

18 Km 0.5 2 2.5 5.5

38 km 0.5 2.5 3 4.5

62km 0.5 3 3.5 4.5

117km 0.5 2.5 3.5 5

Location Village Name Axle Load

Survey

Counts

Commercial

Vehicles

ADT

% of

Axle

Counts

KM 18 KUNDAL 261 546 47.76%

KM 38 BORGAON 304 821 37.02%

KM 62 SHIRALA 301 1441 20.88%

KM 117 MANJRE 227 389 58.38%

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Above given VDF values were used to determine projected traffic loading in MSA.

Details of VDF calculations are given in Annexure 4.2

4.7 Benkelman Beam Test

Benkelman beam test was conducted to assess structural strength of existing

pavement as per provisions of TOR. This was done on fair portions of stretch where

pavement is not much damaged. Testing was done in mainline and control line

method as per TOR. Following table provides summary of characteristic deflection.

Details of BBD testing are discussed in Design Report (Vol-II)

Table 4-6 : Benkelman Beam Deflection Values

Sr. No. From(km) To (km) Length BBD Ch.

Deflection mm

Average

Deflection of

Stretch

1 1 5 4 1.664

1.8

2 8 11 3 1.700

3 11 14 3 1.779

4 16 23 7 1.884

5 31 34 3 1.959

6 35 40 5 1.928

7 40.5 45 4.5 1.791

8 49 54 5 1.897

9 54 59 5 1.879

10 59 64 5 1.869

11 65 69 4 1.683

12 70 71 1 1.662

13 73 76 3 1.748

14 77 82 5 1.730

15 84 88 4 1.361

16 89 92 3 1.777

1.6 17 93 99 6 1.826

18 125 128 3 1.487

19 129 132 3 1.239

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CHAPTER 5

PAVEMENT INVESTIGATION

5.1 Pavement Condition Survey

Pavement investigations are done for assessing condition of existing pavement with

respect to its suitability for improvement designs. These investigations would involve

collecting data on existing pavement condition. This includes collection of data with

respect to general condition of pavement, shoulders, cracking, raveling, edge drop,

potholes and drainage condition.

Pavement condition was recorded in every 500 m stretch of road as per TOR.

Various parameters as stated above were recorded to assess pavement condition.

Detailed inventory of pavement condition is placed at Annexure - IV

Total project stretch is divided in to two parts PKG 10 A and PKG 10 B, Existing

pavement condition of both parts of project road is explained in brief as under: -

PKG 10 A – Km 0.000 to 83.700 (Vita to Warna river bridge)

Project road starts from Vita town. First 5 km stretch is in fair condition except for

the stretch in Vita town which contains major cracking, potholes and raveling as

shown below.

Figure 5-1: Pavement Condition at km

0+500 (Vita)

Figure 5-2:Pavement Condition at km

4+000

It can be observed that the road level is slighty above than surrounding ground level.

Stretch from Km 5 to km 10 passes through small village. Surface of pavement is

poor. Pavement is cracked at many places. There are potholes and raveling is also

observed all along the road. Following photographs depict condition of pavement in

this stretch.

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Figure 5-3: Pavement Condition at

km 5+500


km 8+000

Condition of stretch from km 10 to km 13 has lesser amount of cracks and pavement

also appears to be fair as work of maintenance is under progress. It is observed that

surrounding ground levels is slightly higher than project road. Project road has

almost no embankment.


km 11+000 (Alsund village)


km 11+500

General condition of pavement in stretch from Km 13 to Balavadi village is fair to

poor. Cracking, raveling and pothole formation is regular feature in this part of road

which can be depicted from the below presented figures.


km 13+500


km 16+100 (Balavadi village)

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It isobserved that in stretch from Vita to Balavadi pavement does not show sign of

failure. Riding quality is not good as wearing course is made of thin surfacing layer

over WBM.

General condition of Road from Balavadi to Kundal is fair except some isolated

patches of pavement which are in poor condition.


km 18+000


km 22+100

Part of stretch from Kundal village to Takari village on SH 75 (Bhavaninagar-Karad-

Tasgaon Road) is not in our scope.

Road from Takari village junction to km 38 has lesser amount of cracks and

pavement appears to be consistent except some isolated parts after Borgaon village

where patching is observed as shown in the images below.

It is observed that surrounding ground levels is almost equal or higher than project

road.


km 31+500


km 34+800

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km 36+000 (Borgaon)


km 37+800

Condition of pavement from km 38 to km 40.5 is poor. There are potholes, raveling

and extensive cracking. The stretch from Balavadi to Borgaon falls in Black Cotton

soil area. It was informed by PWD officials that these are problematic stretches and

require frequent major repairs.


km 38+000


km 40+200

In Islampur city condition of pavement is fair with less potholes, cracking and

raveling up to km 45.000.


km 41+500 (Islampur)


km 44+000 (Islampur)

Part of stretch from Islampur to Peth is not in our scope.

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Road from Km 49 to km 71 has villages Peth, Retre Dharan, Red, Shirala and Biour

along the road. General condition of pavement is fair in this stretch except few

isolated stretches in Retre Dharan where pavement is extensively damaged.

Cracking, raveling and pothole formation is regular feature in the damaged isolated

patches.


km 49+100


km 53+000 (Retre Dharan)


km 56+600


km 59+000 (Red)


km 64+000


km 69+000

Condition of pavement is poor in Pawle wadi village also. Cracking, Raveling and

pothole formation is a regular feature in this part of road. To repair the pavement

surface, more amount of patching is done in this part of stretch.

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km 71+500


km 72+000

Road from Rile to Malewadi passes through Mangrul and Bilashi. Lesser cracks and

surface damages are observed in this part of stretch. Overall condition of road is fair

except some isolated patches which are highly damaged.


km 71+300


km 71+500


km 74+000 (Rile)


km 80+000

Condition of pavement from Kokrud to km 83.7 is almost failed with more potholes,

raveling and extensive cracking

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km 82+500


km 83+100

PKG 10 B – Km 83.700 to 133.400 (Warna River Bridge to Anuskura)

From km 83.700, Warna River Bridge moving towards Malkapur, General Condition

of pavement is observed to be fair except some isolated patches containing high

amount of cracking, raveling and potholes in around 7 km stretch up to km 90.


km 85+000 (Turukwadi)


km 88+800

Pavement from km 90 to Malkapur is poor to fair. In some stretches pavement has

cracks and pot hole formation.


km 94+700


km 98+000 (Malkapur)

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Pavement condition from Malkapur (Km 98) to km 110 is poor in general barring

short stretches where pavement is more regular. The soil strata is this part is good

granular base. Pavement does not show any sign of failures. Wearing course is

extensively damaged in these parts of stretches.


km 100+500


km 102+000


km 107+000


km 110+000

Surface of Pavement from km 110 to Manjre Km 117 is also poor. It has thin surface

layer which has come out at many places.


km 111+000


km 119+600

Condition of wearing course of Pavement from Manjre to km 121 is also poor except

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isolated patches of regular surface. Pavement is cracked and raveled at regular

interval.


km 119+700


km 120+400

Around one Km length of road from Km 121 to km 122 is newly constructed


km 121+000


km 122+000

Wearing course of pavement is damaged from km 122 to end of project road km

133.400. Pavement is cracked and raveled at regular interval. At few places

pavement is completely damaged and worn-out.


km 122+100


km 124+000

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km 129+000


km 133+400

The overall condition of the pavement throughout the project corridor is poor except

few places where pavement is more regular in isolated patches. Cracking, raveling,

pothole is commonly observed. Some stretches are completely worn-out. Condition

of pavement is particularly bad inside villages.

Following graph show statistical representation of pavement condition.

Figure 5-51: Pavement Distresses (Cracking)-PKG PN45

28 % of Total Stretch




<=20% 20 to 30% 30 to 50% >50%

Variation of Total Cracking Along Vita to Warna River Bridge

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Figure 5-52: Pavement Distresses (Cracking)-PKG PN46

Following can be observed in this regard.

• Most of pavement has cracking more than 20%.

• In Package B from Warna Bridge to Anuskura pavement is more cracked as

compared to Package A

It is observed that barring black cotton stretches from Balavadi to Borgaon, road is

made on good strata and the damages which are observed are more related to wearing

course. Pavement as such does not show any failure or heaving or shoving.

Thus in most of the stretches where pavement base in good strengthening of

pavement can be done with overlay. Based on above observation a pavement

condition plan is prepared which placed at Annexure -5.1





<=20% 20 to 30% 30 to 50% >50%

Variation of Total Cracking Along Warna River Bridge to Anuskura

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CHAPTER 6

INVENTORY SURVEY

6.1 Road Inventory Approach & Methodology

Road inventory survey involves collection of the data pertaining to the existing road

such as the width of the road, type of the shoulder and its width, type of terrain,

longitudinal and vertical curves, number of CD structures, retaining walls, available

land widths, water bodies, number of trees, utility services etc. Detailed inventory of

project road from Vita to Anuskura was done. Teams of experienced supervisors

under guidance of highway engineers were deployed for the exercise.

Inventory data were collected in standard formats (as per IRC code). Following

details were collected in inventory.

• Terrain (plain, rolling, hilly, mountainous);

• Land use (Agricultural, Barren, Built-up, Semi Built-up, Industrial,

Forest);

• Carriageway width, surfacing type;

• Height of embankment or depth of cutting;

• Land width i.e. ROW (when pillars are available);

• Shoulder surfacing type, width

• Sub grade/ local soil type (textural classification);

• Horizontal curve, vertical curve;

• Road intersection type and details;

• Structure no. and Chainage;

• Details of railway track interfering with the road;

• Name & Type of river/Nala;

• Span arrangement & Total length of structure;

• Type of superstructure and condition of each component;

• Type of substructure and condition of each component;

• Type of foundation and condition of each component;

• Type & condition of approaches and floor protection works;

• Retaining structures;

• Location of water bodies (lakes, reservoirs);

• Road-side arboriculture;

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• Existing utility services on either side of the road;

• Details of Submergence;

• General drainage condition.

These details were collected for every 500m of road and were recorded in tabular

format. Separate formats were prepared to collect details of various nature and

categories. Following separate formats were made for collection of inventory data.

• Road Inventory (Carriageway and shoulders)

• Culverts inventory

• Trees

• Electric/ Telephone Poles;

Any miscellaneous item like canal, ponds etc. were recorded in road inventory part.

6.2 Major observations

6.2.1 Road & Pavement

The project corridor has a varying carriageway width. General configuration of road

is of intermediate-lane with earthen shoulders on either side for most of the length.

Carriageway width of corridor varies from 5m to 6m for Vita to Kundal, 6m to 7m

for Takari to Kokrud, 7m to 8m for Shirala built up, 5m to 6.5m for Kokrud to

Malkapur, 3.5m to 5.5m for Malkapur to Anuskura length. The Project corridor

passes through mixed terrain. Project road from Vita to Kokrud passes through plain

and rolling terrain. Second part of project road from Warna river bridge to Anuskura

traverses through ghat and hilly terrain.

Condition of pavement has been discussed in previous section of report.

The existing road has little embankment height for most of the length. The land use

along the project road primarily is agriculture / barren with Built-up parts

intermittently in villages. There is vegetation on both sides of project road all along

the corridor. Numbers of trees are there on both side of road. Summary of

carriageway width of existing road is give in table below.

Table 6-1: Typical Carriageway width of the Existing Road

S. No.

Chainage (km) Existing

carriageway width (avg) (m)

Remarks From To

1 0.8 23.5 5.5 – 6.0 Vita to Kundal

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S. No.

Chainage (km) Existing

carriageway width (avg) (m)

Remarks From To

2 23.5 44.8 6.0 -7.0 (10 -14 m in built up area of

Islampur)

Takari to Islampur (Stretch from Km 23.5 to km 30.78 not in scope)

3 49.6 62.0 6.5 -7.0 Peth to Shirala (Stretch from Km

44.85 to km 49.6 not in scope)

4 62.0 84.0 6.0 -7.0 Shirala to Kokrud

5 0.000 4.700 7.0 – 8.0 Shirala built up

6 84.3 99.0 5.0 – 6.5 Kokrud to Malkapur (Length of about 270 m inside Malkapur is

not in scope.)

7 99.0 126.6 3.5 – 4.5 Malkapur to Anuskura

Width of carriageway has been picked from LiDAR survey as well. KM wise

average width of existing carriageway is placed in Annexure 6.1

6.2.2 Land Use

There is agriculture land on both side of project road in most parts of stretches.

Following table provide details of villages and settlements along project road.

Table 6-2: Land use along the Corridor


Settlements along

the corridor From To

PACKAGE PN45

0.800 1.180 Built up Vita

1.180 8.000 Agriculture

8.000 8.100 Built up Khambale


11.000 11.700 Built up Alsund


15.100 15.600 Built up Tandulwadi


15.950 16.200 Built up Balavadi


21.700 22.000 Built up Kundal



36.100 36.500 Built up Borgaon


43.100 44.850 Built up Islampur

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Settlements along

the corridor From To

49.600 49.800 Built up Peth


53.600 54.700 Built up Retre Dharan


61.100 61.400 Built up Red


67.600 67.820 Built up Biour


72.400 72.800 Built up Pawle wadi


74.300 75.150 Built up Rile


77.220 77.400 Built up Mangrul


79.000 79.500 Built up Bilashi


81.600 81.800 Built up Malewadi


82.200 83.000 Built up Kokrud


1.500 2.500 Built up Shirala


PACKAGE PN46

84.300 85.700 Hilly area

85.700 86.300 Built up Turukwadi

86.300 98.400 Hilly area

98.400 99.600 Built up Malkapur

99.600 100.500 Hilly area

100.500 100.800 Built up Uchat

100.800 102.500 Hilly area

102.500 102.900 Built up Parale

102.900 103.300 Hilly area

103.300 103.600 Built up Maan

103.600 119.100 Hilly area

119.100 119.300 Built up Manjare

119.300 126.600 Hilly area

6.2.3 Junctions

There are few cross roads which meet project road at various places. Most of the

cross roads are minor roads.

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There are several small intersections on the project, principally with village roads.

Including the starting and ending point, 65 junctions are there along the corridor. Out

of these intersections, 9 are major and 56 are minor. There is existing bypass for road

. The Table given under provides details of major and minor junctions along the

corridor.

Table 6-3: List of Major Intersections

S.

No.

Design

Chainage

Km

Existing

Chainage

Km

Category

of Road Type of

Junction Remarks

1 0+000 0+800 MDR T Tasgaon

2 17+400 18+100 MDR X LHS-Tasgaon RHS-Satara

3 22+764 23+500 SH 75 T Tasgaon

4 30+100 30+785 SH 75 T Karad

5 49+100 48+940 NH 4 X LHS-Bangalore RHS- Mumbai

6 80+700 82+266 SH 144 T Karad

7 84+087 84+355 ODR T Kolhapur

8 97+900 98+680 NH 204 Y Amba

9 99+300 98+950 NH 204 T Kolhapur

Table 6-4: List of Minor Intersections

S.

No.

Design

Chainage Km

Existing

Chainage Km

Category

of Road Type of

Junction Remarks

1 0+300 1+100 VR T Advi Peth

2 2+200 2+970 VR T Dhawaleshwar

3 2+500 3+245 VR T Connects to vita Sangli

road

4 10+210 8+065 VR Y Kalambi

5 10+750 11+500 VR Y Kamalpur

6 10+950 11+700 VR T Wazar

7 14+420 15+350 VR T Tandalwadi

8 15+220 16+145 VR X LHS-Andhali RHS- Rampur

9 15+850 16+760 VR Y Balavadi

10 18+940 20+035 VR T Kranti Sugar factory

11 20+750 21+780 VR X LHS-Palus

RHS- Sathenagar

12 21+240 22+355 VR Y Dubal Vasti

13 21+500 22+400 VR T Kundal Police St.

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S.

No.

Design

Chainage Km

Existing

Chainage Km

Category

of Road Type of

Junction Remarks

14 30+400 31+300 VR T Takari Gaon

15 30+900 31+870 VR T Banevadi

16 31+800 32+670 VR T Banevadi

17 32+000 32+920 VR X LHS-Gaudawadi RHS- Banewadi

18 35+000 35+875 VR Y Masuchiwadi

19 35+400 36+550 VR T Borgaon

20 35+800 36+760 VR X LHS-Walwa RHS- Bahe

21 36+300 37+260 VR T Shivajinagar

22 38+100 39+050 VR Y Junekhed

23 39+200 40+120 VR T Khundalapur

24 40+400 41+400 VR T Walwa

25 41+200 42+140 VR T Rajaram bapu bazaar

26 43+600 44+730 VR X LHS-Ashta RHS- Bahe

27 44+800 46+060 VR Y To NH 4

28 49+300 49+215 VR Y Peth gaon

29 49+600 50+565 VR X LHS-Chikli RHS- Surul

30 49+800 50+755 VR T Jambhulwadi

31 51+900 52+880 VR Y Connect to NH 4

32 52+920 53+910 VR X LHS-Dhagewadi

RHS- Retre Dharan

33 54+140 55+265 VR T Ozarde

34 55+050 56+130 VR T Ozarde

35 59+250 60+240 VR T Beldarwadi

36 59+550 60+565 VR X LHS-Kapari

RHS- Red village

37 60+450 61+645 VR Y Shirala Village

38 61+460 63+300 VR X LHS-Kapari


39 63+560 65+400 VR X LHS-Chikhalwadi


40 63+350 66+400 VR X LHS-Chikhli


41 65+980 67+700 VR X LHS-Biour


42 66+780 68+700 VR T Tadawale

43 67+770 69+650 VR Y Shanti nagar

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S.

No.

Design

Chainage Km

Existing

Chainage Km

Category

of Road Type of

Junction Remarks

44 69+100 71+000 VR T Sagaon

45 72+720 74+730 VR T Rile Gaon

46 73+120 75+100 VR Y Rile Gaon

47 73+850 75+480 VR T Shirale khurd

48 75+750 77+360 VR T Mangrul

49 76+450 78+100 VR T Vasahat wadi

50 84+800 86+100 VR T Turukwadi

51 90+120 90+600 VR T Ameni

52 91+950 92+400 VR T Altur

53 96+800 97+280 VR X LHS-Gadewadi RHS- Kadave

54 97+000 97+500 VR T Gadewadi

55 111+100 110+870 VR T Vishalgad

56 119+120 118+450 VR T Vishalgad

6.2.4 Bypasses

There is one existing bypass at Shirala. The details of the existing bypasses are as

follows:

Table 6-5: List of Bypass

S.

No.

Name of

bypass

(Town)

Chainage (km) Length

(Km)

Carriageway

From To Width (m) Type

1 Shirala 62.1 67.7 5.6 5.5 BT

6.2.5 Road Geometry

Geometrics of project alignment in stretch from Vita to Kokrud are in general fair.

There are few locations at which there are sharp substandard curves. Vertical

geometry of road is also poor. At many a places sufficient sight distance is not

available.

Following are some examples of good and poor geometric project road.

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Figure 6-1: Straight alignment at km

40+000

Figure 6-2: Poor Horizontal Geometry

at km 35+000

Figure 6-3: Poor Horizontal Geometry at

km 71+000 before Kokrud

Figure 6-4: Very Poor Vertical

Geometry at km 6+500

6.2.6 Right of Way

Alignment of project road passes through two districts of Maharashtra namely Sangli

and Kolhapur. Further is passes through following talukas of both the districts.

Land map of villages was collected from Resettlement commissioner of State. It

provides disjointed land maps of various villages of year 1991. The scale of each

map is different and there are missing references. The cadastral map thus procured is

joined for superimposing over road alignment to know existing alignment. Following

was observed in this regard

a) The alignment of existing road does not match exactly with the one shown in

map

b) There are large number of places where the project road is not shown in village

map provided by department.

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The map was superimposed on designed alignment and existing ROW, as shown in

map, was measured.

Additionally, attempt was made to measure actual clear ROW physically available at

site. Following table provides available detail of such measurements. A map showing

ROW of cadastal map superimposed on project road alignment is placed in drawing

volume.

Table 6-6: ROW Details

S. No. Chainage

(In Km) ROW As per

TLR (avg) m

Actual ROW

at Site (m)

approx

1 0.000 Not Available 16-20






7 6.000 12.49 16-20

8 7.000 9.7 16-20

9 8.000 8.69 16-20



12 11.000 14.14 18-20

13 12.000 14.95 18-20

14 13.000 18.72 18-20

15 14.000 24.08 18-20




19 18.000 14.32 16-18

20 19.000 16.72 20-24

21 20.000 19.61 15-18

22 21.000 23.07 15-18

23 22.000 22.08 15-18


25 24.000 26.37 15-18

26 25.000 28.34 15-18

27 26.000 20.71 15-18

28 27.000 19.4 15-18

29 28.000 19.45 15-18

30 29.000 23.29 15-18

31 30.000 24.98 15-18

32 31.000 21.46 15-18

33 32.000 26.1 14-16

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S. No. Chainage

(In Km) ROW As per

TLR (avg) m

Actual ROW

at Site (m)

approx

34 33.000 30.51 14-16

35 34.000 25.56 14-16

36 35.000 26.7 14-16

37 36.000 24.67 14-16

38 37.000 22.72 14-16

39 38.000 22.61 14-16

40 39.000 19.9 14-16

41 40.000 26.16 14-16

42 41.000 26.53 14-16

43 42.000 28.32 14-16





48 47.000 18.02 14-16

49 48.000 20.73 14-16





54 53.000 18.06 14-16

55 54.000 16.67 14-16


57 56.000 16.43 14-16

58 57.000 17.77 14-16

59 58.000 14.13 14-16

60 59.000 13.11 14-16


62 61.000 21.45 14-16

63 62.000 20.03 14-16





68 67.000 14.33 14-16

69 68.000 12.04 14-16

70 69.000 16.24 14-16

71 70.000 15.49 14-16

72 71.000 15.35 14-16

73 72.000 11.77 14-16

74 73.000 11.46 14-16

75 74.000 17.39 14-16

76 75.000 15.29 14-16

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S. No. Chainage

(In Km) ROW As per

TLR (avg) m

Actual ROW

at Site (m)

approx

77 76.000 15.56 14-16

78 77.000 21.39 14-16

79 78.000 24.07 14-16

80 79.000 20.49 14-16

81 80.000 17.91 14-16

82 81.000 13.19 14-16

83 82.000 22.74 14-16

84 83.000 18.22 14-16

85 84.000 5.67 12-14














99 98.000 14.63 10-12


101 100.000 17.99 10-12

102 101.000 11.81 10-12

103 102.000 17.74 10-12

104 103.000 16.15 10-12

105 104.000 19.81 10-12

106 105.000 Not Available 10-12

107 106.000 Not Available 10-12

108 107.000 Not Available 10-12

109 108.000 Not Available 10-12

110 109.000 Not Available 10-12

111 110.000 Not Available 10-12

112 111.000 Not Available 10-12

113 112.000 Not Available 10-12

114 113.000 22.4 10-12

115 114.000 15.51 10-12

116 115.000 21.71 10-12

117 116.000 10.89 10-12

118 117.000 15.84 10-12

119 118.000 18.66 10-11

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S. No. Chainage

(In Km) ROW As per

TLR (avg) m

Actual ROW

at Site (m)

approx

120 119.000 15.53 10-11

121 120.000 14.76 10-11

122 121.000 18.97 10-11

123 122.000 16.04 10-11

124 123.000 14.94 10-11

125 124.000 16.79 10-11

126 125.000 16.99 10-11

127 126.000 15.13 10-11

128 127.000 16.98 10-11

129 128.000 19.04 10-11

130 129.000 15.54 10-11

131 130.000 11.99 10-11

132 131.000 16 10-11

133 132.200 Not Available 10-11

6.2.7 Structures

Study of condition of existing bridges and CD structures was carried out by team of

experienced engineers. The structures comprise of bridges (major and minors) and

culverts. For bridges and CD works survey was carried out in accordance with the

guidelines as stipulated in IRC-SP:35. The following information has been collected

during the survey work.

a. Chainage / structure No., type of structure, span / length, carriageway width, no

of vents, diameter / size of vent and height of road above bed level.

b. Type of foundation, substructure, superstructure, railing, bearing, expansion

joints, wearing coat and material used in construction.

c. Visual structural condition of superstructure, substructure, foundation, railing,

wearing coat, bearing, drainage spout and expansion joint.

d. Condition of protection works, information regarding scour and erosion,

condition of vents at inlet and outlet.

e. Submergence characteristic and duration of traffic disruption.

f. Type and condition of headwalls, wing walls and return walls.

g. Information about HFL (from flood marks), recorded markings and local

inquiry, lowest bed level, scour etc.

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There are total 270 structures on project alignment excluding 04 major bridges.

Bridges having more than 30m length are not considered under the scope of this

package.

Following are summary of existing minor bridges, slab culverts and pipe culverts in

package

Minor Bridges - 22

Slab / Box Culverts - 13

Pipe Culverts - 235

Details of all above structures is placed as Annexure -6.1

6.2.7.1 Major Bridges

Table 6-7: List of Major Bridges

Sr.

No Bridge

No Name of

River

Existing

Bridge Location

/ Chainage

Span Arrangement

Existing (in m)

Total Length

(m)

Carriageway

Width (Existing)

(in m)

Remarks

PACKAGE – PN45

1 MJB-01 Yerala 15.100 10 x 9.0 m 100.00 7.90 Masonry substructure &

RCC superstructure

2 MJB-02 Krishna 31.500 13 x 17.0m 239.20 7.50 RCC substructure & RCC

superstructure

3 MJB-03 Warana 83.000 7 x 13.8m 106.40 7.30 Masonry substructure &

RCC superstructure

PACKAGE – PN46

4 MJB-04 Kadavi 96.500 9X12.1 118.80 7.50 Masonry substructure &

RCC superstructure

6.2.7.2 Minor Bridges

Table 6-8: List of Minor Bridges

Sr.

No Bridge

No Name of

River

Existing

Bridge Location

/ Chainage

Span Arrangement

Existing (in M)

Total Length

(m.)

Carriageway Width

(Existing) (in m.)

Remarks

PACKAGE – PN45

1 MNB-01 Earthen Canal

8.200 1 x 8.2 9.00 6.7 PCC & RCC superstructure

2 MNB-02 Earthen Canal

10.700 1 x 6.4 9.00 6.2 Masonry substructure &

RCC superstructure

3 MNB-03 Stream 12.300 1 x7.6 8.20 11.70 RCC /PCC substructure &

RCC superstructure

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Sr.

No Bridge

No Name of

River

Existing

Bridge Location

/ Chainage

Span Arrangement

Existing (in M)

Total Length

(m.)

Carriageway Width

(Existing) (in m.)

Remarks

4 MNB-04 Tilgerga 53.900 4 X 5.9 24.40 12.40 RCC /PCC substructure &

RCC superstructure

5 MNB-05 Stream 63.100 2 X 6.2 13.60 9.40 RCC /PCC substructure &

RCC superstructure

6 MNB-06 Stream 63.500 1 X 6.5 7.00 9.50 RCC /PCC substructure &

RCC superstructure

7 MNB-07 Morna 65.200 5 X 9.2 57.00 10.50 RCC /PCC substructure &

RCC superstructure


RCC superstructure


RCC superstructure


RCC superstructure


RCC superstructure


RCC superstructure


RCC superstructure

PACKAGE – PN46

1 MNB-14 Turukwad

i Canal 84.900 1X9.1 9.60 12.20

RCC /PCC substructure & RCC superstructure


RCC superstructure

3 MNB-16 Shali River

102.000 7X4.8 51.10 9.70 Masonry substructure &

RCC superstructure


RCC superstructure


RCC superstructure


RCC superstructure


RCC superstructure

8 MNB-21 Stream 119.900 2 X 3.2 7.00 7.6 Masonry substructure &

RCC superstructure

9 MNB-22 Kasari River

124.100 6X6.3 54.60 8.30 Masonry substructure &

RCC superstructure

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6.2.7.3 Pipe Culverts:

Sr.

No

Culvert

No

Existing

Chainage

(km)

Span

Arrangement

Existing

(in M)

Total

Length

(m.)

Carriagewa

y

Width

(Existing)

(in m.)

Remarks

PACKAGE – PN45

1 PC-1 1.40 1x1.2 10.20 7.00 Masonry structure. More

Vegetation Growth, Pipe

Internal Thickness= 110mm


Thickness = 140mm

3 PC-3 4.20 2 x 0.9 11.00 6.70 RCC structure. Pipe Thickness

= 70mm


Thickness = 70mm


Thickness = 70mm

6 PC-6 5.20 1 x 0.9 10.40 5.30 Masonry structure.

Vegetation Growth, Pipe

Thickness = 70mm

7 PC-7 6.40 1 x 1 10.50 5.60 Masonry structure. Pipe

Thickness = 110mm


Thickness = 70mm


Thickness = 70mm


Thickness = 70mm


Thickness = 30mm


Thickness = 30mm


Thickness = 70mm


Thickness = 30mm

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Sr.

No

Culvert

No

Existing

Chainage

(km)

Span

Arrangement

Existing

(in M)

Total

Length

(m.)

Carriagewa

y

Width

(Existing)

(in m.)

Remarks


Thickness = 30mm

16 PC-16 13.400 1 x 1.2 11.90 5.50 RCC structure. Pipe Thickness

= 70mm

17 PC-17 14.000 1 x 1.2 11.50 5.50 RCC structure. Pipe choke up


Thickness = 100mm

19 PC-19 19.900 1 x 0.9 9.90 8.60 Rack structure. Vegetation

Growth, Pipe Thickness =

100mm

20 PC-20 19.950 1 x 0.6 9.90 9.80 Rack structure. One side pipe

is deteriorated completely

21 PC-21 20.500 1 x 0.6 9.90 9.80 Rack structure. Pipe choke up



24 PC-24 34.100 2 x 0.9 10.50 7.30 PCC structure. Pipe Thickness

= 30mm


= 30mm

26 PC-26 36.400 3 x 1 11.80 7.40 PCC structure. Vegetation

growth, Pipe Thickness =

70mm

27 PC-27 36.900 2x 1 10.10 7.00 PCC structure. Pipe

Thickness = 70mm

28 PC-28 37.800 2x 0.9 10.80 6.40 PCC structure. Pipe Thickness

= 30mm


= 30mm


= 30mm


= 30mm, Extra Pipe Culvert

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Sr.

No

Culvert

No

Existing

Chainage

(km)

Span

Arrangement

Existing

(in M)

Total

Length

(m.)

Carriagewa

y

Width

(Existing)

(in m.)

Remarks

on rough road


= 30mm, Major Cracks

33 PC-33 49.000 2x 1.2 9.00 6.70 Masonry structure. Right side

wall = 27.6, L.S.W = 12.6m


Thickness = 30mm


Thickness = 70mm

36 PC-36 51.600 1 x 0.9 10.00 7.20



Condition with vegetation

growth

37 PC-37 52.000 2 x 0.9 10.10 7.20



Condition with vegetation

growth


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm


= 30mm


Thickness = 30mm


Thickness = 30mm,


Thickness = 30mm

177

PWD - MAHARASHTRA




Sr.

No

Culvert

No

Existing

Chainage

(km)

Span

Arrangement

Existing

(in M)

Total

Length

(m.)

Carriagewa

y

Width

(Existing)

(in m.)

Remarks


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm


Thickness = 70mm


Thickness = 30mm


= 30mm


= 30mm


= 30mm


= 30mm


= 30mm


= 30mm


= 30mm


= 30mm


= 30mm


Thickness = 30mm

178

PWD - MAHARASHTRA




Sr.

No

Culvert

No

Existing

Chainage

(km)

Span

Arrangement

Existing

(in M)

Total

Length

(m.)

Carriagewa

y

Width

(Existing)

(in m.)

Remarks


Thickness = 30mm, Bhivur

Junction


Thickness = 30mm, Bhivur

Junction


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm


Thickness = 70mm


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm, Black

Cotton Soil


Thickness = 30mm, Near

Aswale wadi KVA Station

72 PC-72 72.80 2 x 0.9 10.00 7.00 Masonry structure. Pipes


vegetation

73 PC-73 72.90 1 x 0.9 10.00 7.00 Masonry structure. Very Poor,

MSEB KVA near Station


Thickness = 30mm

75 PC-75 74.100 1 x 0.9 10.00 7.00 Masonry structure. One side

is Closed, Pipe Thickness =

30mm

179

PWD - MAHARASHTRA




Sr.

No

Culvert

No

Existing

Chainage

(km)

Span

Arrangement

Existing

(in M)

Total

Length

(m.)

Carriagewa

y

Width

(Existing)

(in m.)

Remarks


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm, Right side

drainage work in progress


Thickness = 30mm


Thickness = 30mm, one side

choke up, Built up on culvert


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm


choke up


choke up, Very Poor state


Thickness = 30mm, Covered

with vegetation

88 PC-88 79.200 1 x0.9 10.00 7.00 Masonry structure. Pipe

Thickness = 30mm, Pipe

choke up



choke up

180

PWD - MAHARASHTRA




Sr.

No

Culvert

No

Existing

Chainage

(km)

Span

Arrangement

Existing

(in M)

Total

Length

(m.)

Carriagewa

y

Width

(Existing)

(in m.)

Remarks


Thickness = 30mm, Broken

Pipe

91 PC-91 79.800 2 X 0.9 9.00 7.00 Masonry structure. Pipe

Thickness = 30mm


Thickness = 30mm

93 PC-93 81.200 1 x 1.0 9.00 6.20

Masonry structure. Poor

Conditions in Built up area of

Kokrud covered with

vegetation

PACKAGE – PN46

1 PC-94 83.20 3x0.90 10.70 6.00

PCC structure. Pipe Thickness

= 30mm, Poor Condition, Pipe


vegetation

2 PC-95 83.70 5x1.00 11.00 6.00



Condition, Right side Pipe


vegetation


thickness = 30mm

4 PC-97 84.60 3x0.90 10.50 7.20


thickness = 30mm, Very Poor

Condition, covered with RCC

Drain


thickness = 30mm, Retaining

wall + Single pipe

6 PC-99 85.50 1x0.90 15.10 10.20 PCC structure. Pipe thickness

= 30mm,


thickness = 30mm


thickness = 30mm, Broken

181

PWD - MAHARASHTRA




Sr.

No

Culvert

No

Existing

Chainage

(km)

Span

Arrangement

Existing

(in M)

Total

Length

(m.)

Carriagewa

y

Width

(Existing)

(in m.)

Remarks

Head wall


thickness = 30mm

10 PC-103 86.100 1x0.90 10.50 5.70 Masonry structure. One side

pipe is broken Pipe thickness

= 30mm

11 PC-104 86.300 1x0.90 9.80 5.20 Masonry structure. Half

Broken, Pipe thickness =

30mm


thickness = 30mm


thickness = 70mm


thickness = 70mm


thickness = 70mm


thickness = 30mm, Pipe

Choke up


thickness = 30mm


thickness = 30mm


thickness = 30mm


thickness = 30mm


thickness = 30mm



Choke up

182

PWD - MAHARASHTRA




Sr.

No

Culvert

No

Existing

Chainage

(km)

Span

Arrangement

Existing

(in M)

Total

Length

(m.)

Carriagewa

y

Width

(Existing)

(in m.)

Remarks


thickness = 30mm



Choke up


thickness = 70mm,


thickness = 30mm,


thickness = 30mm,


thickness = 30mm


thickness = 30mm


thickness = 70mm,



Broken



Broken


thickness = 30mm


thickness = 30mm

35 PC-128 91.100 1x0.9 11.10 6.10



Buried in Soil and Poor

Condition



Buried in Soil and Poor

183

PWD - MAHARASHTRA




Sr.

No

Culvert

No

Existing

Chainage

(km)

Span

Arrangement

Existing

(in M)

Total

Length

(m.)

Carriagewa

y

Width

(Existing)

(in m.)

Remarks

Condition


thickness = 30mm



with vegetation



with vegetation


thickness = 30mm



Choke up


thickness = 30mm, left side

pipe broken


thickness = 30mm


thickness = 30mm, Left hand

side - Broken Wall



Choke up



Choke up



Choke up



Choke up

184

PWD - MAHARASHTRA




Sr.

No

Culvert

No

Existing

Chainage

(km)

Span

Arrangement

Existing

(in M)

Total

Length

(m.)

Carriagewa

y

Width

(Existing)

(in m.)

Remarks


Choke up


thickness = 30mm, Near N.D.

Patil School Malkapur

51 PC-144 97.500 1x0.90 6.40 4.70


thickness = 30mm, Nala in

Built up area of Malkapur

Peth

52 PC-145 97.600 2x0.90 9.80 7.60


thickness = 30mm, Nala in

Built up area, Covered with

vegetation



= 30mm, Covered with

vegetation


thickness = 30mm, Down

Stream Can’t measure


thickness = 30mm



= 30mm


Thickness = 30mm


Thickness = 70mm


Thickness = 30mm


Thickness = 30mm

185

PWD - MAHARASHTRA




Sr.

No

Culvert

No

Existing

Chainage

(km)

Span

Arrangement

Existing

(in M)

Total

Length

(m.)

Carriagewa

y

Width

(Existing)

(in m.)

Remarks


Thickness = 30mm


Thickness = 30mm


Thickness = 70mm


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm


Thickness = 70mm

70 PC-163 108.900 4 x 1.20 10.10 6.00



Choke up (Reinforcement of

pipe exposed)



Choke up


Thickness = 30mm


Thickness = 70mm


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm

186

PWD - MAHARASHTRA




Sr.

No

Culvert

No

Existing

Chainage

(km)

Span

Arrangement

Existing

(in M)

Total

Length

(m.)

Carriagewa

y

Width

(Existing)

(in m.)

Remarks


Thickness = 30mm


Thickness = 30mm

80 PC-173 114.200 2x0.90 6.40 3.70



condition of pipe on both

sides, soil filled inside


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm

87 PC-180 116.000 1x0.90 9.30 4.50


Thickness = 30mm,

Downstream pipe filled with

red soil


Thickness = 30mm


Thickness = 30mm


Choke up


Thickness = 30mm



187

PWD - MAHARASHTRA




Sr.

No

Culvert

No

Existing

Chainage

(km)

Span

Arrangement

Existing

(in M)

Total

Length

(m.)

Carriagewa

y

Width

(Existing)

(in m.)

Remarks

ONLY



ONLY



ONLY


Thickness = 70mm


Thickness = 100mm


Thickness = 30mm


Thickness = 70mm


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm


Thickness = 70mm


Thickness = 30mm


Thickness = 30mm

105 PC-198 121.20 1x0.9 9.30 4.80


Thickness = 30mm, Very Poor

condition of pipe broken at

several Places


Thickness = 70mm

188

PWD - MAHARASHTRA




Sr.

No

Culvert

No

Existing

Chainage

(km)

Span

Arrangement

Existing

(in M)

Total

Length

(m.)

Carriagewa

y

Width

(Existing)

(in m.)

Remarks


Thickness = 30mm


Thickness = 30mm


Thickness = 70mm


Thickness = 30mm


Thickness = 70mm


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm

115 PC-208 123.100 1x0.90 8.80 4.00


Thickness = 30mm, Pipe on

downstream covered with

vegetation


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm



Choke up


Thickness = 30mm


Thickness = 30mm

189

PWD - MAHARASHTRA




Sr.

No

Culvert

No

Existing

Chainage

(km)

Span

Arrangement

Existing

(in M)

Total

Length

(m.)

Carriagewa

y

Width

(Existing)

(in m.)

Remarks


Thickness = 30mm


Choke up


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm



Choke up


Thickness = 70mm


Thickness = 30mm


Thickness = 30mm


Thickness = 70mm

134 PC-227 127.400 1x0.90 9.00 3.80 Masonry structure. Near

Sahyadri School Anuskura



Thickness = 30mm


Thickness = 30mm

190

PWD - MAHARASHTRA




Sr.

No

Culvert

No

Existing

Chainage

(km)

Span

Arrangement

Existing

(in M)

Total

Length

(m.)

Carriagewa

y

Width

(Existing)

(in m.)

Remarks


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm


Thickness = 30mm

6.2.7.4 Slab/ Box Culverts:

Sr. No

Culvert

No Name of

River Chainage

Span

Arrangement

Existing

(in m.)

Total Length (in m.)

Carriageway Width

(Existing) (in m.)

Remarks

PACKAGE – PN45

1 SC-01 Canal 11.500 1 x5.5 6.00 11.7 RCC /PCC substructure &

RCC superstructure

2 SC-02 Canal 15.000 1 x4.3 5.00 7.2 Masonry substructure &

RCC superstructure

3 SC-03 Canal 16.700 1 x 5.7 6.00 10.9 RCC /PCC substructure &

RCC superstructure


RCC superstructure


RCC superstructure


RCC superstructure

7 SC-07 Stream 67.500 1 X 4.3 4.80 11.4 RCC /PCC substructure &

RCC superstructure

PACKAGE – PN46

1 SC-08 Stream 84.200 1X4.7 5.50 11.4 Masonry substructure &

RCC superstructure

2 SC-09 Stream 98.600 1X4.7 5.40 7.8 RCC /PCC substructure &

RCC superstructure

191

PWD - MAHARASHTRA




Sr. No

Culvert

No Name of

River Chainage

Span

Arrangement

Existing

(in m.)

Total Length (in m.)

Carriageway Width

(Existing) (in m.)

Remarks


RCC superstructure


RCC superstructure


RCC superstructure


RCC superstructure

192

PWD - MAHARASHTRA




CHAPTER 7

MATERIAL INVESTIGATION

7.1 General

Availability of good quality materials in required quality is most important aspect of

construction of a road project. Soil, stone, Bitumen, Cement and steel are major

materials for road construction. Availability of same along project road is discussed

in this chapter. A materials survey was done in this regard.

The objective of the material survey is to

(i) Locate potential sources of soil for embankment and subgrade, sub- base,

base course, aggregate for bituminous mixture and for structure, cement,

steel, RCC pipes etc.,

(ii) Examine the engineering properties of the materials relevant to the

project as per MoRTH specification. As a first step, material sources have

been identified with the help of existing data, local enquiry and field

assessment. Samples of same were tested in laboratory to ascertain its

suitability for road construction.

7.2 Stone Aggregate

Good quality stone aggregate is available at various locations along project road

alignment. Following table provides list of some stone crushers available along

project alignment.

Table 7-1: Stone Crusher along Project Road S. No

Name of Stone Crusher

Area

1 Sayaji Babar Stone Crusher Gardi 2 Mahalaxmi Construction Nevari 3 Preeti Stone Crusher Ambegaon 4 Sau Jijau Stone Crusher Ambegaon 5 Pare Road Crusher Pare Road 6 Shiv Stone Crusher Bambavade 7 Mahalakshmi Stone Crusher Bambavade 8 Balaji Stone Crusher Bambavade 9 Durvankur Stone Crusher Rethare Dharan

10 Swami Samarth Stone Crusher Kameri 11 Arun Patil Stone Crusher Turukwadi 12 Ram Kesare Stone Crusher Red 13 Rajaram Khot Stone Crusher Aswalewadi 14 Shivaji Patil Stone Crusher Rile

193

PWD - MAHARASHTRA




Samples are collected from these quarries and have been tested in laboratory.

Following tests have been conducted

• Aggregate Impact Value (AIV)

• Water Absorption

Following table provides summary of test results of stone samples

Table 7-2: Stone Quarry Test result

Sr. No

Crusher Name

Aggregate

Impact

Value

Water

Absorption

1 Sai Samarth Crusher Red Village 10.59 1.27

2 Balaji Crusher (Alandi Gaon) 25.7 2.14

3 Durvankur Stone Crusher (Retre Dharan) 11.11 1.91

4 Arun Patil Stone Crusher 16.03 1.66

5 Vita (Sayaji Babar Crusher) 21.2 1.93

6 Sou Jijau Crusher 21.87 1.92

7 Sai Samarth Kameri 18.37 1.86

8 Hira Stone Crusher (Bilashi) 17.64 1.82

Detailed results of the tests on aggregates are attached in Material Report (Volume

III)

As per specifications stone should have maximum value of AIV as 30 to be suitable

for road construction. AIV of all sources is about 15 and water absorption is also

below 2%. This indicates that good quality stone materials are available along project

road within workable lead.

7.3 Soil Borrow Area Details

As per local enquiry and survey, Soil is available along the project stretch. Except for

the stretches of black cotton soil like from Balwadi to Palus and from Takari to

Islampur, good quality soil is available at short lead from road. Following table

provides list of some of potential source of soil which can be used for road

construction.

194

PWD - MAHARASHTRA




Table 7-3 : Potential Borrow Areas for Soil S.

No. Chainage

(km) Village Name

Contact Person

Remarks

1 0.00 Gardi Mr. Sayaji Babar 5 km from 0 Chainage

2 23.00 Andhali Fata, Bambavade

Mahalaxmi Crusher, Bambavade

13 km Kundal

3 49.00 Kameri Swami Samarth Crusher

6.5 km from Peth

4 60.00 Rethare Dharan

Durvankur Crusher 3 km from Project road LHS near Shirala

5 62.00 Red Ram Kesare 3 km from Project road LHS near Shirala

6 75.00 Rile Mr. Shivaji Patil 2 km LHS from Rile

7 77.00 Aswalewadi Mr. Rajaram Khot 2 km LHS Side from Road

8 82.00 Turukwadi Mr. Arun Patil 2 km from RHS from Turukwadi

Following tests were conducted on samples collected from above borrow areas.

• MDD

• OMC

• CBR (Soaked)

Summary of same is given in table below.

Table 7-4: Engineering properties of Borrow Area Soil

Name of Village Maximum Dry

Density (MDD)

CBR (Soaked)

%

Near Warna river bridge 1.79 10.82

Near Babar Crusher Vita 2.05 11.41

Andhali 2.05 12.39

Pawlewadi 1.90 17.71

Kottoli Pattewadi (Turukwadi) 1.79 18.1

Rile Village 2.05 18.1

Retre Dharan 2.04 18.3

Malkapur Near Kadvi River Bridge 1.78 20.07

Kumeri (Near Sharad Patil Crusher) 1.95

25.1

CBR of 10% is selected as design CBR for pavement thickness design.

195

PWD - MAHARASHTRA




7.4 Cement & Steel

Steel and cement are available in Kolhapur and Sangli. All major brands of cement

like Ambuja, L&T, JK, etc. are available in area through their outlets. Since project

would require large volume of construction materials, all major brands would be

willing to provide material at site in competitive prices.

7.5 Bitumen

Mumbai is the nearest refinery from where bulk bitumen can be procured for project

road construction. Total lead of Mumbai refinery from project road is 366 km & 369

km for Package 10A & 10B respectively.

7.6 Hume Pipe

RCC hume pipes are abundantly available in project area. Sangli – Kolhapur area has

large number of hume pipe factories. They make all sizes of pipes.

Availability and other aspects of materials is discussed in detail in Material Report

(Vol-III).

196

PWD - MAHARASHTRA




CHAPTER 8

DESIGN STANDARD

8.1 General

Design of all elements of improvement scheme for project roads is done as per

relevant IRC / IS codes and best practices. Basic approach and concepts of design of

major elements are discussed as under.

8.2 Typical Cross Section

Cross sections form the basis of road design. It has been observed during inventories,

surveys and investigations that project road has varying configuration of land use and

accordingly would require multiple type of cross-sections as per site requirement. As

established in traffic analysis part, two lane carriageways are recommended for

project road. In villages there would be demand for pedestrian and drainage facilities.

In villages it would be difficult to alter final level of road as would disturb plinth

levels of already present houses and shops. Additional there are locations which have

specific requirements like weak soil strata or special safety measure.

In forest areas it is decided during visit of Hon’ble Chief Engineer on site on 7th June

2017 that in forest areas widening would be limited to intermediate lane (5.5m) due

to land way limitations in forest areas.

With the advent of better technology, vehicles now travel at a higher speed as

compared to previous times. Thus, safety of road user has become a prime concern in

all road designs. Shoulders play very important role in traffic safety in distressed

condition.

Taking all of above in to consideration following typical cross sections are suggested.

Typical Cross Section of the Project Road

Following typical sections are proposed for project road.

Type- I: These sections would be applicable for rural non-forest areas from Vita to

Kokrud. Asphalt pavement of 7.0 m carriageway flanked by 1.5m paved shoulder on

either side is proposed in these sections. There will be 1 m earthen Shoulder on either

side. Thus total formation width is 12m. Space for utility corridor shall be left

depending on availability of ROW. This section would generally be proposed at rural

197

PWD - MAHARASHTRA




locations. Type-I cross section can be divided into following sub categories.

• Type – I (A): New Construction in Black Cotton Areas

• Type -I (B): Widening and strengthening

• Type- I (C): Reconstruction

• Type-I (D): Special Section for black spot to improve visibility

Type- II: There are some forest stretches along project road where land width

available for road construction is limited. It is suggested that road improvement

proposal would be limited to existing roadway to avoid any construction into forest

areas. Following type of cross sections are developed for stretches passing through

forest areas

• Type - II (A): In this section, existing width of road carriageway would be

strengthened. This would be applicable for forest area before Malkapur where

existing carriageway width is about 7m.

• Type - II (B): This will be applicable for forest stretches where the existing

carriageway would be widened to intermediate lane for land limitations

• Type - II (C): This will be applicable for forest stretches where the existing

carriageway would be reconstructed to intermediate lane for land limitations

Type- III: Type-III cross section is for built up areas. Typical cross sections are

divided into following categories.

• Type – III (A): This is applicable for Isalmapur built up area where relatively

bigger width of carriageway is available. Concrete Pavement is provided in

built up area of Islampur

• Type -III (B): This cross section would be applicable for built up location

where concrete pavement is proposed with new RCC covered drain on either

side

• Type -III (C) – This cross section is applicable for built up areas where there

is existing drain. Pavement is proposed as concrete pavement.

• Type-III (D) – This is special cross section for stretch in the approach of

Islampur. Flexible pavement is strengthened. There is existing footpath and

drain on one side. Asphalt pavement is extended to this extent.

198

PWD - MAHARASHTRA




• Type -III (E)- This cross section is applicable for locations where pavement is

built with asphalt in built up area. RCC covers drain is proposed on both

sides. Pavement is reconstructed.

• Type-III (F)- Roadway width is limited in few built up locations. In such

locations Asphalt pavement with mountable perforated drain cover is

provided which can be used for travel path.

• Type-III (G)- This cross section is applicable for locations where pavement is

built with asphalt in built up area. Existing Drain is used. Pavement is

reconstructed.

Type- IV: These sections are applicable for stretch from Kokrud to Anuskura.

Asphalt pavement of 7 m width with earthen shoulder of 1 m on either side is

proposed in these locations. This typical cross section is divided into following sub

categories.

• Type – IV (A): Reconstruction in both side valley locations.

• Type -IV (B): Widening and strengthening in both side valley locations

• Type- IV (C): Reconstruction in stretches where there is hill on one side.

Earthen shoulder is provided on valley side while as trapezoidal PCC lined

drain is provided on hill side. A shyness width of 0.5m is added to pavement

on hill side.

• Type-IV (D): Widening and strengthening in stretches where there is hill on

one side. Earthen shoulder of 1m is provided on valley side while as

trapezoidal PCC lined drain is provided on hill side. A shyness width of 0.5m

is added to pavement on hill side.

Following table summarizes different cross sections applicable for project road.

Table 8-1: Typical Cross Section Details

Sr

No

Road

Section

Type

Carriagew

ay (m)

Paved

Shoulde

r

Shy

ness

Earthen

Shoulder

(m)

Total

Format

ion Drain Remarks

1 1A 7.0 3 2.0 12.0 Drain

Trench

Reconstruction

in Black Cotton

Soil

2 1B 7.0 3 2.0 12.0 Drain

Trench

Widening and

strengthening -

(Open Country)

199

PWD - MAHARASHTRA




Sr

No

Road

Section

Type

Carriagew

ay (m)

Paved

Shoulde

r

Shy

ness

Earthen

Shoulder

(m)

Total

Format

ion Drain Remarks

3 1C 7.0 3 2.0 12.0 Drain

Trench

Reconstruction

- (Open

Country)

4 1D 7.0 3 10.0 L-Drain

Reconstruction

in Hill cutting

with L-Drain

From 71.080 to

72.850

5 2A 5.5 2.0 7.5 Drain

Trench

Strengthening -

(Forest Area) If

Existing CW

Width >=5.5m

6 2B 5.5 2.0 7.5 Drain

Trench

Widening &

Strengthening -

(Forest Area) If

Ex CW Width

<5.5m

7 2C 5.5 2.0 7.5 Drain

Trench Reconstruction

- (Forest Area)

8 3A 16.9 16.9 1.75

Strengthening

Built-Up Area

Islampur (CH.

42.150 to

44.141)

Concrete One

Side New Drain

.Varies CW

9 3B 7.0 7.0 3.5

Reconstruction

Built-Up Area -

With New Drain

Concrete

10 3C 7.0 7.0 Use

Existing

Reconstruction

Built-Up Area -

With Existing

Drain Concrete

11 3D 13 13.0 Use

Existing

Widening and

Strengthening

Sugar factory

Area Islampur

12 3E 7.0 7.0 3.5

Reconstruction

Built-Up Area -

BT with New

covered Drain

200

PWD - MAHARASHTRA




Sr

No

Road

Section

Type

Carriagew

ay (m)

Paved

Shoulde

r

Shy

ness

Earthen

Shoulder

(m)

Total

Format

ion Drain Remarks

13 3F 7.0 7.0 3

Reconstruction

Built-Up Area -

BT with New

perforated

Drain

14 3G 7.0 7.0

Use

Existin

g

Reconstructio

n Built-Up

Area - With

Existing Drain

BT

15 4A 7.0 2 9.0 Drain

Trench

Reconstruction

Without

Parapet/RW

Both Side Valley

16 4B 7.0 2 9.0 Drain

Trench

Widening and

stregthening

Without

Parapet/RW

Both Side Valley

17 4C 7.0 0.5 1 8.5 Drain

Trench

Reconstruction

Without

Parapet/RW

One Side Hill

One side Valley

18 4D 7.0 0.5 1 8.5 Drain

Trench

Widening and

stregthening-

Without

Parapet/RW

One Side Hill

One side Valley

Typical cross sections are placed at Annexure – 8.1

8.3 Standard Lane Width

The Standard lane width of the Project Highway shall be 3.5 m as per IRC guidelines

8.4 Design Speed

IRC-73-1980: Geometric Design Standards for Rural Roads provides guideline on

design speed in various terrains. Project road comes under category of Major District

Road. Accordingly suggested design speeds as per site condition are given in table as

under. Further as per PWD guideline, in order to avoid additional land acquisition,

limited speed of 40 KMPH and 20 KMPH in plain / rolling and mountainous terrain

respectively.

201

PWD - MAHARASHTRA




Table 8-2: Design Speed

Nature of

Terrain Cross slope of the ground

Design Speed (km/hr)

Ruling Minimum

Plain Less than 10 per cent 80 65/40

Rolling Between 10 and 25 per cent 65 50/40

Mountainous Between 25 and 60 per cent 40 30/20

Steep More than 60 per cent 30 20

In general, the ruling design speed shall he adopted for the various geometric design

features of the road. Minimum design speed shall be adopted where site conditions

are restrictive and adequate land width is not available. However, at certain locations

where existing site conditions and availability of land does not allow provision of

minimum speed, appropriate traffic calming measures shall be adopted for speed

restriction and safety.

8.5 Shoulders

The type of shoulders shall be as below:

• Paved Shoulder - In the rural up section paved shoulder shall be paved

which would have same specifications as that of main carriageway.

• Earthen Shoulder / Granular Shoulder - In open country with isolated built

up area, the earthen shoulder shall be provided which shall be covered with

150 mm thick layer of selected earth / Murum.

8.6 Extra Widening

On horizontal curves with radius, less than 300 m width of pavement shall be

increased as per Table 2.3.

Table 8-3: Extra Width of Pavement and Roadway

Radius of Curve Extra Width

Up to 40 m 1.5 m

41-60 m 1.2 m

61-100 m 0.9 m

101-300 m 0.6 m

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8.7 Camber/Cross Fall

To facilitate quick disposal of rainwater from surface suitable cross fall shall be

provided as below.

Table 8-4: Cross Fall (Camber)

Category of surface Cross Fall (%)

Bituminous 2.5 %

Cement Concrete 2.5 %

Earthen / Granular Shoulder 3.0%

8.8 Horizontal Alignment

Horizontal alignment shall be designed to blend well with existing topography and

surrounding features. While designing the horizontal alignment, the following

general principles are followed:

i. Alignment should be fluent and it shall be well blended with the surrounding

topography.

ii. The curves shall be designed to have largest possible radius. It shall be

designer’s endeavor to provide horizontal curve radii corresponding to design

speed for section with exceptions at locations where site conditions and land

availability warrants otherwise.

iii. As a normal rule, sharp curves shall be avoided at the end of long tangent

since these are extremely hazardous.

iv. The curves shall be sufficiently long with suitable transitions to provide

pleasing appearance.

v. Reverse curves shall be avoided as far as possible. Where it is unavoidable,

sufficient length between two curves shall be provided for introduction of

requisite transition curves as per site conditions.

vi. Curve in the same direction, separated by short tangents known as broken

back curves, should he avoided as far as possible.

vii. To avoid distortion in appearance, the horizontal alignment should be

coordinated carefully with the longitudinal profile.

viii. Hairpin bends on hilly terrain if any shall be avoided as far as possible.

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ix. Horizontal curves shall consist of circular portion flanked by spiral transitions

at both ends as far as possible as per site condition.

8.8.1 Radii of Horizontal Curves

The desirable minimum and absolute minimum radii of horizontal curves for various

classes of terrain are given as under

Table 8-5: Minimum Radii of Horizontal Curves

Nature of Terrain

Desirable Minimum

Absolute Minimum

Plain 230 m 155 m

Rolling 155 m 90 m

Mountainous 50 m 30 m

Steep 30 m 14 m

The radius of horizontal curves for various terrain conditions shall be greater than the

desirable values given in Table 2.5. However, where site conditions are restrictive

and adequate land is not available, the curve shall be designed with maximum

possible radius to suit the site condition with appropriate safety measures.

8.8.2 Transition Curves

Minimum length of transition curve shall he determined from the following two

considerations and the larger of the two values shall be adopted for the design

purpose.

1. The rate of change of centrifugal acceleration should not cause discomfort

to drivers. From this consideration, the length of transition curve is given

by:

Ls = 0.0215 V3 / CR

Where:

LS = length of transition curve in meters,

V = Speed in km/hr,

R = Radius of circular curve in meters,

C = 80/ (75 + V) (subject to a maximum of 0.8 and minimum of 0.5)

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2. The rate of change of super-elevation should be such as not to cause discomfort

to travelers. Further, rate of change should not he steeper than 1 in 150 for roads

in plain/rolling terrain, and 1 in 60 in mountainous/steep terrains.

The formula for minimum length of transition curve as per IRC is:

Ls = 2.7 V2/R

8.9 Sight Distance

Visibility is an important requirement for the safety of travel on roads. For this, it is

necessary that sight distance of adequate length is available in different situations, to

permit drivers enough time and distance to control their vehicles so that chances of

accidents are minimized.

On two-lane roads, intermediate sight distance is proposed to be available

throughout. However, considering the future traffic scenario the design shall be done

to cater for the overtaking sight distance in as much length of the road as possible. In

stretches where intermediate sight distance is not available, the safe stopping sight

distance shall be provided. Traffic signs depicting "Overtaking Prohibited:" shall be

installed at all such locations.

The recommended sight distances for various speeds are given as under.

Table 8-6: Sight Distances for Various Speed

Speed

(km/hr)

Stopping Sight

Distance (m)

Intermediate

Sight Distance (m)

Overtaking Sight

Distance (m)

80 120 240 470

65 90 180 340

50 60 120 235

40 45 90 165

30 30 60 120

The requisite sight distance shall be available across the inner side of horizontal

curves.

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Where horizontal and summit curves overlap, the design shall be done for the

required sight distance, both in the vertical direction, along the pavement and in the

horizontal direction on the inner side of curve.

8.10 Vertical Alignment

The vertical alignments shall be designed to provide for a smooth longitudinal

profile. Frequent grade changes are avoided which causes kinks and visual

discontinuities in the profile.

The ruling and limiting gradients are as given below.

IRC:SP:73-2015 MANUAL OF SPECIFICATIONS & STANDARDS FOR TWO

LANING OF HIGHWAYS WITH PAVED SHOULDER allows limiting following

gradients

For Plain and rolling terrain – Ruling 2.5%, Limiting- 3.3%

Mountainous– 5%, 6% as Ruling and Limiting gradients respectively

Steep– 6%, 7% as Ruling and Limiting gradients respectively

while as IRC:73- Geometric Design Standards for Rural(Non-Urban) Highways

proposes following gradients

For Plain and rolling terrain – Ruling 3.3%, Limiting- 5% and 6.7%

exceptional

Mountainous and Steep – 5%, 6% and 7% as Ruling, Limiting and Exceptional

gradients respectively

IRC: SP:48- Hill road manual proposes 6%, 7% and 8% gradients as Ruling,

Limiting and Exceptional for hilly road.

It is observed that project road has limited volume of traffic less than 10 MSA which

reflects lesser volume of heavy commercial vehicles. If gradients as proposed in

IRC:SP:73 are followed, it would lead to unwarranted cutting and filling at numerous

locations which can be avoided by following alternate acceptable guidelines by IRC.

A detailed site inspection for project road was done by Hon’ble Chief Engineer on 7th

June 2017 in which guidelines for maximum utilization of existing pavement ans

structures were given.

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In light of above it is proposed that following vertical gradients may be adopted for

detail design of project road to maximize use of existing pavement.

The ruling, limiting and exceptional gradients are as given below;

Table 8-7: Recommendation Gradients

Nature of Terrain Ruling

Gradient

Limiting

Gradient

Exceptional

Gradient

Plan and Rolling 3.3% 5.0% 6.7%

Mountainous &

Steep 5.0% 7.0% 8%

Gradients up to the value corresponding to ruling gradient shall be adopted, as far as

possible. Limiting gradients shall be adopted only in very difficult situations and for

short lengths.

Long sweeping vertical curves shall be provided at all grade changes. These shall be

designed as square parabolas

For design of vertical curves and its co-ordination with horizontal curves. Guidelines

as per IRC: SP: 23 shall be followed. Residents of area were inquired about

submergence and flood condition of area. It was informed that road is not overtopped

by flood water at any location other than localized depressions. Level of road is more

or less equal to surrounding ground level in most of the stretch hence during rains

water is stagnated on both side of road. There were no marks high water level at

structures..

8.11 Pavement Design

8.11.1 General

a) The type of pavement structure will be flexible pavement. Strengthening of the

existing flexible pavement for some stretch shall be considered depending on

existing pavement condition and geometry of road.

b) Design of new pavement sections will be carried out duly considering all

relevant factors for assuring reliable performance that satisfies the specified

minimum performance requirements.

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c) The Design Consultant shall undertake the necessary soil, material and pavement

investigations and traffic volume and axle load studies in accordance with the

good industry practice for preparing detailed designs.

d) The materials, mixes and construction practice shall meet the requirements

prescribed herein and MORTH Specifications / IRC Specifications, unless

specified otherwise.

e) Where problematic conditions such as expansive soils, swamps or marshes,

flooding, poor drainage, etc. are found to exist, adequate measures shall he

adopted to deal with such site conditions.

8.11.2 Design Life

Design life for pavements shall be taken as under

Flexible Pavement – Design life for flexible pavement shall be 15 years.

Rigid Pavement – Rigid pavement would be designed for a period of 30 years.

8.11.3 Method of Design of Flexible Pavement

The design of flexible pavement is covered in two parts namely, new pavements, and

widening and strengthening of existing pavements. New pavements shall be designed

in accordance with the method prescribed in IRC:37-2012 or any other international

standard method/guideline for pavement design, subject to the condition that the

overall pavement composition shall not be less than the minimum requirement

specified in IRC:37:2012.

8.11.4 Method of Design Rigid Pavement

Rigid pavement shall be designed for a period of not less than 30 years. in

accordance with the method prescribed in IRC :58-2015

8.11.5 Design Traffic

i. The design traffic shall be estimated in terms of cumulative number of standard

axles (8160 kg) to be carried by the pavement during the design period.

ii. Estimate of the initial daily average traffic flow shall be based on classified

traffic counts. IRC: 9 shall be used as guidance for carrying out the traffic

census.

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iii. Any likely change in traffic due to proposed improvement of the facility and/or

future development plans, land use, shall be duly considered in estimating the

design traffic.

iv. Traffic growth rate shall be established for each category of commercial

vehicles to be considered for design of pavement. For traffic projections, the

procedure outlined in IRC: 108 may be followed. All factors such economic

development in area and region shall be considered for growth estimation of

traffic

8.11.6 Sub-grade

The sub-grade, whether in cut or fill, shall meet the following requirements:

(i) Sub-grade layer material shall conform to the requirements laid down in

technical specifications. Expansive clays and other unsuitable soils shall

not be used for sub-grade construction. The material used in sub-grade

layer shall have dry density of not less than 17.5 KN/cum.

(ii) The thickness of sub-grade layer shall not be less than 500 mm.

(iii) The sub-grade layer shall be compacted to at least 97% of the maximum

dry density achieved with heavy compaction in accordance with IS:

2720 (Part 8).

(iv) The soaked CBR value of remolded sub-grade soil samples at the

specified dry density and moisture content shall be decided after testing

of source materials.

8.12 Pavement Components and Materials

The pavement construction materials used for sub-base, base and bituminous

surfacing shall be conforming to the requirements prescribed herein and the MORTH

and IRC Specifications, unless specified otherwise.

8.12.1 Sub-base

(i) Sub-base shall be of any of the following types:

(a) Granular stab-base conforming to clause 401 of MOSRTH

Specifications. Sub-base material shall have minimum soaked CBR value

of 30%.

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(b) Wet Mix Macadam conforming to IRC: I09.

(ii) Frost susceptible materials shall not be used in the sub-base.

(iii) From pavement drainage considerations, the granular sub-base shall be

extended over the entire formation width. The granular sub-base shall be of

proper design and grading to perform satisfactorily as the drainage layer. In

cuttings, granular sub-base shall be at least 300 mm above the invert level of

the drain.

(iv) Where modification of granular sub-base grading given in Clause 401 of

MOSRTH Specifications is considered necessary to improve its drainage

properties, the PI. Compaction and Strength criteria shall be fully satisfied,

besides drainage efficiency.

8.12.2 Base Course

(i) Base course material and construction shall conform to the following types:

Wet Mix Macadam for base course conforming to IRC: 109.

(ii) The granular base shall be primed with a prime coat of low viscosity liquid

bituminous material of appropriate type conforming to MOSRTH

Specifications/BlS specifications, preparatory to the superimposition of

bituminous treatment or mix.

8.12.3 Bituminous Surfacing

(i) The bituminous surfacing shall be either a wearing course or a binder course

with a wearing course depending upon the design traffic.

(ii) Bituminous surfacing materials and thicknesses shall satisfy the requirements

of the IRC: 37. The suggested surfacing materials and thickness are desirable

minimum from functional and structural requirements.

(iii) The specifications for the bituminous materials and mixes shall satisfy the

specified minimum requirements, as per the relevant MOSRTH

Specifications. The design of mixes shall he done by Marshall method.

8.12.4 Granular Shoulders

Material for granular layer on shoulders shall be well-graded natural sand, murum,

gravel, crushed stone or combination thereof, conforming to Clause 401 of MOSRTH

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Specifications and having soaked CBR value of not less than 30%. The granular

layer shall be compacted to at least 98% of the maximum dry density for the material

determined as per IS: 2720 (Part 8)

8.13 Roadside drainage

8.13.1 General

i. The design and construction of surface and sub-surface drains for highway

drainage shall be carried out in accordance with the requirements of this Section.

ii. Efficient drainage system shall he provided for the entire Project Highway

including structures and facilities.

iii. For quick disposal of precipitation on the road surface, the carriageway,

shoulders and median shall have the requisite camber/cross fall and longitudinal

gradient as per the values specified in this report.

iv. The natural drainage of the area shall not be disturbed.

v. The design of drains shall he carried out in accordance with IRC: SP: 42 and

IRC: SP: 50.

8.13.2 Surface Drainage

a. The water from road and adjacent areas shall be intercepted and carried through

road side drains to natural outfalls.

b. The drains shall have sufficient capacity to carry normal peak run-off without

overflowing.

c. The selection of type of roadside drains shall be based on the magnitude and

duration of flow. The roadside drains shall be designed on the principles of flow

in open channel.

d. The estimation of design discharge (peak run off) and design of drain sections

shall be made in accordance with the procedure given in IRC: SP-42.

e. The roadside drains shall not pose any danger to traffic, slopes of cuttings,

embankment, pavement or structures.

f. Longitudinal profile of drain shall be designed to drain-off surface water to the

nearest outlet. As far as possible, longitudinal slope shall not be less than to 0.2

percent for lined drains and 0.3 percent for unlined drains.

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g. The side slopes of the unlined drains shall be as flat its possible and shall not be

steeper than 1 H: 1 V.

h. The drains shall be provided with CC lining in the following situations:

i. When due to space constraint, the drains are located near the toe of the

embankment or near structures.

ii. Drains located in paved areas.

iii. In built-up areas, covered drains shall be provided. Such drains shall

be accommodated below the footpath, if additional land is not

available.

8.14 Amenities

8.14.1 General

Road side amenities shall be provided as per site condition. Design of amenities shall

be based on standard guidelines and best practices. Amenities typically would

include walk bays, pedestrian crossings, bus bays, traffic aid post and medical aid

post etc.

8.15 Safety Measures

One of the basic objective of improvement of project road is enhancing the safety of

road users. It includes vehicular and non-vehicular users both. All necessary

measures for safety would be taken. Following shall be provided judiciously at

various locations.

• Sight distances,

• Traffic Sign boards,

• Road Markings,

• Pedestrian Crossings

• Delineators,

• Hazard markers,

• Separate walkways

• Traffic Calming Measures

• Anti-Crash Barriers

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8.16 Design of Structures

Design of cross drainage works like culverts, bridges shall be carried our as per

relevant IRC / IS codes. IRC SP-23: 2004 Guidelines for design of small bridges and

culverts shall be used for design of small bridges and culverts. For bridges with

longer spans following codes shall be referred as required.

� IRC: 5-2015 : Standard Specifications and Code of Practice for Road

Bridges. Section-I - General Features of Design.

� IRC: 6-2014 : Standard Specifications and Code of Practice of Road

Bridges. Section – II - Loads and Stresses

� IRC -21: Standard Specification and code of practice for Road bridges

� IRC: 112-2011 : Code of Practice for Concrete Bridges.


Bridges. Section – IV - Foundations and Substructure.


Bridges, Section-IX-Bearings Part – II – Elastomeric Bearings.

� IRC:40-2002 : Standard Specifications and Code of Practice for Road

Bridges, Section IV – Brick, Stone and Block Masonry (Second Revision)

� IRC-54-1974 : Lateral and Vertical Clearances at Underpasses for

Vehicular Traffic.

� IRC:89-1997 : Guidelines for Design and Construction of River Training &

Control Works for Road Bridges (First Revision)

� IRC:SP:18-1978 : Manual for Highway Bridge Maintenance Inspection

� IRC:SP:40-1993 : Guidelines on Techniques for Strengthening and

Rehabilitation of Bridges

� IRC:SP:66-2005 : Guidelines for Design of Continuous Bridges

� IRC:SP:69-2011 : Guidelines & Specifications for Expansion Joints

� IRC:SP-90-2010 : Manual for Grade Separators and Elevated Structures

Detailed inventory of existing structure will be done to capture existing foundation,

vent, substructure, superstructure details. In case of widening of existing bridge,

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existing water way shall be maintained and it shall be tried to match span

arrangement of existing bridge.

In case of new bridge or culverts catchment area and hydraulic calculations shall be

done to determine requirement of vent way of CD works. Wherever possible, if

sufficient cushion is available RCC Hume pipes shall be used for culverts. In case

embankment height is not sufficient to accommodate pipe culvert box/ slab culverts

shall be proposed. Standard designs available in IRC: SP-13 and Maharashtra P.W.D.

shall be used for small culverts & minor bridges.

Overall width of all new culverts shall be equal to roadway width of the approaches.

The outer most face of railing/parapet shall be in line with the outer most edge of

shoulder. Width of new structures in different terrains shall be provided according to

the provisions of IRC: SP:73-2015.

Since the project road is away from marine environment, a moderate condition of

exposure will be adopted.

Following is a summary of the recommended design standards proposed to be

adopted for the structures:

i) Bridge Clearance

Motor Vehicles : 5.5 m

Cattle (Camel) and Pedestrian : 4.5 m (2.5m minimum)

ii) Design Flood Frequency

Bridges : 50 years

Sewers and Ditches : 10 years

iii) Minimum Drainage Channel Width : 1.0 m

iv) Minimum Vent Height for Box Culvert : 1.5 m

v) Minimum Diameter for Pipe Culvert : 1.20 m

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CHAPTER 9

DESIGN SUMMARY

9.1 General

Various elements of project road have been design as per standard guidelines.

Designs have been developed taking into consideration traffic demand, site

conditions, engineering properties of materials and other relevant factors into

accounts. Design summary of various elements is presented in following sections.

9.2 Typical Cross- Sections

It is proposed to provide two lane undivided carriageway in project stretch as per

traffic requirement in design period. Additionally, there will be requirement of

pedestrian walkways, drains in urban areas.

Typical Cross sections have been design in response to site requirement and

condition. Different cross section would be applicable at different stretch of project

road. Following table provides details of cross section applicability along project

road.

Table 9-1: Typical Cross section for Project Road

Sr

No

Road

Section

Type

Carriagew

ay (m)

Paved

Shoulde

r

Shy

ness

Earthen

Shoulder

(m)

Total

Format

ion Drain Remarks

1 1A 7.0 3 2.0 12.0 Drain

Trench

Reconstruction

in Black Cotton

Soil

2 1B 7.0 3 2.0 12.0 Drain

Trench

Widening and

strengthening -

(Open Country)

3 1C 7.0 3 2.0 12.0 Drain

Trench

Reconstruction

- (Open

Country)

4 1D 7.0 3 10.0 L-Drain

Reconstruction

in Hill cutting

with L-Drain

From 71.080 to

72.850

5 2A 5.5 2.0 7.5 Drain

Trench

Strengthening -

(Forest Area) If

Existing CW

Width >=5.5m

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Sr

No

Road

Section

Type

Carriagew

ay (m)

Paved

Shoulde

r

Shy

ness

Earthen

Shoulder

(m)

Total

Format

ion Drain Remarks

6 2B 5.5 2.0 7.5 Drain

Trench

Widening &

Strengthening -

(Forest Area) If

Ex CW Width

<5.5m

7 2C 5.5 2.0 7.5 Drain

Trench Reconstruction

- (Forest Area)

8 3A 16.9 16.9 1.75

Strengthening

Built-Up Area

Islampur (CH.

42.150 to

44.141)

Concrete One

Side New Drain

.Varies CW

9 3B 7.0 7.0 3.5

Reconstruction

Built-Up Area -

With New Drain

Concrete

10 3C 7.0 7.0 Use

Existing

Reconstruction

Built-Up Area -

With Existing

Drain Concrete

11 3D 13 13.0 Use

Existing

Widening and

Strengthening

Sugar factory

Area Islampur

12 3E 7.0 7.0 3.5

Reconstruction

Built-Up Area -

BT with New

covered Drain

13 3F 7.0 7.0 3

Reconstruction

Built-Up Area -

BT with New

perforated

Drain

14 3G 7.0 7.0

Use

Existin

g

Reconstructio

n Built-Up

Area - With

Existing Drain

BT

15 4A 7.0 2 9.0 Drain

Trench

Reconstruction

Without

Parapet/RW

Both Side Valley

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Sr

No

Road

Section

Type

Carriagew

ay (m)

Paved

Shoulde

r

Shy

ness

Earthen

Shoulder

(m)

Total

Format

ion Drain Remarks

16 4B 7.0 2 9.0 Drain

Trench

Widening and

stregthening

Without

Parapet/RW

Both Side Valley

17 4C 7.0 0.5 1 8.5 Drain

Trench

Reconstruction

Without

Parapet/RW

One Side Hill

One side Valley

18 4D 7.0 0.5 1 8.5 Drain

Trench

Widening and

stregthening-

Without

Parapet/RW

One Side Hill

One side Valley

Table 9-2: Cross section applicability Package PN45 (Vita to Warna Bridge)

Chainage Typical Cross

Section Type Location

Type of

Pavement From To

0.000 1.000 1B Vita Asphalt

1.000 1.090 1B Asphalt

1.090 1.250 1C Asphalt

1.250 2.000 1B Asphalt

2.000 3.000 1B Asphalt

3.000 4.000 1B Asphalt

4.000 5.000 1B Asphalt

5.000 5.080 1B Asphalt

5.080 5.310 1C Asphalt

5.310 5.870 1B Asphalt

5.870 5.960 1C Asphalt

5.960 6.000 1B Asphalt

6.000 6.680 1B Asphalt

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Type of

Pavement From To

6.680 6.800 1C Asphalt

6.800 6.910 1B Asphalt

6.910 7.000 1C Asphalt

7.000 7.080 1C Asphalt

7.080 8.000 1B Asphalt

8.000 9.000 1B Asphalt

9.000 10.000 1B Asphalt

10.000 10.180 1B Asphalt

10.180 10.260 1C Asphalt

10.260 10.550 1B Asphalt

10.550 10.850 3E Alsund Asphalt

10.850 11.000 1B Asphalt

11.000 12.000 1B Asphalt

12.000 13.000 1B Asphalt

13.000 13.040 1B Asphalt

13.040 13.150 1C Asphalt

13.150 14.000 1B Asphalt

14.000 14.660 1B Asphalt

14.660 15.000 1C Asphalt

15.000 15.210 1B Asphalt

15.210 15.450 3B Balavadi Concrete

15.450 16.000 1C Asphalt

16.000 17.000 1B Asphalt

17.000 18.000 1B Asphalt

18.000 19.000 1B Asphalt

19.000 20.000 1B Asphalt

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Type of

Pavement From To

20.000 21.000 1A Asphalt

21.000 22.000 1A Asphalt

22.000 22.764 1A Asphalt

30.100 31.000 1A Asphalt

31.000 32.000 1A Asphalt

32.000 33.000 1A Asphalt

33.000 34.000 1A Asphalt

34.000 35.000 1A Asphalt

35.000 35.400 1A Asphalt

35.400 35.900 3E Borgaon Asphalt

35.900 36.000 1A Asphalt

36.000 37.000 1A Asphalt

37.000 37.530 1A Asphalt

37.530 37.620 1A Asphalt

37.620 38.000 1A Asphalt

38.000 39.000 1A Asphalt

39.000 39.200 1A Asphalt

39.200 40.000 1A Asphalt

40.000 41.000 1A Asphalt

41.000 41.060 1A Asphalt

41.060 42.000 3D Asphalt

42.000 43.000 3D Asphalt

43.000 43.200 3D Asphalt

43.200 44.000 3A

Islampur

(Dnyandeep

International

school, Hotel

Kokos) cc

styarted

Concrete

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Type of

Pavement From To

44.000 44.141 3A Islampur Concrete

49.201 50.000 1B Peth Asphalt

50.000 50.640 1B Asphalt

50.640 50.780 1C Asphalt

50.780 51.000 1B Asphalt

51.000 52.000 1B Asphalt

52.000 52.460 1B Asphalt

52.460 52.680 1C Asphalt

52.680 53.000 1B Asphalt

53.000 53.240 1B Asphalt

53.240 53.430 1C Asphalt

53.430 54.000 1B Retre Dharan Asphalt

54.000 54.260 1B Retre Dharan Asphalt

54.260 55.000 1B Asphalt

55.000 56.000 1B Asphalt

56.000 56.500 1B Asphalt

56.500 56.610 1C Asphalt

56.610 57.000 1B Asphalt

57.000 57.710 1B Asphalt

57.710 57.940 1C Asphalt

57.940 58.000 1B Asphalt

58.000 58.220 1B Asphalt

58.220 58.420 1C Asphalt

58.420 59.000 1B Asphalt

59.000 59.490 1B Asphalt

59.490 59.680 1C Asphalt

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Type of

Pavement From To

59.680 60.000 1B Asphalt

60.000 60.790 1B Asphalt

60.790 60.930 1C Asphalt

60.930 61.000 1B Asphalt

61.000 62.000 1B Asphalt

62.000 63.000 1B Asphalt

63.000 64.000 1B Asphalt

64.000 65.000 1B Asphalt

65.000 66.000 1B Asphalt

66.000 66.790 1B Asphalt

66.790 67.000 1C Asphalt

67.000 67.240 1B Asphalt

67.240 67.450 1C Asphalt

67.450 67.770 1B Asphalt

67.770 67.910 1C Asphalt

67.910 68.000 1B Asphalt

68.000 68.500 1B Asphalt

68.500 68.900 1C Asphalt

68.900 69.000 1B Asphalt

69.000 69.950 1B Asphalt

69.950 70.000 1C Asphalt

70.000 70.640 1C Asphalt

70.640 70.900 1B Asphalt

70.900 71.000 1B Asphalt

71.000 71.500 1D Asphalt

71.500 72.000 1D Asphalt

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Type of

Pavement From To

72.000 72.160 1D Asphalt

72.160 72.560 3F Pawle wadi Asphalt

72.560 72.640 1C Asphalt

72.640 73.000 1B Asphalt

73.000 73.410 1B Asphalt

73.410 73.580 1C Asphalt

73.580 73.630 1B Asphalt

73.630 73.700 1C Asphalt

73.700 73.730 1B Asphalt

73.730 73.830 1C Asphalt

73.830 73.910 1B Asphalt

73.910 73.980 1C Asphalt

73.980 74.000 1B Asphalt

74.000 75.000 1B Asphalt

75.000 75.360 1B Asphalt

75.360 75.460 1C Asphalt

75.460 76.000 1B Asphalt

76.000 76.560 1B Asphalt

76.560 76.670 1C Asphalt

76.670 77.000 1B Asphalt

77.000 77.410 1B Mangrul Asphalt

77.410 77.580 1C Asphalt

77.580 78.000 1B Asphalt

78.000 78.080 1B Asphalt

78.080 78.220 1C Asphalt

78.220 78.280 1B Asphalt

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Type of

Pavement From To

78.280 78.400 1C Asphalt

78.400 78.760 1B Asphalt

78.760 79.000 3G Bilashi Asphalt

79.000 79.150 3G Bilashi Asphalt

79.150 80.000 1B Asphalt

80.000 80.830 1B Asphalt

80.830 80.920 1C Asphalt

80.920 81.000 1B Asphalt

81.000 81.360 1B Asphalt

81.360 81.560 3E Malewadi Asphalt

81.560 81.790 1B Asphalt

81.790 81.880 1C Asphalt

81.880 81.960 1B Asphalt

81.960 82.000 3C Kokrud Concrete

82.000 82.760 3C Kokrud Concrete

82.760 83.000 1C Asphalt

83.000 84.087 1C Asphalt

Table 9-3: Cross section applicability Package PN46 (Warna Bridge to Anuskura)



Type of

Pavement From To

84.087 84.230 4A Asphalt

84.230 84.300 4B Asphalt

84.300 84.400 4D Asphalt

84.400 84.450 4C Asphalt

84.450 84.850 4D Asphalt

84.850 85.000 4B Asphalt

85.000 85.100 4B Asphalt

85.100 85.200 4D Asphalt

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Type of

Pavement From To

85.200 85.720 4B Asphalt

85.720 86.000 3C Turukwadi Concrete

86.000 86.020 3C Turukwadi Concrete

86.020 86.320 4B Asphalt

86.320 86.430 4A Asphalt

86.430 86.590 4B Asphalt

86.590 86.640 4A Asphalt

86.640 86.790 4B Asphalt

86.790 87.000 2A Forest Asphalt




89.240 89.450 4D Asphalt

89.450 90.000 4B Asphalt

90.000 90.510 4B Asphalt

90.510 90.820 4A Asphalt

90.820 91.000 4B Asphalt

91.000 92.000 4B Asphalt

92.000 93.000 4B Asphalt

93.000 93.650 4B Asphalt

93.650 93.750 4C Asphalt

93.750 94.000 4B Asphalt

94.000 94.160 4B Asphalt

94.160 94.340 4A Asphalt

94.340 94.650 4B Asphalt

94.650 95.000 4D Asphalt

95.000 95.950 4D Asphalt

95.950 96.000 4B Asphalt

96.000 96.310 4B Asphalt

96.310 96.380 4A Asphalt

96.380 96.700 4B Asphalt

96.700 96.790 4D Asphalt

96.790 97.000 4C Asphalt

97.000 97.110 4C Asphalt

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Type of

Pavement From To

97.110 97.400 4D Asphalt

97.400 97.500 4C

Asphalt

97.500 98.000 4B Asphalt

98.000 98.150 4B Asphalt

98.150 98.300 4D Asphalt

98.300 98.780 4B Asphalt

98.780 98.970 3B Malkapur Concrete

99.230 99.570 3F Malkapur Asphalt

99.570 100.000 4B Asphalt

100.000 100.130 4B Asphalt

100.130 100.240 4A Asphalt

100.240 100.900 4B Asphalt

100.900 101.000 3C Uchat Concrete

101.000 101.100 3C Uchat Concrete

101.100 101.160 4A Asphalt

101.160 102.000 4B Asphalt

102.000 102.500 4A Asphalt

102.500 102.900 4B

Asphalt

102.900 103.000 4D Asphalt

103.000 103.200 4A Asphalt

103.200 104.000 4B Asphalt

104.000 104.550 4B Asphalt

104.550 104.650 4D Asphalt

104.650 104.950 4B Asphalt

104.950 105.000 4C Asphalt

105.000 105.050 4D Asphalt

105.050 105.400 4B Asphalt

105.400 105.550 4D Asphalt

105.550 105.900 4B Asphalt

105.900 106.000 4D Asphalt

106.000 106.830 4B Asphalt

106.830 107.000 2B Forest Asphalt



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Type of

Pavement From To


109.300 109.600 4B Asphalt

109.600 110.000 4B Asphalt

110.000 110.400 4B Asphalt

110.400 111.000 2B Forest RHS Asphalt


111.200 112.080 4B Asphalt


112.180 112.230 4B Asphalt


112.780 112.900 4D Asphalt

112.900 113.000 4B Asphalt

113.000 113.350 4B Asphalt

113.350 114.000 4D Asphalt

114.000 114.340 4D Asphalt

114.340 114.400 4C Asphalt

114.400 114.530 4A Asphalt

114.530 115.000 4B Asphalt

115.000 115.610 4B Asphalt

115.610 115.790 4A Asphalt

115.790 116.000 4B Asphalt

116.000 116.300 4B Asphalt

116.300 116.550 4C Asphalt

116.550 117.000 4A Asphalt

117.000 117.640 4B Asphalt

117.640 117.860 2C Forest LHS Asphalt

117.860 118.000 2B Forest LHS Asphalt





119.200 119.700 4B Asphalt

119.700 119.900 3E Manjre Asphalt

119.900 120.000 4B Asphalt

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Type of

Pavement From To

120.000 121.000 4B Asphalt

121.000 121.650 4B Asphalt

121.650 121.800 4D Asphalt

121.800 122.000 4B Asphalt

122.000 122.390 4B Asphalt

122.390 122.800 4A Asphalt

122.800 123.000 4B Asphalt

123.000 123.240 4D Asphalt


123.760 124.000 4B Asphalt

124.000 124.230 4B Asphalt

124.230 124.560 4A

Asphalt

124.560 125.000 4B

Asphalt

125.000 125.070 4B Asphalt

125.070 125.220 4A Asphalt

125.220 125.570 4A Asphalt

125.570 126.000 4B

Asphalt

126.000 126.400 4D Asphalt

126.400 126.950 4B Asphalt



127.250 127.400 4B Asphalt

127.400 127.520 4A Asphalt

127.520 128.000 4B Asphalt

128.000 129.000 4B Asphalt

129.000 130.000 4B Asphalt

130.000 131.000 4B Asphalt

131.000 132.000 4B Asphalt

132.000 132.610 4B Asphalt


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9.3 Pavement

9.3.1 Flexible Pavement

Flexible asphalt pavement is designed for project road as per IRC-37- 2012. Granular

course layers are designed for full design life while as asphalt layers are designed for

shorter life so as to accommodate periodic strengthening of pavement in design life

of pavement in optimized manner. Details of pavement design along with

calculations are given in Design Report (Vol-II). Following are salient features of

Flexible pavement design.

A. Vita- Kokrud


2. Traffic MSA- 10 MSA



Values of lane distribution factors and Vehicle Damaging factor are taken as per axle

load analysis





• Dense Bituminous Macadam (DBM) – 60 mm (equal to overlay thickness)


Following figure illustrate various layers of pavement.

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Figure 9-1: Flexible Pavement Layers for Section Vita - Kokrud

B. Kokrud- Anuskura

1. Design Life - 15 Years

2. Traffic MSA – 10 MSA (Current traffic in this stretch is less.

However, taking the entire road as integrated network, same traffic is assumed

for both the stretches)



Values of lane distribution factors and Vehicle Damaging factor are taken as per axle

load analysis


• Subgrade - 500 mm (CBR 10 % Min)

• Granular Sub Base (GSB) - 200 mm (Grading -V)

• Wet Mix Macadam (WMM) - 250 mm

• Dense Bituminous Macadam (DBM) - 50 mm

• Bituminous Concrete (BC) - 40 mm

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Figure 9-2: Flexible Pavement Layers for Section Kokrud-Anuskura

9.3.2 Overlay Design

In case of widening and strengthening of overlay requirement on existing

carriageway is designed as per IRC:81-1997. It was observed that both sections of

project road i.e. Vita to Kokrud (Warna Bridge) and Warna Bridge to Anuskura differ

considerably in terms of BBD deflection and traffic loading. Second section has

lesser BBD deflection and lesser traffic loading. Following is the overlay requirement

in both the sections.

A. Section from Vita to Kokrud

Characteristic deflection - 1.8mm average

Traffic Loading - 10 MSA

Overlay Requirement - 60 mm DBM and 40 mm BC

B. Section from Kokrud to Anuskura

Characteristic deflection - 1.6mm average

Traffic Loading - 10 MSA

Overlay Requirement - 50 mm DBM and 40 mm BC

Details of overlay designs are given in Design Report- Vol-II.

9.3.3 Rigid Pavement

Concrete pavement is proposed in built up area inside the villages. Summary of

concrete pavement design is as under

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• Subgrade - 500 mm (CBR 10 % Min)

• Granular Sub Base (GSB) - 200 mm (Grading -I)

• Dry Lean Concrete (DLC) - 100 mm

• Pavement Quality Concrete (PQC) - 250 mm

Following figure depicts arrangement of layers in concrete pavement.

Figure 9-3: Rigid Pavement-Layers

Detail design of concrete pavement is given in Design Report- (Vol -II)

9.4 Geometric Design

Geometric design of project road is done as per guidelines of IRC-73. Horizontal

curves are designed with largest radius possible. Curve radius in general is larger

than minimum requirement of IRC. However, at few places inside the village small

radius curves have been designed. It is proposed that measures of speed restrictions

shall be placed at such locations.

Maximum super elevation is limited to 7%. Proper transition curves are provided on

both flanks of horizontal curves. At sharper curve where radius is less than 300 m,

additional widening of pavement is proposed. In built up areas normal camber would

be provided

It has been tried to keep proposed centerline as close as possible to existing

centerline to economize the design and cost. Details of geometric design is given in

Design Report- Vol-II

Plan and profile drawings for entire alignment are submitted in separate Drawing

Volume of report.

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9.5 Junctions

Existing junctions are proposed to be improved as per guidelines provided in

MORTH Publication: Type Design of Intersections on National Highways. There are

in total 66 junctions on project road alignment. Following table provides list of

junctions and proposed improvement.

Table 9-4: List of junctions to be improved (Package-PN45)

Sr. No.

Design Chainage

(km)

Existing

Chainage (km)

Junction

Type Proposed

Improvement

1 0+000 0+800 T Improvement at grade




5 10+210 8+065 Y Improvement at grade




9 15+220 16+145 X Improvement at grade















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Sr. No.

Design Chainage

(km)

Existing

Chainage (km)

Junction

Type Proposed

Improvement





























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Sr. No.

Design Chainage

(km)

Existing

Chainage (km)

Junction

Type Proposed

Improvement





Typical drawings of junctions as per MoRTH are placed at Drawing Volume

Table 9-5: List of junctions to be improved (Package-PN46)

Sr. No.

Design Chainage

(km)

Existing

Chainage (km)

Junction

Type Proposed

Improvement











NH-4, Mumbai _Bangalore highway is main arterial road in traffic catchment of

project road. It is expected that with improvement of project road, commercial traffic

interaction with NH-4 would increase. Project Road crossed NH-4 near Peth. Hence

a Truck lay bye is proposed at 59.800 km near Peth

9.6 Bus Bays

Project road passes through number of built up areas. Currently there are no bus bays

on project alignment. Mini buses and LCV are general mode of public transport of

project road currently. In absence of any bus bays provisions public transport

vehicles stop on main carriageway only to pick or alight passengers. This creates

traffic problem on road. It is proposed that on all major villages locations for bus

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PWD - MAHARASHTRA




bays shall be provided. As discussed with PWD toilet blocks are proposed near Bus

Bays with separate Men and Women blocks.

Following table provides locations of bus bays proposed.

Table 9-6: Road Side Amenities (Bus bays) - Package PN45

S.No Design

Chainage Name of village Side

PACKAGE – PN45

1 0.500 Vita RHS

2 7.900 Khambale

LHS

3 8.080 RHS

4 11.240 Alsund

LHS

5 11.750 RHS

6 15.150 Tandulwadi

LHS

7 15.400 RHS

8 15.925 Balavadi

LHS

9 16.350 RHS

10 22.000 Kundal

LHS

11 22.250 RHS

12 36.400 Borgaon

LHS

13 36.450 RHS

14 42.000 Islampur

LHS

15 42.160 RHS

16 50.100 Peth

LHS

17 50.200 RHS

18 53.450 Retre Dharan

LHS

19 53.600 RHS

20 60.300 Red

LHS

21 60.900 RHS

22 67.500 Biour

LHS

23 67.900 RHS

24 72.780 Pawle Wadi

LHS

25 72.870 RHS

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S.No Design

Chainage Name of village Side

26 74.870 Rile

LHS

27 74.920 RHS

28 77.050 Mangrul

LHS

29 77.100 RHS

30 79.600 Bilashi

LHS

31 79.700 RHS

32 81.600 Malewadi

LHS

33 81.730 RHS

34 83.000 Kokrud

LHS

35 83.120 RHS

Table 9-7: Road Side Amenities (Bus bays) - Package PN46

Sr. No

Chainage

(km) Name of

village Side

36 84.450 Turukwadi

LHS

37 86.050 RHS

38 99.450 Malkapur

LHS

39 99.600 RHS

40 100.400 Uchat

LHS

41 100.650 RHS

42 102.600 Parale

LHS

43 102.700 RHS

44 103.400 Maan

LHS

45 103.500 RHS

46 118.300 Manjare

LHS

47 118.450 RHS

48 127.750 Anuskura

LHS

49 127.900 RHS

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9.7 Road Marking Signage and Safety Measures

Signage and marking are proposed on project road as per standard practice and

technical specification. Following are major items pertaing to Marking, Signage and

Safety

a) Marking – Thermoplastic paint marking on both edges, centerline, junctions,

crossings etc

b) Signage – Cautionary, Warning and informatory signage as per standard and

project requirement

c) W-Beam crash barrier at all sharp curves and valley side

d) Reflective road studs at all sharp curves and junctions as per requirement

Details of above are provided in Detail Design Report.

9.8 Structures

Various structures are proposed on project road as per site requirement. Proposed

structures can be categories as under.

• Culverts

• Canal Crossings

• Retaining and Protection structure

Design of structures is done as per IRC standards.

Proposal for improvement of structures is prepared considering condition and

suitability of existing structures.

Some of existing culverts are widened, raised or reconstructed and remaining are

retained. Summary of Structures design proposal is given as below

Culverts

• Existing Culverts Retained - 181 Nos

• Widening of existing culverts - 49 Nos

• Reconstruction of existing culverts - 17 Nos

• New culverts proposed - 110 Nos

Canal Crossings - 6 Nos (3 Minor Bridge and 3 Slab Culverts)

Following table provides list of all structures proposed at project road is given in

table below.

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PWD - MAHARASHTRA




Table 9-8: List of Minor Bridge

Sr

No

Bridge

No

Name of

River

Design

Chainage

Km

Existing

Chainage

Km

Span

Arrangement

Existing

(in m)

Total

Length

(in m)

Width of

Structure

(Existing)

(in m)

Span

Arrangement

Proposed

(in m)

Width of

Structure

(Proposed)

(in m)

Design

Proposal/

Remarks

PACKAGE – PN45

1 MNB-01 Earthen Canal 7.900 8.200 1 x 8.2 9.00 11.4 1 x 8.2 11.4 To be retained

2 MNB-02 Earthen Canal 9.673 10.700 1 x 6.4 7.00 11.2 1 x 6.4 11.2 To be retained / Repair

3 MNB-03 Stream 12.046 12.3 1 x 7.6 8.2 11.7 1 x7.6 11.7 To be retained

4 MNB-04 Tilgerga 54.264 53.9 4 x 5.9 24.4 12.4 4 X 5.9 12.4 To be retained

5 MNB-05 Stream 63.327 63.1 2 x 6.2 13.6 9.4 2 X 6.2 9.4 To be retained

6 MNB-06 Stream 63.795 63.5 1 x 6.5 7 9.5 1 X 6.5 9.5 To be retained

7 MNB-07 Morna 65.634 65.2 5 x 9.2 57 10.5 5 X 9.2 10.5 *

8 MNB-8 Stream 69.875 69.4 1 x 7.6 8 11.4 1X7.6 11.4 To be retained

9 MNB-9 Stream 72.490 71.9 3 x 2.9 11.7 12.7 3X2.9 12.7 To be retained


11 MNB-11 Stream 76.286 75.5 3 x 6.2 21 11.6 3X6.2 11.6 To be retained



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PWD - MAHARASHTRA




Sr

No

Bridge

No

Name of

River

Design

Chainage

Km

Existing

Chainage

Km

Span

Arrangement

Existing

(in m)

Total

Length

(in m)

Width of

Structure

(Existing)

(in m)

Span

Arrangement

Proposed

(in m)

Width of

Structure

(Proposed)

(in m)

Design

Proposal/

Remarks

PACKAGE – PN46

1 MNB-14 Turukwadi

Canal 86.249 84.9 1 x 9.1 9.6 12.2 1 x 9.1 12.2 To be retained / Repair

2 MNB-15 Stream 102.395 100.4 1 x 5.6 6.7 12 1 x 5.6 12 To be retained

3 MNB-16 Shali River 104.239 102 7 x 4.8 51.1 9.7 7 x 4.8 9.7 *

4 MNB-17 Stream 116.04 113.3 4 x 3.4 20 8.5 4 x 4.0 8.5 To be retained / Repair

5 MNB-18 Stream 116.944 114.1 4 x 3.1 15.6 8.3 4 x 3.5 8.3 To be retained / Repair

6 MNB-19 Stream 117.374 114.6 3 x 3.5 13.5 9 3 x 4.0 9 To be retained / Repair

7 MNB-20 Stream 120.536 117.5 2 x 3.2 8.6 8.2 2 x 3.5 8.2 To be retained / Repair

8 MNB-21 Stream 122.955 119.900 2 X 3.2 7.00 7.6 2 X 3.2 7.6 To be retained / Repair

9 MNB-22 Kasari River 127.273 124.1 6 x 6.3 54.6 8.3 6 x 6.3 8.3 *

Table 9-9: List of Slab / Box Culverts

Sr

No

Culvert

No

Existing

Culvert

Type

Design

Chainage

(km)

Existing

Chainage

(km)

Span

Arrangement

Existing

(in m)

Total

Length

(in m)

Width of

structure

(Existing)

( in m)

Proposed

Culvert

Type

Span

Arrangement

Proposed

(in m)

Width of

structure

(Proposed)

( in m)

Design

Proposal/

Remarks

PACKAGE –PN45

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Sr

No

Culvert

No

Existing

Culvert

Type

Design

Chainage

(km)

Existing

Chainage

(km)

Span

Arrangement

Existing

(in m)

Total

Length

(in m)

Width of

structure

(Existing)

( in m)

Proposed

Culvert

Type

Span

Arrangement

Proposed

(in m)

Width of

structure

(Proposed)

( in m)

Design

Proposal/

Remarks

1 SC-01 Slab 11.123 11.500 1 x 5.5 6 11.7 Slab 1 x 5.5 11.7 Retained

2 SC-02 Slab 14.941 15.000 1 x 4.3 5 7.2 Slab 1 x 4.3 12 Reconstructio

n


4 SC-04 Slab 36.699 37.100 5.5 5.9 9.8 Box 1 x 3 x 3 12 Reconstructio

n

5 SC-05 Slab 50.088 49.100 0.8 1.2 7.2 Pipe 1 x 1.2 12 Reconstructio

n

6 SC-06 Slab 51.837 50.700 0.8 1.2 7.2 Pipe 1 x 1.2 12 Reconstructio

n

7 SC-07 Slab 67.865 67.500 1 x 4.3 4.8 11.4 Slab 1 x 4.3 11.4 Retained

PACKAGE –PN46






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PWD - MAHARASHTRA




Sr

No

Culvert

No

Existing

Culvert

Type

Design

Chainage

(km)

Existing

Chainage

(km)

Span

Arrangement

Existing

(in m)

Total

Length

(in m)

Width of

structure

(Existing)

( in m)

Proposed

Culvert

Type

Span

Arrangement

Proposed

(in m)

Width of

structure

(Proposed)

( in m)

Design

Proposal/

Remarks


Table 9-10: List of Pipe Culverts

Sr.

No

Culvert

No

Design

Chainage

Km

Existing

Chainage Km

Span

Arrangement

Existing

(in M)

Width of

Structure

(Existing)

(m.)

Carriageway

(Existing)

(m.)

Span

Arrangement

Existing

(in M)

Width of

Structure

(Proposed)

(m.)

Design

Proposal/

Remarks

PACKAGE-PN45

1 PC-1 1.200 1.400 1 x 1.2 10.2 7 1 x 1.2 10.2 Retain

2 PC-2 1.643 2.600 2 x 1.2 15.5 7 2 x 1.2 15.5 Retain

3 PC-3 3.098 4.200 2 x 0.9 11 6.7 2 x 0.9 11 Retain

4 PC-4 3.212 4.300 1 x 0.9 10 6.5 1 x 0.9 10 Retain

5 PC-5 3.823 4.900 1 x 0.9 10.4 5.6 1 x 0.9 10.4 Retain

6 PC-6 4.085 5.200 1 x 0.9 10.4 5.3 1 x 0.9 10.4 Retain

7 PC-7 5.244 6.400 1 x 1 10.5 5.6 1 x 1 10.5 Retain

8 PC-8 5.675 6.800 1 x 1 10.4 5.5 1 x 1 10.4 Retain

9 PC-9 5.866 7.000 1 x 1 10.4 5.5 1 x 1 10.4 Retain

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Sr.

No

Culvert

No

Design

Chainage

Km

Existing

Chainage Km

Span

Arrangement

Existing

(in M)

Width of

Structure

(Existing)

(m.)

Carriageway

(Existing)

(m.)

Span

Arrangement

Existing

(in M)

Width of

Structure

(Proposed)

(m.)

Design

Proposal/

Remarks

10 PC-10 6.823 8.000 4 x 1 10.4 5.7 4 x 1 10.4 Retain

11 PC-11 7.440 8.600 2 x 0.9 10.4 6.2 2 x 0.9 10.4 Retain

12 PC-12 8.517 9.800 1 x 0.9 10.3 6 1 x 0.9 10.3 Retain

13 PC-13 10.088 10.400 1 x 1.2 10.4 6.6 1 x 1.2 10.4 Retain

14 PC-14 10.328 11.000 1 x 0.9 10.4 6.5 1 x 0.9 10.4 Retain

15 PC-15 12.775 13.000 4 x 0.9 10.40 8.00 4 x 0.9 10.40 Retain

16 PC-16 13.255 13.400 1 x 1.2 11.9 5.5 1 x 1.2 11.9 Retain

17 PC-17 13.833 14.000 1 x 1.2 11.5 5.5 1 x 1.2 11.5 Retain

18 PC-18 15.112 15.100 2 x 1.2 8 5.3 2 x 1.2 12 Widen

19 PC-19 19.964 19.900 1 x 0.9 9.9 8.6 1 x 0.9 12 Widen

20 PC-20 20.075 19.950 1 x 0.6 9.90 9.80 1 X 1.2 12 Reconstruction

21 PC-21 20.637 20.500 1 x 0.6 9.90 9.80 1 x 1.2 12 Reconstruction

22 PC-22 21.050 20.800 1 x 1 12.10 6.00 1 x 1.2 12 Reconstruction

23 PC-23 22.402 22.100 1 x 1 12.00 6.00 1 x 1 12.00 Retain

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Sr.

No

Culvert

No

Design

Chainage

Km

Existing

Chainage Km

Span

Arrangement

Existing

(in M)

Width of

Structure

(Existing)

(m.)

Carriageway

(Existing)

(m.)

Span

Arrangement

Existing

(in M)

Width of

Structure

(Proposed)

(m.)

Design

Proposal/

Remarks

24 PC-24 33.422 34.100 2 x 0.9 10.5 7.3 2 x 0.9 10.5 Retain

25 PC-25 35.340 35.800 2 x 0.9 13.2 7.2 2 x 0.9 13.2 Retain

26 PC-26 36.002 36.400 3 x 1 11.8 7.4 3 x 1 11.8 Retain

27 PC-27 36.450 36.900 2 x 1 10.1 7 2x 1 10.1 Retain

28 PC-28 37.442 37.800 2 x 0.9 10.8 6.4 2x 0.9 10.8 Retain

29 PC-29 38.045 38.400 2 x 0.9 11.6 7.5 2x 0.9 11.6 Retain

30 PC-30 39.867 40.100 2 x 0.9 11.7 7.6 2 x 1.2 11.7 Retain

31 PC-31 42.565 42.700 2 x 0.9 15.5 14.5 2x 0.9 15.5 Retain

32 PC-32 43.063 43.100 2 x 0.9 14.7 10 2 x 0.9 14.7 Retain

33 PC-33 49.970 49.000 2 x 1.2 9 6.7 2 x 1.2 12 Widen

34 PC-34 51.040 50.100 3 x 0.9 10 7.2 3 x 0.9 10 Retain

35 PC-35 51.569 50.500 5 x 1.2 11.1 7.2 5 x 1.2 11.1 Retain

36 PC-36 52.712 51.600 1 x 0.9 10 7.2 1 x 0.9 10 Retain

37 PC-37 53.161 52.000 2 x 0.9 10.1 7.2 2 x 0.9 10.1 Retain

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Sr.

No

Culvert

No

Design

Chainage

Km

Existing

Chainage Km

Span

Arrangement

Existing

(in M)

Width of

Structure

(Existing)

(m.)

Carriageway

(Existing)

(m.)

Span

Arrangement

Existing

(in M)

Width of

Structure

(Proposed)

(m.)

Design

Proposal/

Remarks

38 PC-38 53.306 52.100 1 x 0.9 10 7.2 1 x 1.2 10 Reconstruction

39 PC-39 55.440 54.200 1 x 0.9 10.1 7.5 1 x 0.9 12 Retain

40 PC-40 55.615 54.300 1 x 0.9 8.5 7.1 1 x 0.9 12 Widen

41 PC-41 55.927 54.600 1 x 0.9 8.5 7.1 1 x 0.9 12 Widen

42 PC-42 56.452 55.100 2 x 1.2 14 7 2 x 1.2 14 Retain

43 PC-43 57.532 56.000 2 x 0.9 10.1 7.1 2 x 0.9 10.1 Retain

44 PC-44 57.756 56.200 2 x 0.9 10.1 7.2 2 x 0.9 10.1 Retain

45 PC-45 57.875 56.400 3 x 0.9 10.1 7.3 3 x 0.9 10.1 Retain

46 PC-46 58.289 56.800 2 x 0.9 10.2 7 2 x 0.9 10.2 Retain

47 PC-47 58.417 56.900 2 x 0.9 10.2 7.3 2 x 0.9 10.2 Retain

48 PC-48 58.754 57.200 2 x 0.9 10.2 7.3 2 x 0.9 10.2 Retain

49 PC-49 59.475 57.900 3 x 0.9 10 7.1 3 x 0.9 10 Retain

50 PC-50 59.613 58.000 1 x 1.2 10 7.1 1 x 1.2 10 Retain

51 PC-51 61.072 59.400 1 x 0.9 10.1 7.1 1 x 0.9 10.1 Retain

244

PWD - MAHARASHTRA




Sr.

No

Culvert

No

Design

Chainage

Km

Existing

Chainage Km

Span

Arrangement

Existing

(in M)

Width of

Structure

(Existing)

(m.)

Carriageway

(Existing)

(m.)

Span

Arrangement

Existing

(in M)

Width of

Structure

(Proposed)

(m.)

Design

Proposal/

Remarks

52 PC-52 62.352 62.200 1 x 0.9 9.1 6.9 1 x 0.9 12 Widen

53 PC-53 62.362 62.220 1 x 0.9 9.1 6.9 1 x 0.9 12 Widen

54 PC-54 62.877 62.700 1 x 0.9 11.2 5.9 1 x 0.9 11.2 Retain



57 PC-57 64.487 64.100 1 x 0.9 9.2 6.3 1 x 0.9 12 Widen

58 PC-58 64.689 64.300 1 x 0.9 9.2 7.2 1 x 0.9 12 Widen


60 PC-60 65.160 64.800 1 x 0.9 9.2 5.6 1 x 0.9 12 Widen


62 PC-62 67.698 67.400 1 x 0.9 10 6.2 1 x 0.9 10 Retain

63 PC-63 68.548 68.200 1 x 0.9 10 7 1 x 0.9 10 Retain

64 PC-64 68.825 68.400 2 x 0.9 10.1 7.1 2 x 0.9 10.1 Retain

65 PC-65 69.267 69.000 1 x 0.9 10.1 7.1 1 x 0.9 10.1 Retain

245

PWD - MAHARASHTRA




Sr.

No

Culvert

No

Design

Chainage

Km

Existing

Chainage Km

Span

Arrangement

Existing

(in M)

Width of

Structure

(Existing)

(m.)

Carriageway

(Existing)

(m.)

Span

Arrangement

Existing

(in M)

Width of

Structure

(Proposed)

(m.)

Design

Proposal/

Remarks

66 PC-66 69.446 69.200 1 x 0.9 10.00 7.20 1 x 0.9 10.00 Retain

67 PC-67 69.992 69.600 2 x 1.2 10.1 6.6 2 x 1.2 10.1 Retain

68 PC-68 70.806 70.300 2 x 0.9 10 7 2 x 0.9 10 Retain

69 PC-69 72.594 72.000 2 x 0.9 10 7.2 2 x 0.9 10 Retain

70 PC-70 72.724 72.100 1 x 0.9 10 7 1 x 0.9 10 Retain

71 PC-71 73.304 72.700 2 x 0.9 10 7 2 x 0.9 10 Retain

72 PC-72 73.449 72.800 2 x 0.9 10 7 2 x 0.9 10 Retain

73 PC-73 73.557 72.900 1 x 0.9 10 7 1 x 0.9 10 Retain

74 PC-74 73.801 73.200 1 x 0.9 8.8 7 1 x 1.2 12 Reconstruction

75 PC-75 74.749 74.100 1 x 0.9 10 7 1 x 0.9 10 Retain

76 PC-76 75.688 74.900 4 x 0.9 10.1 7 4 x 0.9 10.1 Retain

77 PC-77 76.675 75.900 1 x 0.9 10 7 1 x 0.9 10 Retain

78 PC-78 77.275 76.500 1 x 0.9 10 7 1 x 0.9 10 Retain

79 PC-79 77.467 76.600 1 x 0.9 10.2 7 1 x 0.9 10.2 Retain

246

PWD - MAHARASHTRA




Sr.

No

Culvert

No

Design

Chainage

Km

Existing

Chainage Km

Span

Arrangement

Existing

(in M)

Width of

Structure

(Existing)

(m.)

Carriageway

(Existing)

(m.)

Span

Arrangement

Existing

(in M)

Width of

Structure

(Proposed)

(m.)

Design

Proposal/

Remarks

80 PC-80 77.631 76.800 1 x 0.9 10.2 7 1 x 0.9 10.2 Retain

81 PC-81 77.833 77.000 1 x 0.9 10 7 1 x 1.2 12 Reconstruction

82 PC-82 78.052 77.200 1 x 0.9 9.9 6.8 1 x 0.9 12 Widen

83 PC-83 78.248 77.400 1 x 0.9 10 7 1 x 0.9 10 Retain

84 PC-84 78.483 77.600 1 x 0.9 10 7 1 x 0.9 10 Retain

85 PC-85 78.650 77.700 1 x 0.9 10 7.8 1 x 0.9 10 Retain

86 PC-86 79.474 78.600 1 x 0.9 10 7 1 x 0.9 10 Retain

87 PC-87 79.791 78.900 1 x 0.9 10 7 1 x 0.9 10 Retain

88 PC-88 80.111 79.200 1 x0.9 10 7 1 x0.9 10 Retain

89 PC-89 80.256 79.300 3 x 0.9 10 7 3 x 0.9 10 Retain

90 PC-90 80.379 79.400 3 x 0.9 10 7 3 x 0.9 10 Retain

91 PC-91 80.773 79.800 2 X 0.9 9 7 4 x 1.2 12 Widen

92 PC-92 81.648 80.600 3 x 0.9 10 7 3 x 0.9 10 Retain

93 PC-93 82.277 81.200 1 x 1.0 9 6.2 1 x 1.2 12 Reconstruction

247

PWD - MAHARASHTRA




Sr.

No

Culvert

No

Design

Chainage

Km

Existing

Chainage Km

Span

Arrangement

Existing

(in M)

Width of

Structure

(Existing)

(m.)

Carriageway

(Existing)

(m.)

Span

Arrangement

Existing

(in M)

Width of

Structure

(Proposed)

(m.)

Design

Proposal/

Remarks

PACKAGE-PN46

1 PC-94 84.434 83.200 3 x 0.9 10.7 6 3x1.2 10.7 Retain

2 PC-95 84.860 83.700 5x1.00 11.00 6.00 5x1.00 11 Retain

3 PC-96 85.328 84.100 1 x 0.90 11.3 7 1 x 0.90 11.3 Retain

4 PC-97 85.874 84.600 3 x 0.90 10.5 7.2 3 x 0.90 10.5 Retain

5 PC-98 86.633 85.300 1 x 0.90 10.8 6.5 1 x 0.90 10.8 Retain

6 PC-99 86.802 85.500 1 x 0.90 15.1 10.2 1 x 0.90 15.1 Retain

7 PC-100 86.917 85.700 1 x 0.90 11.2 5.5 1 x 0.90 11.2 Retain

8 PC-101 86.999 85.800 1 x 0.90 12 5.9 1 x 0.90 12 Retain

9 PC-102 87.107 85.850 1 x 0.90 11.3 5.2 1 x 0.90 11.3 Retain

10 PC-103 87.364 86.100 1 x 0.90 10.5 5.7 1 x 0.90 10.5 Retain

11 PC-104 87.573 86.300 1 x 0.90 9.8 5.2 1 x 0.90 9.8 Retain


13 PC-106 87.850 86.500 2 x 1.20 12.2 5.8 2 x 1.20 12.2 Retain

248

PWD - MAHARASHTRA




Sr.

No

Culvert

No

Design

Chainage

Km

Existing

Chainage Km

Span

Arrangement

Existing

(in M)

Width of

Structure

(Existing)

(m.)

Carriageway

(Existing)

(m.)

Span

Arrangement

Existing

(in M)

Width of

Structure

(Proposed)

(m.)

Design

Proposal/

Remarks

14 PC-107 88.050 86.700 2 x 1.20 12.7 5.8 2 x 1.20 12.7 Retain

15 PC-108 88.281 86.900 2 x 1.2 13.4 7.5 2 x 1.2 13.4 Retain

16 PC-109 88.475 87.100 1 x 0.90 12.2 6 1 x 0.90 12.2 Retain

17 PC-110 88.626 87.200 1 x 0.90 11.6 5.6 1 x 0.90 11.6 Retain

18 PC-111 88.700 87.300 1 x 0.90 10.7 5.8 1 x 0.90 10.7 Retain

19 PC-112 88.857 87.500 1 x 0.80 12.8 5.7 1 x 0.80 12.8 Retain

20 PC-113 88.922 87.600 1 x 0.90 12.1 5.7 1 x 0.90 12.1 Retain

21 PC-114 88.999 87.700 1 x 0.90 12.2 5.7 1 x 0.90 12.2 Retain

22 PC-115 89.121 87.800 1 x 0.90 12.2 6.9 1 x 0.90 12.2 Retain

23 PC-116 89.218 87.850 1 x 0.90 11.4 7 1 x 0.90 11.4 Retain

24 PC-117 89.314 87.900 1 x 0.90 14 7.3 1 x 0.90 12 Retain

25 PC-118 89.675 88.100 2 x 1.20 11 7 2 x 1.20 11 Retain

26 PC-119 89.786 88.300 1 x 0.90 11.2 7 1 x 0.90 11.2 Retain

27 PC-120 89.975 88.350 1x0.90 11.20 7.00 1x0.90 11.20 Retain

249

PWD - MAHARASHTRA




Sr.

No

Culvert

No

Design

Chainage

Km

Existing

Chainage Km

Span

Arrangement

Existing

(in M)

Width of

Structure

(Existing)

(m.)

Carriageway

(Existing)

(m.)

Span

Arrangement

Existing

(in M)

Width of

Structure

(Proposed)

(m.)

Design

Proposal/

Remarks

28 PC-121 90.184 88.600 1 x 0.90 11.2 7 1 x 0.90 11.2 Retain

29 PC-122 90.384 88.800 1 x 0.90 11.2 7 1 x 0.90 11.2 Retain

30 PC-123 90.424 88.900 1 x 1.2 11.2 7 1 x 1.2 11.2 Retain

31 PC-124 90.492 88.950 2 x 1.2 13 8 2 x 1.2 13 Retain

32 PC-125 90.840 89.200 1 x 1.2 11.3 6.5 1 x 1.2 11.3 Retain

33 PC-126 91.118 89.700 1 x 0.9 11.1 5.7 1 x 0.9 11.1 Retain

34 PC-127 91.678 90.200 1 x 0.90 12 7 1 x 0.90 12 Retain

35 PC-128 92.500 91.100 1 x 0.9 11.1 6.1 1 x 0.9 11.1 Retain

36 PC-129 92.900 91.200 1 x 0.90 12.1 6.9 1 x 0.90 12.1 Retain

37 PC-130 92.950 91.400 1 x 0.9 12.9 7.1 1 x 0.9 12.9 Retain

38 PC-131 93.353 91.700 1 x 0.90 11.4 7 1 x 0.90 11.4 Retain

39 PC-132 93.453 91.800 1 x 0.90 11.4 7 1 x 0.90 11.4 Retain

40 PC-133 93.705 92.100 1 x 0.90 11 7.2 1 x 0.90 11 Retain

41 PC-134 93.836 92.150 1 x 0.90 10.8 6.5 1 x 0.90 10.8 Retain

250

PWD - MAHARASHTRA




Sr.

No

Culvert

No

Design

Chainage

Km

Existing

Chainage Km

Span

Arrangement

Existing

(in M)

Width of

Structure

(Existing)

(m.)

Carriageway

(Existing)

(m.)

Span

Arrangement

Existing

(in M)

Width of

Structure

(Proposed)

(m.)

Design

Proposal/

Remarks

42 PC-135 95.121 93.400 1 x 0.90 11 7 1 x 0.90 11 Retain

43 PC-136 95.186 93.500 1 x 0.90 8.5 7.1 1 x 0.90 12 Widen

44 PC-137 95.550 93.800 1 x 0.90 9.8 7 1 x 0.90 12 Widen

45 PC-138 95.782 94.000 1 x 0.90 10 5.8 1 x 0.90 10 Retain

46 PC-139 96.314 94.600 1 x 0.90 11.1 7 1 x 0.90 11.1 Retain

47 PC-140 96.499 94.700 1 x 0.80 11.6 6.7 1 x 0.80 11.6 Retain

48 PC-141 96.555 94.800 1 x 0.90 11.6 6.7 1 x 0.90 11.6 Retain

49 PC-142 97.628 95.800 1 x 0.90 11 7 1 x 0.90 11 Retain

50 PC-143 97.897 96.100 1 x 0.90 11.1 5.7 1 x 0.90 11.1 Retain

51 PC-144 99.373 97.500 1 x 0.90 6.4 4.7 1 x 0.90 12 Widen

52 PC-145 99.462 97.600 2 x 0.90 9.8 7.6 2 x 0.90 12 Widen

53 PC-146 99.772 97.800 1 x 0.90 10.2 5.6 1 x 0.90 10.2 Retain

54 PC-147 99.975 98.000 1 x 0.90 10.4 5.7 1 x 0.90 10.4 Retain

55 PC-148 101.345 99.400 3 x 0.90 10.3 6.6 3 x 0.90 10.3 Retain

251

PWD - MAHARASHTRA




Sr.

No

Culvert

No

Design

Chainage

Km

Existing

Chainage Km

Span

Arrangement

Existing

(in M)

Width of

Structure

(Existing)

(m.)

Carriageway

(Existing)

(m.)

Span

Arrangement

Existing

(in M)

Width of

Structure

(Proposed)

(m.)

Design

Proposal/

Remarks

56 PC-149 101.530 99.600 2 x 0.90 11 5.7 2 x 0.90 11 Retain

57 PC-150 101.695 99.700 1 x 0.90 11 6 1 x 0.90 11 Retain

58 PC-151 101.997 100.000 4 x 0.90 10.3 5.8 4 x 0.90 10.3 Retain

59 PC-152 108.797 106.400 1 x 0.90 10.1 5.7 1 x 0.90 10.1 Retain

60 PC-153 109.750 107.300 3 x 1.20 9 6 3 x 1.20 12 Widen

61 PC-154 109.793 107.350 1 x 0.90 9.4 6 1 x 0.90 12 Widen

62 PC-155 109.928 107.400 1 x 0.90 8.8 6.2 1 x 0.90 12 Widen

63 PC-156 110.296 107.500 1 x 0.90 8.8 6.2 1 x 0.9 8.8 Retain

64 PC-157 110.450 107.700 1 x 0.90 9.2 5.9 1 x 0.90 9.2 Retain

65 PC-158 110.560 108.100 2 x 1.20 10.8 6.2 2 x 1.20 10.8 Retain

66 PC-159 110.776 108.300 4x0.90 10.6 6 4x0.90 10.6 Retain

67 PC-160 111.030 108.600 2x0.90 10.60 6.00 2x0.90 10.60 Retain

68 PC-161 111.099 108.650 1 x 0.90 10.4 5.6 1 x 0.90 10.4 Retain

69 PC-162 111.145 108.800 1 x 1.2 10.4 5.9 1 x 1.2 10.4 Retain

252

PWD - MAHARASHTRA




Sr.

No

Culvert

No

Design

Chainage

Km

Existing

Chainage Km

Span

Arrangement

Existing

(in M)

Width of

Structure

(Existing)

(m.)

Carriageway

(Existing)

(m.)

Span

Arrangement

Existing

(in M)

Width of

Structure

(Proposed)

(m.)

Design

Proposal/

Remarks

70 PC-163 111.395 108.900 4 x 1.20 10.1 6 4 x 1.20 10.1 Retain

71 PC-164 111.551 109.000 3 x 1.20 10.7 6.2 3 x 1.20 10.7 Retain

72 PC-165 111.799 109.300 2 x 0.90 9.1 5.9 2 x 0.90 9.1 Retain

73 PC-166 114.660 112.000 5x1.20 10.40 5.70 5x1.20 10.40 Retain

74 PC-167 114.927 112.200 2 x 0.90 10.5 6.8 2 x 0.90 10.5 Retain

75 PC-168 115.256 112.500 1 x 0.90 10.3 5.9 1 x 0.90 10.3 Retain


77 PC-170 115.560 112.800 1 x 1.2 10.4 5.3 1 x 1.2 10.4 Retain

78 PC-171 116.520 113.700 1 x 0.90 10.4 5.5 1 x 0.90 10.4 Retain

79 PC-172 116.672 113.900 1 x 0.90 10.4 5.1 1 x 0.90 10.4 Retain


81 PC-174 117.170 114.300 1 x.0.90 11.4 6 1 x.0.90 11.4 Retain

82 PC-175 117.540 114.700 1 x.0.90 10.5 4.5 1 x.0.90 10.5 Retain

83 PC-176 117.584 114.800 1 x 0.90 10.4 4.5 1 x 0.90 10.4 Retain

253

PWD - MAHARASHTRA




Sr.

No

Culvert

No

Design

Chainage

Km

Existing

Chainage Km

Span

Arrangement

Existing

(in M)

Width of

Structure

(Existing)

(m.)

Carriageway

(Existing)

(m.)

Span

Arrangement

Existing

(in M)

Width of

Structure

(Proposed)

(m.)

Design

Proposal/

Remarks

84 PC-177 118.003 115.200 2 x 0.90 9.1 4.5 2 x 0.90 9.1 Retain

85 PC-178 118.230 115.400 1 x 0.90 7.5 4.6 1 x 0.90 7.5 Retain

86 PC-179 118.577 115.700 6x0.90 10.50 4.60 6x0.90 10.50 Retain

87 PC-180 118.984 116.000 1 x 0.90 9.3 4.5 1 x 0.90 12 Widen

88 PC-181 119.355 116.400 8 x 0.90 9 4 8 x 0.90 12 Widen

89 PC-182 119.400 116.450 1 x 0.90 9 4 1 x 0.90 12 Widen

90 PC-183 119.559 116.600 1 x 0.90 8.6 3.7 1 x 0.90 12 Widen

91 PC-184 119.770 116.800 2 x 0.90 8.3 4.5 2 x 0.90 12 Widen

92 PC-185 119.932 117.000 1 x 0.90 12.1 4.7 1 x 0.90 12.1 Retain

93 PC-186 120.103 117.100 1 x 0.90 10.6 4 1 x 0.90 10.6 Retain

94 PC-187 120.347 117.400 1 x 0.90 10.4 4 1 x 0.90 10.4 Retain

95 PC-188 121.520 118.500 1 x 1.20 10.4 4.8 1 x 1.20 10.4 Retain

96 PC-189 121.540 118.550 1x1.20 10.40 4.80 1x1.20 10.40 Retain


254

PWD - MAHARASHTRA




Sr.

No

Culvert

No

Design

Chainage

Km

Existing

Chainage Km

Span

Arrangement

Existing

(in M)

Width of

Structure

(Existing)

(m.)

Carriageway

(Existing)

(m.)

Span

Arrangement

Existing

(in M)

Width of

Structure

(Proposed)

(m.)

Design

Proposal/

Remarks

98 PC-191 121.893 118.800 3 x 1.20 10.6 4 3 x 1.20 10.6 Retain

99 PC-192 122.098 119.000 1 x 0.90 10.6 4 1 x 0.90 10.6 Retain

100 PC-193 122.495 119.400 1 x 0.90 10.4 4.1 1 x 0.90 10.4 Retain

101 PC-194 123.213 120.200 1 x 0.9 9.2 6 1 x 0.9 9.2 Retain

102 PC-195 123.537 120.500 2 x 1.2 10.5 5 2 x 1.2 10.5 Retain

103 PC-196 123.866 120.800 1 x 0.9 11.3 5.2 1 x 0.9 11.3 Retain

104 PC-197 123.998 120.900 3 x 0.90 11.2 5.7 3 x 0.90 11.2 Retain

105 PC-198 124.298 121.200 1 x 0.9 9.3 4.8 1 x 0.9 12 Widen

106 PC-199 124.495 121.400 3 x 1.2 9.2 5.5 3 x 1.2 12 Widen

107 PC-200 124.525 121.450 1 x 0.9 9.3 5.3 1 x 0.9 12 Widen

108 PC-201 124.721 121.600 1 x 0.9 9.2 4.5 1 x 0.9 12 Widen

109 PC-202 124.788 121.650 1 x 1.2 9 4.8 1 x 1.2 12 Widen

110 PC-203 124.898 121.800 1 x 0.90 8.8 4.8 1 x 0.90 12 Widen

111 PC-204 125.045 121.900 1 x 1.2 9.1 5.2 1 x 1.2 12 Widen

255

PWD - MAHARASHTRA




Sr.

No

Culvert

No

Design

Chainage

Km

Existing

Chainage Km

Span

Arrangement

Existing

(in M)

Width of

Structure

(Existing)

(m.)

Carriageway

(Existing)

(m.)

Span

Arrangement

Existing

(in M)

Width of

Structure

(Proposed)

(m.)

Design

Proposal/

Remarks

112 PC-205 125.331 122.200 1 x 0.90 10.1 5.2 1 x 0.90 10.1 Retain

113 PC-206 125.686 122.500 3 x 0.90 10.1 5.3 3 x 0.90 10.1 Retain

114 PC-207 125.960 122.800 3 x 0.90 10.2 5.2 3 x 0.90 10.2 Retain

115 PC-208 126.287 123.100 1 x 0.90 8.8 4 1 x 0.90 12 Widen

116 PC-209 126.378 123.200 1 x 0.90 9.3 4.1 1 x 0.90 12 Widen

117 PC-210 126.668 123.600 1 x 0.90 12 5.5 1 x 0.90 12 Retain

118 PC-211 126.796 123.700 1 x 0.90 12 5.2 1 x 0.90 12 Retain

119 PC-212 126.940 123.800 1 x 0.90 12 5 1 x 0.90 12 Retain

120 PC-213 127.796 124.500 2 x 0.90 9.1 5.2 2 x 0.90 12 Widen

121 PC-214 127.897 124.600 1 x 0.90 9.1 5 1 x 0.90 12 Widen

122 PC-215 128.230 124.900 1 x 0.90 9 5.5 1 x 0.90 12 Widen

123 PC-216 128.413 125.100 1 x 0.90 9.1 5.2 1 x 0.90 12 Widen

124 PC-217 128.462 125.150 1 x 0.90 9 5.2 1 x 0.90 12 Widen

125 PC-218 128.790 125.500 3 x 0.90 9 4 3 x 0.90 12 Widen

256

PWD - MAHARASHTRA




Sr.

No

Culvert

No

Design

Chainage

Km

Existing

Chainage Km

Span

Arrangement

Existing

(in M)

Width of

Structure

(Existing)

(m.)

Carriageway

(Existing)

(m.)

Span

Arrangement

Existing

(in M)

Width of

Structure

(Proposed)

(m.)

Design

Proposal/

Remarks

126 PC-219 128.039 125.600 1 x 0.90 9.2 4 1 x 0.90 12 Widen

127 PC-220 129.028 125.700 2 x 0.90 9.2 3.8 2 x 0.90 12 Widen

128 PC-221 129.275 126.000 1 x 0.90 9.2 3.8 1 x 0.90 12 Widen

129 PC-222 129.217 126.050 1 x 0.90 9.4 3.7 1 x 0.90 12 Widen

130 PC-223 129.522 126.200 6 x 1.20 9.2 3.8 6 x 1.20 12 Widen

131 PC-224 130.000 126.600 3 x 0.90 9.1 3.8 3 x 0.90 12 Widen

132 PC-225 130.210 126.800 1 x 0.90 9 4.8 1 x 0.90 12 Widen

133 PC-226 130.603 127.200 3 x 1.2 9 3.8 3 x 1.2 12 Widen

134 PC-227 130.823 127.400 1 x 0.90 9 3.8 1 x 0.90 12 Widen

135 PC-228 131.021 127.600 1 x 0.90 9.2 3.8 1 x 0.90 12 Widen

136 PC-229 131.405 127.900 7x1.2 10.00 4.00 7x1.2 10.00 Retain

137 PC-230 131.746 128.300 1 x 0.90 10 3.8 1 x 0.90 10 Retain

138 PC-231 131.856 128.400 1 x 0.90 10.3 3.8 1 x 0.90 10.3 Retain

139 PC-232 131.998 128.500 1 x 0.90 10.2 3.8 1 x 0.90 10.2 Retain

257

PWD - MAHARASHTRA




Sr.

No

Culvert

No

Design

Chainage

Km

Existing

Chainage Km

Span

Arrangement

Existing

(in M)

Width of

Structure

(Existing)

(m.)

Carriageway

(Existing)

(m.)

Span

Arrangement

Existing

(in M)

Width of

Structure

(Proposed)

(m.)

Design

Proposal/

Remarks

140 PC-233 132.147 128.700 3 x 0.90 10.3 3.8 3 x 0.90 10.3 Retain

141 PC-234 132.250 129.000 4x0.90 10.20 3.70 4x0.90 10.20 Retain

142 PC-235 132.400 129.200 1 x 0.90 10.4 3.8 1 x 0.90 10.4 Retain

258

PWD - MAHARASHTRA




13 Nos of additional new pipe culvert are proposed across project road and 81 No of new

pipe culverts are proposed at junctions to facilitate quick drainage. Location of additional

culvert is given as under.

Table 9-11: Additional New Culverts

Sr.No Culvert

No

Design

Chainage

Km

Span

arrangement

Proposed

Width of

Structure

(Proposed) M

Design Proposal/

Remarks

Package –PN45

1 NPC-1 0.50 1x1.2 m Dia 12 New

2 NPC-2 7.82 1x1.2 m Dia 12 New

3 NPC-3 12.36 1x1.2 m Dia 12 New

4 NPC-4 13.58 1x1.2 m Dia 12 New

5 NPC-5 17.50 1x1.2 m Dia 12 New

6 NPC-6 18.65 1x1.2 m Dia 12 New

7 NPC-7 21.62 1x1.2 m Dia 12 New

8 NPC-8 30.55 1x1.2 m Dia 12 New

9 NPC-9 31.69 1x1.2 m Dia 12 New

10 NPC-10 32.05 1x1.2 m Dia 12 New

11 NPC-11 32.60 1x1.2 m Dia 12 New

12 NPC-12 34.04 1x1.2 m Dia 12 New

13 NPC-13 34.50 1x1.2 m Dia 12 New

14 NPC-14 37.83 1x1.2 m Dia 12 New

15 NPC-15 38.50 1x1.2 m Dia 12 New

16 NPC-16 39.35 1x1.2 m Dia 12 New

17 NPC-17 41.30 1x1.2 m Dia 12 New

18 NPC-18 49.59 1x1.2 m Dia 12 New

19 NPC-19 80.94 1x1.2 m Dia 12 New

20 NPC-20 83.30 1x1.2 m Dia 12 New

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Sr.No Culvert

No

Design

Chainage

Km

Span

arrangement

Proposed

Width of

Structure

(Proposed) M

Design Proposal/

Remarks

21 NPC-21 83.75 1x1.2 m Dia 12 New

28

NPC-22

to NPC-

93

At

junctions 1x1.2 m Dia

varying width

as per width of

side road

At junctions

Package –PN46

22 NPC-01 84.02 1x1.2 m Dia 12 New

23 NPC-02 92.07 1x1.2 m Dia 12 New

24 NPC-03 102.79 1x1.2 m Dia 12 New

25 NPC-04 104.09 1x1.2 m Dia 12 New

26 NPC-05 106.40 1x1.2 m Dia 12 New

27 NPC-06 107.30 1x1.2 m Dia 12 New

28

NPC-07

to NPC-

18

At

junctions 1x1.2 m Dia

varying width

as per width of

side road

At junctions

Note: Locations and spans mentioned are indicative. The same shall be finalized in consultation

with Authority Engineer. Any changes in span arrangement and construction of any additional box /

pipe / slab culverts as per factual requirements shall not be treated as change of scope.

All structures have been designed as per applicable IRC and IS code Details of all

structures along with design features are given in Design Report which is submitted as

separate volume.

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CHAPTER 10

RIGHT OF WAY & UTILITY SHIFTING

10.1 Right of Way

Project road passes through agricultural area in most of its length. There are patches of

barren lands on either side in between. As such there is no marking of Right of Way

(ROW) on project road. Consultant requested Executive Engineer, PWD Kolhapur for

details of existing ROW. Consultants contacted Sub Division Engineers of following

subdivision

• Vita (Stretch from Vita to Balawadi Bridge of Yerla river)

• Palus (Stretch from Balawadi to Takari)

• Islampur (Stretch from Takari to Islampur)

• Shirala (Stretch from Peth Naka to Warna Bridge)

• Malkapur / Shahuwadi (Warna Bridge to Anuskura- Kolhapur District)

Documents of Right of Way (ROW) were not available in PWD offices. A cadastral map of

village showing road and plots has been obtained from settlement commissioner of Pune

Region. It is disjointed village maps of year 1991. In was observed that these maps are old

and prepared in different scales. These maps are joined with nearest common reference and

the same were superimposed on project road alignment. It was observed that at many

locations either road shown in village map is not matching with existing road alignment

also at many locations current road is not marked in these maps. Consultants then measured

the actual unconstrained land available at site. Following table provides details of ROW as

per TLR actual as measured at site.

Table 10-1: ROW Details

S. No. Chainage

(In Km) ROW As per

TLR (avg) m

Actual ROW

at Site (m)

approx







7 6.000 12.49 16-20

8 7.000 9.7 16-20

9 8.000 8.69 16-20

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S. No. Chainage

(In Km) ROW As per

TLR (avg) m

Actual ROW

at Site (m)

approx



12 11.000 14.14 18-20

13 12.000 14.95 18-20

14 13.000 18.72 18-20

15 14.000 24.08 18-20




19 18.000 14.32 16-18

20 19.000 16.72 20-24

21 20.000 19.61 15-18

22 21.000 23.07 15-18

23 22.000 22.08 15-18


25 24.000 26.37 15-18

26 25.000 28.34 15-18

27 26.000 20.71 15-18

28 27.000 19.4 15-18

29 28.000 19.45 15-18

30 29.000 23.29 15-18

31 30.000 24.98 15-18

32 31.000 21.46 15-18

33 32.000 26.1 14-16

34 33.000 30.51 14-16

35 34.000 25.56 14-16

36 35.000 26.7 14-16

37 36.000 24.67 14-16

38 37.000 22.72 14-16

39 38.000 22.61 14-16

40 39.000 19.9 14-16

41 40.000 26.16 14-16

42 41.000 26.53 14-16

43 42.000 28.32 14-16





48 47.000 18.02 14-16

49 48.000 20.73 14-16




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S. No. Chainage

(In Km) ROW As per

TLR (avg) m

Actual ROW

at Site (m)

approx


54 53.000 18.06 14-16

55 54.000 16.67 14-16


57 56.000 16.43 14-16

58 57.000 17.77 14-16

59 58.000 14.13 14-16

60 59.000 13.11 14-16


62 61.000 21.45 14-16

63 62.000 20.03 14-16





68 67.000 14.33 14-16

69 68.000 12.04 14-16

70 69.000 16.24 14-16

71 70.000 15.49 14-16

72 71.000 15.35 14-16

73 72.000 11.77 14-16

74 73.000 11.46 14-16

75 74.000 17.39 14-16

76 75.000 15.29 14-16

77 76.000 15.56 14-16

78 77.000 21.39 14-16

79 78.000 24.07 14-16

80 79.000 20.49 14-16

81 80.000 17.91 14-16

82 81.000 13.19 14-16

83 82.000 22.74 14-16

84 83.000 18.22 14-16

85 84.000 5.67 12-14











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S. No. Chainage

(In Km) ROW As per

TLR (avg) m

Actual ROW

at Site (m)

approx




99 98.000 14.63 10-12


101 100.000 17.99 10-12

102 101.000 11.81 10-12

103 102.000 17.74 10-12

104 103.000 16.15 10-12

105 104.000 19.81 10-12

106 105.000 Not Available 10-12

107 106.000 Not Available 10-12

108 107.000 Not Available 10-12

109 108.000 Not Available 10-12

110 109.000 Not Available 10-12

111 110.000 Not Available 10-12

112 111.000 Not Available 10-12

113 112.000 Not Available 10-12

114 113.000 22.4 10-12

115 114.000 15.51 10-12

116 115.000 21.71 10-12

117 116.000 10.89 10-12

118 117.000 15.84 10-12

119 118.000 18.66 10-11

120 119.000 15.53 10-11

121 120.000 14.76 10-11

122 121.000 18.97 10-11

123 122.000 16.04 10-11

124 123.000 14.94 10-11

125 124.000 16.79 10-11

126 125.000 16.99 10-11

127 126.000 15.13 10-11

128 127.000 16.98 10-11

129 128.000 19.04 10-11

130 129.000 15.54 10-11

131 130.000 11.99 10-11

132 131.000 16 10-11

133 132.200 Not Available 10-11

A drawing of project alignment superimprosed on Cadastal map is placed in drawing

volume.

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10.2 Land Acquisition

No additional land acquisition is proposed. Improvements are proposed within available

land.

10.3 Utility

There are few water pipe lines running parallel to project road. One major one is near Vita

and other is near Islampur. Some OFC cable lines are also observed on the way.

In addition to above there would be local irrigation pipeline crossing the road or running

along it. In this regard Sarpanch or concerned person of all villages near project road are

contacted and requested to provide details of underground lines, if any. Similarly, office of

BSNL was also contacted regarding any OFC cable shifting.

Following figures show the typical letters and details reveived from a particular village

regarding small water pipe lines running along and across project road.

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Figure 10-1: Details of underground water pipe line in village Alsand

A Lump Sum provision of shifting of utilities is taken in report.

10.4 Trees

There are number of trees along project road some trees are near carriageway which may

require cutting for widening of road as part of improvement scheme. Trees which require to

be removed for project road development have been counted from LiDAR survey. A

provision of tree planation equal to 10 time the number of trees cut is taken in cost estimate

toward compensatory afforestation. Km wise table of trees required to cut is given as under.

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Table 10-2: Trees of Package PN45-Girth Wise

S. No Chainage (km) No of Trees

From To 300 to

600

600 to

900

900 to

1800

1800 to

2700

2700 to

4500

Above

4500

1 0.000 6.000 52 136 114 8 5 1

2 6.000 12.000 33 115 149 4 2 0

3 12.000 15.000 6 28 84 4 2 0

4 15.000 21.000 81 279 280 1 0 0

5 21.000 23.000 7 42 122 4 4 0

6 30.000 36.000 35 104 296 26 3 0

7 36.000 42.000 13 87 236 71 25 0

8 42.000 44.141 3 34 50 2 0 0

9 49.200 55.000 49 139 54 4 7 0

10 55.000 59.000 15 81 64 10 8 1

11 59.000 65.000 51 100 73 17 13 2

12 65.000 70.000 64 350 290 25 1 1

13 70.000 77.000 65 181 298 17 5 0

14 77.000 80.000 34 85 96 9 0 0

15 80.000 84.137 27 108 124 6 6 2

Total No of Trees 535 1869 2330 208 81 7

Table 10-3: Trees of Package PN46-Girth wise

S. No Chainage (km) No of Trees

From To 300 to

600

600 to

900

900 to

1800

1800 to

2700

2700 to

4500

Above

4500

1 84.137 90.000 14 42 42 3 2 0

2 90.000 95.000 3 63 30 0 0 0

3 95.000 100.000 3 48 65 4 6 0

4 100.000 105.160 6 95 143 10 8 1

5 105.160 110.000 0 7 33 6 3 1

6 110.000 115.000 5 14 80 14 22 5

7 115.000 120.000 4 50 116 28 73 9

8 120.000 125.000 12 72 92 5 29 1

9 125.000 130.000 14 83 32 6 31 0

10 130.000 133.009 2 74 52 9 19 3

Total No of Trees 63 548 685 85 193 20

10.5 Electric Poles, Light poles & Transformer

There are no of electric and light poles along project road, many poles are near carriageway

which may require shifting for widening of road as part of improvement scheme. Electric

Pole and light poles required to be removed are also counted from LiDAR survey.

Statement of electric pole, telephone pole & Transformer is given in table below

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Table 10-4: Km wise Electric Poles, Light poles, Transformer

of Package PN45

Chainage EP LP Transformer

From To

0.000 1.000 15 22 1

1.000 2.000 1 0 0

2.000 3.000 1 1 0

3.000 4.000 0 0 0

4.000 5.000 0 0 0

5.000 6.000 0 0 0

6.000 7.000 0 0 0

7.000 8.000 0 0 0

8.000 9.000 3 0 0

9.000 10.000 14 0 0

10.000 11.000 18 0 0

11.000 12.000 15 0 0

12.000 13.000 8 0 0

13.000 14.000 11 0 0

14.000 15.000 9 0 0

15.000 16.000 14 0 0

16.000 17.000 4 0 0

17.000 18.000 0 0 0

18.000 19.000 6 0 0

19.000 20.000 11 0 0

20.000 21.000 6 0 0

21.000 22.000 30 0 0

22.000 22.763 11 0 0

30.000 31.000 17 0 0

31.000 32.000 2 0 0

32.000 33.000 7 0 0

33.000 34.000 4 0 0

34.000 35.000 21 0 0

35.000 36.000 37 0 1

36.000 37.000 2 0 0

37.000 38.000 8 0 0

38.000 39.000 5 0 0

39.000 40.000 0 0 2

40.000 41.000 0 0 0

41.000 42.000 5 0 1

42.000 43.000 18 0 1

43.000 44.000 8 0 2

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From To

44.000 44.141 1 0 0

49.200 50.000 10 0 1

50.000 51.000 2 0 0

51.000 52.000 0 0 0

52.000 53.000 0 0 0

53.000 54.000 9 0 0

54.000 55.000 2 0 0

55.000 56.000 2 0 0

56.000 57.000 2 0 1

57.000 58.000 0 0 0

58.000 59.000 0 0 0

59.000 60.000 2 0 0

60.000 61.000 5 0 0

61.000 62.000 3 0 0

62.000 63.000 0 0 0

63.000 64.000 0 0 0

64.000 65.000 0 0 0

65.000 66.000 0 0 0

66.000 67.000 9 0 0

67.000 68.000 8 0 0

68.000 69.000 7 0 0

69.000 70.000 5 0 0

70.000 71.000 2 0 0

71.000 72.000 2 0 0

72.000 73.000 8 0 0

73.000 74.000 0 0 0

74.000 75.000 6 0 0

75.000 76.000 3 0 0

76.000 77.000 2 0 0

77.000 78.000 8 0 0

78.000 79.000 9 0 0

79.000 80.000 6 0 0

80.000 81.000 0 0 0

81.000 82.000 9 0 0

82.000 83.000 34 0 0

83.000 84.000 9 0 0

84.000 84+137 0 0 0

Table 10-5: Km wise Electric Poles, Light poles, Transformer

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of Package PN46


From To

84.137 85.000 0 0 0

85.000 86.000 17 0 1

86.000 87.000 6 0 0

87.000 88.000 0 0 0

88.000 89.000 1 0 0

89.000 90.000 0 0 0

90.000 91.000 0 0 0

91.000 92.000 3 0 0

92.000 93.000 1 0 0

93.000 94.000 0 0 0

94.000 95.000 0 0 0

95.000 96.000 0 0 0

96.000 97.000 0 0 0

97.000 98.000 1 0 0

98.000 99.000 99 0 0

99.000 100.000 25 0 0

100.000 101.000 12 0 0

101.000 102.000 5 0 1

102.000 103.000 5 0 1

103.000 104.000 12 0 1

104.000 105.000 21 0 0

105.113 106.000 0 0 0

106.000 107.000 5 0 0

107.000 108.000 0 0 0

108.000 109.000 0 0 0

109.000 110.000 0 0 0

110.000 111.000 2 0 0

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111.000 112.000 0 0 0

112.000 113.000 1 0 0

113.000 114.000 0 0 0

114.000 115.000 0 0 0

115.000 116.000 1 0 0

116.000 117.000 1 0 0

117.000 118.000 0 0 0

118.000 119.000 1 0 0

119.000 120.000 1 0 0

120.000 121.000 10 0 0

121.000 122.000 1 0 0

122.000 123.000 1 0 0

123.000 124.000 0 0 0

124.000 125.000 3 0 0

125.000 126.000 0 0 0

126.000 127.000 0 0 0

127.000 128.000 3 0 0

128.000 129.000 0 0 0

129.000 130.000 0 0 0

130.000 131.000 6 0 0

131.000 132.000 0 0 0

132.000 132.535 1 0 0

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CHAPTER 11

ENVIRONMENT IMPACT ASSESSMENT

11.1 General

This being a standalone expert aspect, a separate volume of report is prepared for the same. Same

may be referred for details. As per EIA Report Environmental Clearance is not required for the

project road project

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CHAPTER 12

SOCIAL IMPACT ASSESSMENT

12.1 General

This being a standalone expert aspect, a separate volume of report is prepared for the same. Same

may be referred for details. As per SIA public hearing is not required for the project road

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CHAPTER 13

RATE ANALYSIS & COST ESTIMATE

13.1 Approach

Cost Estimate has been prepared based on the items of work involved in improvement of

Vita - Anuskura Road and detailed quantity computation taking into consideration the

proposed development plan, design features of various road components, design of bridges

& structures, Utility Shifting cost involved in project.

Current Schedule of Rates of PWD, Maharashtra State issued on 17th June 2017 and DSR

for year 2016-17 are considered for rates of various items. These rates are updated for

carriage and leads appropriately. A separate rate anlaysis is prepared for itemas which are

not available in e-DSR.

13.2 Materials for Construction

The Quarries for stone boulders Stone metal, Stone chips, screening materials are located at

some distance from the project stretch. Same is discussed in separate volume Material

Report:

13.3 Cost Estimation & Analysis

Rates o finished items have been taken as per e-DSR of Maharashtra State 2017 and DSR

of year 2016-17.

Detailed quantity estimation is done and same is part of report and Cost Estimate Report.

Following table provides summary of cost estimate.

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Table 13-1: Recapitulation sheet Package PN45

Bill No. Name of the Bill Amount (Rs.) Remarks

I CIVIL COST 1,58,01,38,199.00

II GST (12%) 18,96,16,583.88

Total(I+II) 1,76,97,54,782.88

III ROYALTY 3,90,62,804.73

IV TOTAL CIVIL COST (I+II+III) 1,80,88,17,587.61

V CONTINGENCIES ON (IV) (1%) 1,80,88,175.88

VI EPC COST (IV+V) 1,82,69,05,763.49

VII INCIDENTAL CHARGE/ PRE OPERATIVE

EXPENSES ON III (1% of VI) 1,82,69,057.63

VIII Financing Charges 2% on Debt amount

(70:30 Debt Equity Ratio) of 40% of

Total EPC Cost (III) 1,02,30,672.28

IX

Interest during Construction (bank

rate+3%) per annum on Debt amount

(assuming 70:30 Debt Equity Ration

and 24 month construction period.

(Distributed borrowing spread over

construction period)

4,82,82,641.74

ESTIMATED PROJECT COST 1,90,36,88,135.15

Table 13-2: Recapitulation sheet Package PN46

Bill No. Name of the Bill Amount (Rs Cr.) Percentage

component

I CIVIL COST 74,65,01,765.00

II GST (12%) 8,95,80,211.80

III ROYALTY 3,33,09,169.82

IV TOTAL CIVIL COST (I+II+II) 86,93,91,146.62

V CONTINGENCIES ON (IV) (1%) 86,93,911.47

VI EPC COST (IV+V) 87,80,85,058.09

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VII INCIDENTAL CHARGE/ PRE OPERATIVE

EXPENSES ON III (1% of III) 87,80,850.58

VIII Financing Charges 2% on Debt amount

(70:30 Debt Equity Ratio) of 40% of

Total EPC Cost (III) 49,17,276.33

IX

Interest during Construction (bank

rate+3%) per annum on Debt amount

(assuming 70:30 Debt Equity Ration

and 24 month construction period.

(Distributed borrowing spread over

construction period)

2,32,06,597.26

ESTIMATED PROJECT COST 91,49,89,782.25

It can be observed from above that pavement work (sub-base, base, bituminous and concrete

pavement) account for about 60% of the civil cost of project. Following pie chart depicts this

typical phenomenon.

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Figure 13-1: Distribution of Summary of Cost of PN45

Site Clearance and Dismantling

3%

Earth Work16%

Sub-Bases, Bases (Non-Bituminous) &

Shoulders33%

Bases and Surface Courses

(Bituminous)32%

Cement Concrete Pavements

3%

Culverts3%

Minor Bridges0%

Major Bridges1%

Drainage and Protection Works

4%

Protective Works0%

Junctions, Traffic Signs Marking and

Other Appurtenances

4%

Test Charges1%

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Figure 13-2: Distribution of Summary of Cost of PN46

Site Clearance and Dismantling

2%

Earth Work19%

Sub-Bases, Bases (Non-

Bituminous) & Shoulders

25%

Bases and Surface Courses

(Bituminous)33%

Cement Concrete Pavements

2%

Culverts3%

Minor Bridges0%

Major Bridges1%

Drainage Works9%

Protective Works1% Junctions, Traffic Signs

Marking and Other Appurtenances

4%

Test Charges1%

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CHAPTER 14

CONCLUSION AND RECOMMENDATIONS

14.1 Conclusion & Recommendations

Project road from Vita to Anuskura section of State Highway No. 150 forms important part

of regional transport network. Its improvement will add value to connectivity and access to

project area. There is positive economic return with improvement of project road to two

lane road with paved shoulder. Project area has good construction material available in

vicinity.

Hence based on various design and analysis thereof it is recommended that project road

may be taken up for improvement on Hybrid Annuity Model.

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