Volume 1 Main Report Karad pkg-II - Revised - Mumbai PDF

Feasibility Study and Preparation of DPR for Upgradation to 2 lane with paved
DETAILED PROJECT REPORT

shoulder State Highway-78 (Now NH-166E) having approximate length of 105 Km.
(DPR)
from Karad to Nagaj (State Boarder) Via Vita KhanapurJarandi in Satara and
VOLUME-I : MAIN REPORT
Sangli Districts in the State of Maharashtra
EXCECUTIVE ENGINEER
N.H. DIVISION KOLHAPUR
Feasibility Study and Preparation of DPR for

Upgradation to 2 lane with paved shoulder
State Highway-78 (Now NH-166E) having
approximate length of 46.655 Km. from Vita to
Nagaj (State Border) Via Vita in Satara and
(DPR)
VOLUME I: MAIN REPORT
Choice Consultancy Services Pvt. Ltd

Shree Shakambhari Corporate Park, 156-158 Chakravarty Ashok
Society,
J B Nagar, Andheri(E), Mumbai - 99, India
Board: +91 22 6707 9444 | Facsimile: +91 22 6707 9959
Email:- nitesh.agarwal@choiceindia.com Web: www.choiceindia.com
Joint venture with
Thoughts Consultants Jaipur Pvt. Ltd.

1 DA 15, JawaharNagar,Jaipur- 302004
Phone: 0141- 4049864,9829055330
Thoughts Consultants
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e-mail : thoughts.jaipur@gmail.com
(DPR)
TABLE OF CONTENTS
0. EXECUTIVE SUMMARY .................................................................................................. 1

0.1 ABOUT STATE HIGHWAY-78 (NEW NH 166e) ...................................... 1
0.2 NEED OF THE PROJECT .......................................................................... 3
0.3 EXISTING PROJECT ROAD CHARACTERISTICS................................... 3
0.4 Traffic SURVEYS ANALYSIS .................................................................... 7
0.4.1 TRAFFIC VOLUME COUNT SURVEY ...................................................... 7
0.4.2 Seasonal Variation of Traffic Volume ........................................................ 8
0.4.3 Annual Average Daily Traffic (AADT) ..................................................... 9
0.4.4 Analysis of Turning Movement Survey .................................................... 9
0.4.5 Analysis of Axle Load Survey ................................................................. 10
0.4.6 Speed and Delay Survey Analysis ........................................................... 11
0.5 TRAFFIC PROJECTIONS ........................................................................ 12
0.5.1 Adopted Mode-Wise Growth Rates ........................................................ 12
0.5.2 Projected Total Traffic Volume on Homogeneous Sections .................... 12
0.6 ENGINEERING SURVEYS & INVESTIGATIONS .................................. 13
0.6.1 Topographic Surveys ............................................................................... 13
0.6.2 Sub Grade Investigations ......................................................................... 13
0.6.3 BBD & ROUGHNESS SURVEY ................................................................ 13
0.7 DESIGN PARAMETERS .......................................................................... 14
0.8 SELECTION OF PROJECT ALIGNMENT AND FORMULATION OF
PACKAGES ............................................................................................................... 14
0.9 IMPROVEMENT PROPOSALS ............................................................... 15
0.9.1 Proposed Cross Sections .......................................................................... 16
0.9.2 BYPASSES & REALIGNMENT ................................................................ 20
0.9.3 CURVES IMPROVEMENT ....................................................................... 20
0.9.4 Flyovers /Vehicular Underpasses/ Overpasses ..................................... 22
0.9.5 Service Road/ Slip Road .......................................................................... 22
0.9.6 Cross Drainage Structures ....................................................................... 22
0.9.7 ROAD over Bridge (ROB)/ Rail under BRIDGE (RUB) .......................... 26
0.9.8 PavEment Design ..................................................................................... 26
0.9.9 Drainage ................................................................................................... 27
0.9.10 PROTECTION WORKS ............................................................................ 27
0.9.11 Retaining Wall/ Breast Wall .................................................................... 27
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0.9.12 Project Facilities ....................................................................................... 27

0.10 CONSTRUCTION MATERIAL ............................................................... 28
0.11 ENVIRONMENTAL FOREST & WILDLIFE ISSUES .............................. 29
0.12 LAND ACQUISITION & RESETTLEMENT ACTION PLAN ................. 30
0.13 TREE CUTTING & UTILITIES SHIFTING .............................................. 30
0.14 PROJECT COST ESTIMATES .................................................................. 31
0.14.1 Rate analaysis ........................................................................................... 31
0.14.2 Quantities ................................................................................................. 31
0.14.3 Cost Estimates .......................................................................................... 31
0.15 IMPLEMENTATION OPTIONS AND FINANCIAL ANALYSIS ........... 32
0.16 ECONOMIC ANALYSIS ......................................................................... 33
0.17 CONCLUSION & RECOMMENDATION ............................................... 33
1. INTRODUCTION ........................................................................................................... 35
1.1 PROJECT BACKGROUND ...................................................................... 35
1.2 APPOINTMENT OF CONSULTANT ...................................................... 36
1.3 OBJECTIVES OF CONSULTANCY SERVICES ....................................... 36
1.4 SCOPE OF CONSULTANCY SERVICES ................................................ 37
1.5 PROJECT HIGHWAY .............................................................................. 40
1.6 SUBMISSION ........................................................................................... 40
1.7 STRUCTURE OF DETAILED PROJECT REPORT .................................. 41
2. APPROACH AND METHODOLOG ................................................................................ 44
2.1 GENERAL ................................................................................................ 44
2.2 OBJECTIVE OF STUDY ........................................................................... 44
2.3 DESIGN APPROACH .............................................................................. 44
2.4 REVIEW CURRENT DATA ..................................................................... 45
2.5 RECONNAISSANCE ............................................................................... 46
2.6 TRAFFIC SURVEYS & DEMAND ASESSMENT .................................... 47
2.6.1 Classified Volume Count ........................................................................ 48
2.6.2 Origin-Destination (O-D) and Commodity Movements Surveys .......... 48
2.6.3 Turning Movement Surveys: (Inter Section Vol. Count) ........................ 49
2.6.4 Axle Load Surveys ................................................................................... 50
2.6.5 Speed-Delay Surveys ............................................................................... 50
2.6.6 Truck Terminal Surveys .......................................................................... 50
2.6.7 Traffic Demand Estimates ....................................................................... 51
2.7 ENGINEERING SURVEYS & INVESTIGATIONS .................................. 51
2.7.1 Topographic Surveys ............................................................................... 52
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2.7.2 Road and Pavement Investigations ......................................................... 54

2.7.2.1 Road Inventory Surveys: ......................................................................... 54
2.7.2.2 Pavement Condition: ............................................................................... 55
2.7.2.3 Road and Pavement Condition Surveys ................................................. 55
2.7.3 Investigation for Bridges and Structures\ .............................................. 57
2.7.3.1 Inventory of Bridges, Culverts and Structures ....................................... 57
2.7.3.2 Hydraulic and Hydrological Investigations ........................................... 57
2.7.3.3 Condition Surveys for Bridges, Culverts and Structures ....................... 58
2.7.3.4 Geo-technical Investigations and Sub-Soil Exploration ......................... 58
2.7.4 Material Investigation ................................................................................... 58
2.8 DETAILED DESIGN of VARIOUS PROJECT COMPONENTS .............. 59
2.8.1 GENERAL ................................................................................................ 59
2.8.2 Design Standards ..................................................................................... 60
2.8.3 Geometric Design of Highway ................................................................ 60
2.8.4 Pavement Design ..................................................................................... 61
2.8.5 Design of Embankments, hill cutting and retaining walls ..................... 62
2.8.6 Design of Bridges and Structures ............................................................ 62
Drainage System .................................................................................................... 64
2.8.7 Traffic Safety Features, Road Furniture, Road Markings and Road Sign
64
2.8.8 Arboriculture and Landscaping .............................................................. 65
2.8.9 Toll Plaza complex & HTMS ................................................................... 65
2.8.10 Weighing Station, Parking Areas and Rest Areas .................................. 65
2.8.11 Miscellaneous works ............................................................................... 65
2.9 ENVIRONMENT AND SOCIAL IMPACT ASSESSMENT ..................... 66
2.9.1 Environmental Impact Assessment ......................................................... 66
2.9.2 Social Assessment .................................................................................... 67
2.10 ESTIMATION OF QUANTITIES AND PROJECT COSTS ...................... 68
2.11 Viability and Financing Options ............................................................. 68
2.11.1 Economic Analysis .................................................................................. 68
2.11.2 Financial Analysis ................................................................................... 69
3. DESIGN STANDARDS & SPECIFICATIONS .................................................................. 70
3.1 GUIDEING STANDARDS ....................................................................... 70
3.2 DESIGN SERVICE VOLUME .................................................................. 70
3.3 GEOMETRIC DESIGN AND GENERAL FEATURES ............................. 71
3.3.1 General ..................................................................................................... 71
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3.3.2 Design Speed ........................................................................................... 72

3.3.3 Right of Way (ROW)................................................................................ 72
3.3.4 Lane Width of Carriageway .................................................................... 72
3.3.5 Shoulders ................................................................................................. 72
3.3.6 Roadway Width ....................................................................................... 73
3.3.7 Sight Distance .......................................................................................... 73
3.3.8 Camber or Cross fall ................................................................................ 74
3.3.9 Horizontal Curves ................................................................................... 74
Radii of Horizontal Curves ................................................................................... 74
Super elevation ...................................................................................................... 75
3.3.10 Vertical Alignment .................................................................................. 75
3.3.11 Grade compensation and length of vertical curve.................................. 75
3.3.12 Lateral and Vertical Clearance at Overpasses / Underpass .................. 76
3.4 INTERCHANGE AT GRADE .................................................................. 76
3.5 CATTLE PASS / PEDESTRIAN PASS .................................................... 76
3.6 TOLL PLAZA .......................................................................................... 76
3.7 DIVERGENCE AND CONVERGENCE LANE ....................................... 76
3.8 WIDENING POLICY FOR THE PROJECT ROAD .................................. 77
3.9 TYPICAL CROSS SECTIONS .................................................................. 77
3.10 DESIGN STANDARDS FOR STRUCTURES ........................................... 77
3.10.1 Loads and Forces to be considered in Design......................................... 77
3.10.2 Design Methodology ............................................................................... 82
3.10.3 Specification for Material ........................................................................ 85
3.11 FACILITIES .............................................................................................. 86
3.12 TRAFFIC CONTROL AND SAFETY DEVICES ...................................... 87
3.12.1 Road Safety Measures ............................................................................. 87
3.12.2 Road and Traffic Signs: ........................................................................... 87
3.13 DEVIATIONS FROM IRC SP 73: ............................................................. 88
4. PROJECT ROADS DESCRIPTION .................................................................................. 89
4.1 About PACKAGE .................................................................................... 89
4.2 Terrain ..................................................................................................... 92
4.3 Land use................................................................................................... 93
4.4 Existing ROW .......................................................................................... 93
4.5 BUILT – UP AREAS ................................................................................. 94
4.6 CARRIAGEWAY WIDTH ....................................................................... 95
4.7 Embankment Height ............................................................................... 95
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4.8 HORIZONTAL ALIGNMENT ................................................................ 96

4.9 Vertical Curves ........................................................................................ 96
4.10 Road Junctions ......................................................................................... 96
4.11 PAVEMENT CONDITION ...................................................................... 98
4.12 BRIDGES AND CROSS DRAINAGE STRUCTURES .............................. 99
4.12.1 Major Bridges ........................................................................................ 101
4.12.2 Minor Bridges ........................................................................................ 102
4.12.3 Pipe Culverts ......................................................................................... 104
4.13 LEVEL CROSSING and ROB ................................................................. 104
4.14 SOIL AND SUBSOIL ............................................................................. 104
4.15 UTILITIES ALONG THE PROJECT HIGHWAY .................................. 104
4.16 SOCIO RELIGIOUS STRUCTURE AND BUILDINGS .......................... 104
4.17 STRIP PLAN .......................................................................................... 104
5. SOCIO ECONOMIC PROFILE OF PROJECT AREA ....................................................... 108
5.1 GENERAL .............................................................................................. 108
5.2 STATE PROFILE: MAHARASHTRA .................................................... 108
5.3 JUSTIFICATION OF PROJECT IMPACT & BENEFITS ........................ 120
5.4 DISTRICT PROFILE SATARA: .............................................................. 120
5.4.1 Location AND AREA ............................................................................ 120
5.4.2 General Characteristics Of The District: ............................................... 121
5.4.3 Topography ........................................................................................... 121
5.4.4 Availability of Minerals: ....................................................................... 122
5.4.5 Forest: .................................................................................................... 122
5.4.6 Administrative set up: ........................................................................... 122
5.4.7 GENERAL ATGLANCE ........................................................................ 123
5.5 DISTRICT PROFILE SANGLI: ............................................................... 125
5.5.1 Location AND AREA ............................................................................ 125
5.5.2 General Characteristics of the District: ................................................. 125
5.5.3 Topograhpy: .......................................................................................... 126
5.5.4 Administrative set up: ........................................................................... 127
5.5.5 GENERAL ATGLANCE ........................................................................ 128
6. ENGINEERING SURVEYs AND INVESTIGATIONS ...................................................... 131
6.1 GENERAL .............................................................................................. 131
6.2 Topographic Survey .............................................................................. 131
6.2.1 Control Surveys ..................................................................................... 132
6.2.2 GPS Control Survey (Primary Control) ................................................ 133
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6.2.3 Total Station Traverse (Secondary Control) ......................................... 134

6.2.4 Height control and Bench marks pillars ............................................... 134
6.3 Investigation Along the Project Highway ............................................ 136
6.3.1 Scope of the Investigation ..................................................................... 136
6.3.2 Methodology.......................................................................................... 136
6.3.3 Test Pit for Existing Subgrade ............................................................... 136
6.3.4 Composition of Existing Pavement ....................................................... 137
6.3.5 Tests Results of Existing Subgrade ....................................................... 137
6.4 DYNAMIC CONE PENETRATION (DCP) Surveys and analysis ........ 137
6.4.1 Dynamic Cone Penetration Tests on Subgrade..................................... 137
6.4.2 Analysis of DCP Test Results ................................................................ 139
6.5 PAVEMENT ROUGHNESS survey ....................................................... 139
6.6 Benkelman Beam Deflection Surveys ................................................... 140
7. Material Surveys & GEOTECH Investigations ........................................................... 146
7.1 Material Investigation ........................................................................... 146
7.1.1 Objective of Investigation ..................................................................... 146
7.1.2 Borrow Soil ............................................................................................ 146
Discussion on Borrow Soil Results ...................................................................... 149
7.1.3 Aggregate Quarry .................................................................................. 149
7.1.4 Fly Ash ................................................................................................... 150
7.1.5 Granular Material .................................................................................. 150
7.1.6 Sand ....................................................................................................... 151
7.1.7 Cement ................................................................................................... 151
7.1.8 Steel ........................................................................................................ 152
7.1.9 Water ...................................................................................................... 153
7.2 Geotechnical Investigation .................................................................... 154
7.2.1 General ................................................................................................... 154
7.2.2 Objectives of Geo-technical Investigation ............................................ 155
7.2.3 Scope of Study ....................................................................................... 155
7.2.4 FIELD INVESTIGATION ...................................................................... 156
7.2.4.1 Drilling ................................................................................................... 157
7.2.4.2 Method of Taking Sampling .................................................................. 157
7.2.4.3 Sampling of Soils ................................................................................... 157
7.2.4.4 Rock Sampling ....................................................................................... 158
7.2.4.5 Groundwater ......................................................................................... 158
7.2.5 LABORATORY TESTS ........................................................................... 158
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7.2.6 TEST RESULTS ANALYSIS ................................................................... 159

8. TRAFFIC SURVEYS ANALYSIS & PROJECTIONS ........................................................ 161
8.1 GENERAL .............................................................................................. 161
8.2 OBJECTIVE OF THE PRESENT STUDY ............................................... 161
8.3 CLASSIFIED TRAFFIC VOLUME COUNT DATA -MID BLOCK ........ 162
8.3.1 Average Daily Traffic (ADT) ................................................................. 162
8.3.2 Traffic Volume Composition ................................................................. 164
8.3.3 Directional Distribution ........................................................................ 168
8.3.4 Hourly Variation of Traffic ................................................................... 168
8.3.5 DAILY Variation of Traffic .................................................................... 168
8.3.6 Seasonal Variation of Traffic Volume ................................................... 175
8.3.7 Annual Average Daily Traffic (AADT) ................................................. 175
8.3.8 Homogeneous Traffic Sections .............................................................. 175
8.4 Classified Turning Movement Count at Intersections.......................... 176
8.5 Analysis of Axle Load Survey ............................................................... 177
8.6 Speed and Delay Survey Analysis ........................................................ 179
8.7 Traffic Demand Forecasting .................................................................. 179
8.7.1 General ................................................................................................... 179
8.7.2 Approach ............................................................................................... 180
8.7.3 Growth Rate based on Past Traffic Data: .............................................. 181
8.7.4 Growth of registered motor vehicles .................................................... 181
8.7.4.1 Vehicle Growth Criteria Method .......................................................... 181
8.7.4.2 National Standard Growth Rate............................................................ 183
8.7.5 Transport demand elasticity approach ................................................. 186
8.7.6 Adopted Mode-Wise Growth Rates ...................................................... 187
8.8 Projected Total Traffic Volume on Homogeneous Sections ................. 188
8.9 Capacity Analysis of the Homogeneous Sections................................. 189
9. IDENTIFICATION OF IMPROVEMENT PROPOSALS .................................................. 194
9.1 GENERAL .............................................................................................. 194
9.2 PROJECT DEVELOPMENT PROPOSALS ............................................ 195
9.3 SELECTION OF PROJECT ALIGNMENT AND FORMULATION OF
PACKAGES ............................................................................................................. 196
9.4 Widening Philosophy ............................................................................ 196
9.4.1 BYPASSES & REALIGNMENT .............................................................. 203
9.5 ALIGNMENT DESIGN .......................................................................... 203
9.5.1 Base Plan ................................................................................................ 204
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9.5.2 Horizontal Alignment ........................................................................... 204

9.5.3 Vertical Profile ....................................................................................... 207
9.5.4 Alignment Plan and Profile ................................................................... 207
9.6 JUNCTION IMPROVEMENT PROPOSALS ......................................... 208
9.7 PAVEMENT DESIGN ............................................................................ 210
9.7.1 Type of Pavement Selection .................................................................. 210
9.7.2 Design of RIGID Pavement ................................................................... 210
9.7.3 DESIGN OF FLEXIBLE PAVEMENT .................................................... 213
9.7.4 Pavement Materials ............................................................................... 214
9.8 SLOPE STABILISATION & PROTECTION WORKS ............................ 214
9.9 DRAINAGE ........................................................................................... 215
9.10 BRIDGES & CROSS DRAINAGE STRUCTURES .................................. 216
9.10.1 Major Bridges ........................................................................................ 216
9.10.2 Minor Bridges ........................................................................................ 216
9.10.3 Culverts ................................................................................................. 219
9.11 Facilities for Pedestrians ....................................................................... 232
9.11.1 Lighting ................................................................................................. 232
9.11.2 BUS BAYS WITH PASSENGER SHELTERS ......................................... 233
9.11.3 Proposal for Truck Lay byes ................................................................. 234
9.11.4 CATTLE CROSSING ............................................................................. 234
9.12 TRAFFIC CONTROL DEVICES /ROAD SAFETY DEVICES /ROAD
SIDE FURNITURE .................................................................................................. 234
9.12.1 GENERAL .............................................................................................. 234
9.12.2 ROAD SIGNS ......................................................................................... 235
9.12.3 Road Markings ...................................................................................... 235
9.12.4 Road Delineators and Object Markers .................................................. 236
9.12.5 Reflective Pavement Markers (Road Studs).......................................... 236
9.12.6 Traffic Impact Attenuators .................................................................... 237
9.12.7 Safety Barrier ......................................................................................... 237
9.12.8 Kilometer Stone Details ......................................................................... 243
9.12.9 Work Zone Traffic Management Plans (WTMPs) ................................. 243
9.13 LANDSCAPING AND TREE PLANTATION ....................................... 243
10. ENVIRONMENTAL IMPACT ASSESSMENT ................................................................ 244
10.1 GENERAL .............................................................................................. 244
10.2 NEED OF EIA ........................................................................................ 244
10.3 OBJECTIVE OF EIA ............................................................................... 244
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10.4 ENVIRONMENTAL IMPACT ASSESSMENT (EIA) PROCESS ........... 245

10.5 Environmental Clearance ...................................................................... 245
10.6 BASELINE PARAMETERS MONITORING .......................................... 246
10.6.1 Ambient Air Quality ............................................................................. 246
10.6.2 Noise Measurements ............................................................................. 247
10.6.3 Water Quality ........................................................................................ 248
10.6.4 SOIL ....................................................................................................... 254
10.7 ECOLOGICAL ENVIRONMENT .......................................................... 254
10.7.1 Protected area Network......................................................................... 254
10.7.2 Forest LAND .......................................................................................... 255
10.7.3 Fauna in the Area .................................................................................. 256
10.8 KEY ENVIRONMENTAL LAWS AND REGULATIONS ..................... 256
10.9 MITIGATION & ENHANCEMENT MEASURES ................................. 265
10.10 CONSULTATION .................................................................................. 266
10.11 ENVIRONMENTAL MANAGEMENT PLAN (EMP) ........................... 267
11. SOCIAL IMPACT ASSESSMENT .................................................................................. 268
11.1 INTRODUCTION .................................................................................. 268
11.2 SOCIAL IMPACT ASSESSMENT .......................................................... 268
11.3 SCOPE OF LAND ACQUISITION AND RESETTLEMENT ................. 268
11.4 TREE CUTTING & UTILITIES SHIFTING ............................................ 269
11.5 SOCIOECONOMIC INFORMATION AND PROFILE ......................... 269
11.6 STAKEHOLDERS CONSULTATION AND PARTICIPATION ............ 270
11.7 LEGAL FRAMEWORK .......................................................................... 270
11.8 ENTITLEMENTS, ASSISTANCE AND BENEFITS ............................... 270
11.9 RELOCATION OF HOUSING AND SETTLEMENTS .......................... 270
11.10 INCOME RESTORATION AND REHABILITATION ........................... 271
12. COST ESTIMATES ....................................................................................................... 272
12.1 GENERAL .............................................................................................. 272
12.2 SPECIFICATIONS ................................................................................. 272
12.3 BOQ & COST ESIMATES ...................................................................... 272
12.3.1 Earth work ............................................................................................. 272
12.3.2 Sub Base and base .................................................................................. 273
12.3.3 Pavement ............................................................................................... 273
12.3.4 Drainage & Protection work ................................................................. 273
12.3.5 Traffic Signs Markings & Road Appurtenances ................................... 273
12.3.6 Traffic Managment During Construction ............................................. 274
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12.4 Capital cost estimates ............................................................................ 274

13. ECONOMIC ANALYSIS & FINANCIAL Analysis ......................................................... 276
13.1 INTRODUCTION .................................................................................. 276
13.2 APPROACH AND METHODOLOGY .................................................. 276
13.3 ECONOMIC ANALYSIS BYPASS ......................................................... 277
13.4 CONCLUSION ...................................................................................... 278
14. CONCLUSIONS & RECOMMENDATIONS .................................................................. 280
14.1 CONCLUSION ...................................................................................... 280
14.2 RECOMMENDATIONS ........................................................................ 282
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LIST OF TABLES
Table 0-1: Location of Built-Up Sections Along existing MSH-78 ........ 3

Table 0-2: Salient Features of Existing Road ........................................... 4
Table 0-3: Average Daily Traffic .................................................................. 8
Table 0-4: Traffic Compositions (By Number) .......................................... 8
Table 0-5: Seasonal Correction Factors (SCF) Based on Monthly
Traffic .................................................................................................................. 8
Table 0-6: Annual Average Daily Traffic .................................................... 9
Table 0-7: Summary of Peak Hour Flow at Various Intersections ....... 9
Table 0-8: Axle Load survey & VDF Values ............................................. 10
Table 0-9: Load Spectrum Value at Kadegaon ........................................ 10
Table 0-10: Load Spectrum Value at Bhivghat ........................................ 11
Table 0-11: Analysis of Speed-Delay Survey ......................................... 12
Table 0-12: Summary of Projected Total Traffic Volume ..................... 12
Table 0-13: Design Parameters ................................................................. 14
Table 0-14: Proposed Cross Sections for Package-IError! Bookmark
not defined.
Table 0-15: Proposed Cross Sections for Package-II ........................... 16
Table 0-16: Summary of Bypasses & Realignment ............................... 20
Table 0-17: Summary of Locations of Design Speed below 100 Kmph
and Radious less Than 400 m in Plain Terrain........................................ 20
and Radious less Than 150 m in Hilly Terrain ........................................ 21
Table 0-19: The proposed location of the Elevated Road/ VUP/LVUP
under Package-I & Package-II .................................................................... 22
Table 0-20: Details of Proposed Major Bridges ...................................... 22
Table 0-21: Details of Proposed Minor Bridges ...................................... 24
Table 0-22: Summary of Culverts Improvement ................................... 26
Table 0-23: Details of Proposed ROB ....................................................... 26
Table 0-24: Proposed Pavement Composition for Main Carriageway 26
Table 0-25: Forest along the Project Highwaay Pacakge-I &
Package-II ....................................................................................................... 29
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Table 0-26: Summary of Land need for Both Packages ....................... 30

Table 0-28: Summary of Capital Cost Estimates for Package-I ... Error!
Bookmark not defined.
Table 0-29: Summary of Cost Estimates for Package-II ..................... 31
Table 2-1: Traffic Survey & Duration ................................................................ 47
Table 2-2: Classified Volume Count ................................................................. 48
Table 2-3: Classified Volume Count Survey ..................................................... 48
Table 2-4: O-D Survey ...................................................................................... 49
Table 2-5: Location of Turning Movement Count ............................................. 49
Table 2-6: Axle Load Survey ............................................................................. 50
Table 3-1: Design Service Volume of Two-lane with paved shoulder Highway
in PCU per day .................................................................................................. 71
Table 3-2: Design Speed .................................................................................. 72
Table 3-3: Width of Shoulder ............................................................................ 72
Table 3-4: Extra Width of Pavement and Roadway ......................................... 73
Table 3-5: Sight Distances for Various Speeds ............................................... 73
Table 3-6: Camber/Cross fall in percentage for different Surface Types ........ 74
Table 3-7: Minimum Radii of Horizontal Curves............................................... 75
Table 3-8: Recommended Gradients ................................................................ 75
Table 3-9: Minimum Length of Vertical Curve (M) ........................................... 76
Table 4-1: Location of Details ........................................................................... 89
Table 4-2: Type of Terrain Classifiction ........................................................... 92
Table 4-3: Existing ROW Details ...................................................................... 93
Table 4-4: Details of Settlements along the Project Road ............................... 94
Table 4-5: Existing Carriageway Width ............................................................ 95
Table 4-6: List of Junctions on Project Corridor ............................................... 96
Table 4-7: Summary of Existing Bridges and Culverts .................................... 99
Table 4-8: Details of Major Bridges on AU-64 Road-II SH-208 ..................... 101
Table 4-9: Minor Bridges ................................................................................. 102
Table 5-1: General Statistics of Maharashtra................................................. 111
Table 5-2: Comperision of India and Maharashtra ......................................... 117
Table 6-1: Summary of Subgrade tests Results ............................................ 138
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Table 7-1: List of Borrow Area Sample .......................................................... 147

Table 7-2: Summary of Borrow Test Results ................................................. 148
Table 7-3: Location of Aggregate ................................................................... 149
Table 7-4: Tests Result of Aggregate ............................................................. 149
Table 7-5: Test Results of Sand ..................................................................... 151
Table 7-6: Test Results of OPC ...................................................................... 152
Table 7-7: Test Results of PPC ...................................................................... 152
Table 7-8: Test Results of Steel ..................................................................... 153
Table 7-9: Test Results of water Samples ..................................................... 154
Table 7-10: List of the Structures ................................................................... 156
Table 7-11: List of Laboratory Test ................................................................ 159
Table 8-1: Average Daily Traffic at Sendapur in Karad ................................. 162
Table 8-2: Average Daily Traffic at Kadegaon ............................................... 163
Table 8-3: Average Daily Traffic at Bhivghat ................................................. 163
Table 8-4: Traffic Compositions (By Number) for Seven Days ...................... 164
Table 8-5: Directional Distribution of Volume Count Survey ......................... 168
Table 8-6: Seasonal Correction Factors (SCF) Based on Monthly Traffic .... 175
Table 8-7: Homogeneous Sections ................................................................ 175
Table 8-8: Location of Turning Movement Count ........................................... 176
Table 8-9: VDF Values Obtained .................................................................... 177
Table 8-10: Load Spectrum Value at Kadegaon ........................................... 177
Table 8-11: Load Spectrum Value at Bhivghat .............................................. 178
Table 8-12: Analysis of Speed-Delay Survey .......................................... 179
Table 8-13: Number of Motor Vehicles Registered In Maharashtra .............. 182
Table 8-14: Average Annual Growth Rates Based on Vehicle Registration
Data ................................................................................................................. 183
Table 8-15: Number of Motor Vehicles Registered in India ........................... 184
Table 8-16: Annual Rate of Growth of Vehicle Population ............................ 184
Table 8-17: Annual Rate of Growth of Net State domestic Product at 2004-05
Price Level ....................................................................................................... 186
Table 8-18: Growth Rates Obtained By Various Methods ............................. 187
Table 8-19: Traffic Growth Rates Adopted %................................................. 187
Table 8-20: Summary of Projected Total Traffic Volume without generates
JV Jaipur Pvt. Ltd. Page xiv
(DPR)
traffic ................................................................................................................ 188

Table 8-21: Design Service Volume of Four Lane Highway .......................... 189
Table 8-22: Design Service Volume of Two-lane with paved shoulder
Highway in PCU per day ................................................................................. 189
Table 9-1: Project Road Deficiencies vis-à-vis Improvements Proposed .... 195
Table 9-2: Proposed Cross Sections for Package-IError! Bookmark not
defined.
Table 9-3: Proposed Cross Sections for Package-II ............................ 197
Table 9-4: Summary of Bypasses & Realignment ................................ 203
and Radious less Than 400 m in Plain Terrain...................................... 205
and Radious less Than 150 m in Hilly Terrain ...................................... 206
Table 9-7: Details of the Major Junctions improvement Plans ...................... 209
Table 9-8: Details of the Minor Junctions improvement Plans ...................... 209
Table 9-9: Crust Composition by IRC Method ................................................ 213
Table 9-10: Proposed Overlay Thicknesses on Existing Lane as per IRC: 81-
1997 ................................................................................................................. 213
Table 9-11: Materials Specification and Characterisation ............................. 214
Table 9-12: Details of Proposed Improvement of Major Bridge .................... 217
Table 9-10: Proposed Imprvement of Minor Bridge ....................................... 217
Table 9-14: Proposed Culverts ....................................................................... 219
Table 9-15: Highway Lighting for Package-I ...... Error! Bookmark not defined.
Table 9-16: Highway Lighting for Package-II ................................................. 232
Table 9-17: Bus Shelters Locations Package-I .. Error! Bookmark not defined.
Table 9-18: Bus Shelters Locations Package-I .............................................. 234
Table 9-19: Locations of Safety Barriers for Package-IError! Bookmark not
defined.
Table 9-20: Locations of Safety Barriers for Package-II ................................ 238
Table 10-1: Ambient Air Quality Monitoring Locations ................................... 246
Table 10-2: Results Ambient Air QualityLevel ................................................ 247
Table 10-3: Ambient Standards in Respect of Noise ..................................... 248
Table 10-4: Ambient Noise Level .................................................................... 248
JV Jaipur Pvt. Ltd. Page xv
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Table 10-5: Ground Water Sample locations ................................................. 249

Table 10-6: Surface Water Sample locations ................................................. 249
Table 10-7: Surface Water Quality in the Study Area .................................... 250
Table 10-8: Ground Water Quality in the Study Area .................................... 252
Table 10-9: Soil Sample Locations ................................................................. 254
Table 10-10: Details of National Parks and sanctuaries ................................ 254
Table 10-11: Summary of Forest Land need to be diverted for Both
Packages ........................................................................................................ 255
Table 10-12: Summary of Relevant Environmental Legislations ................... 257
Table 10-13: Summary of Relevant Other Legislations ................................. 262
Table 10-14: Potential impacts and mitigation measures .............................. 265
Table 12-5: Estimated Capital Cost of Package-IError! Bookmark not
defined.
Table 12-6: Estimated Capital Cost of Package-II ......................................... 274
JV Jaipur Pvt. Ltd. Page xvi
(DPR)
LIST OF FIGURES
Figure 0-1: Project Highway Location Map ................................................ 1

Figure 0-2: Map of NH 166 E in Maharashtra along with Projct
Highway.............................................................................................................. 2
Figure 0-3: The Details of Major Towns on existing SH-78................... 5
Figure 0-4: The photographs of existing road .......................................... 6
Figure 0-5: Poor Geometric Conditions ...................................................... 6
Figure 0-6: Pavement Condition of Project Road ..................................... 7
Figure 0-7: Existing ROB ............................... Error! Bookmark not defined.
Figure 0-8: Photos of Bridges & Cross-Drainage Works ........................ 7
Figure 0-9: Proposed Cross Section Details ............................................ 19
Figure 1-1: Map of Project Highway ................................................................. 40
Figure 2-1: A schematic diagram important activities of the assignment ....... 45
Figure 4-1: Project Location Map ..................................................................... 89
Figure 4-2: Map of State Highway 78 in Maharashtra along with Projct
Highway............................................................................................................ 90
Figure 4-3: Key Map Showing Aligenment ....................................................... 91
Figure 4-4: Photos of Embankment .................................................................. 96
Figure 4-5: Important Junctions Layout Plans .................................................. 98
Figure 4-6: Pavement Condition of the Project Highway ................................. 99
Figure 4-7: Photographs of Existing Structure of Project Highway ............... 100
Figure 8-1: Traffic Compositions observed (By Number) for Seven Days - At
Sendapur in Karad .......................................................................................... 165
Figure 8-2: Traffic Compositions observed (By Number) for Seven Days - at
Kadegaon ........................................................................................................ 166
Figure 8-3: Traffic Compositions observed (By Number) for Seven Days -At
Bhivghat ........................................................................................................... 166
Figure 8-4: Hourly distribution of traffic for seven days volume count Survey
At Sendapur in Karad ...................................................................................... 169
Figure 8-5: Hourly distribution of traffic for Seven days volume count Survey-
at Kadegaon .................................................................................................... 170
Figure 8-6: Hourly distribution of traffic for Seven days volume count Survey
At Bhivghat ...................................................................................................... 171
JV Jaipur Pvt. Ltd. Page xvii
(DPR)
Figure 8-7: Daily Variation of Traffic for seven days At Sendapur in Karad . 172
Figure 8-8: Daily Variation of Traffic for seven days at Kadegaon ................ 173
Figure 8-9: Daily Variation of Traffic for seven days At Bhivghat .................. 174
Figure 9-1: Proposed Cross Section Details .................................................. 202
Figure 10-1: Details of Protected area Network in the State of Maharashtra 255
JV Jaipur Pvt. Ltd. Page xviii
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LIST OF ANNEXURES
Annexure 4-1: Road and Pavement Inventary ............................................... 105

Annexure 4-2: Details of Existing Junctions ................................................... 106
Annexure 6-1: DGPS and Bench Marks Report of Topo Survey ................... 141
Annexure 6-2: Existing Subgrade Test Results DGPT .................................. 142
Annexure 6-3: Existing Subgrade Test Results ............................................. 143
Annexure 6-4: Pavement Roughness Survey ................................................ 144
Annexure 6-5: Benkelman Beam deflection ................................................... 145
Annexure 7-1: Geotechnical Investigation Report ......................................... 160
Annexure 8-1: Traffic Survey Analysis and Projection Report ...................... 190
Annexure 8-2: Traffic Survey Analysis and Projection Report Of Junction
Volume ............................................................................................................. 191
Annexure 8-3: Axle Load Survey Analysis ..................................................... 192
Annexure 8-4: Speed & Delay Surey .............................................................. 193
Annexure 13-1: Economic Analyis .................................................................. 279
JV Jaipur Pvt. Ltd. Page xix
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LIST OF ABBREVIATIONS
ADT - Average Daily Traffic

AL - Axle Load
BBD - Benkelman Beam Deflection
BM - Bituminous Macadum
CVC - Classified Volume Count
CUP - Cattle Under Pass
CD - Crossing Drainage
EIA - Environmental Impact Assessment
EMP - Environmental Management Plan
FSI - Free Swelling Index
GAD - General Arrangement Drawing
HFL - High Flood Level
IRC - Indian Road Congress
IRQP - Improvement Riding Quality Program
MOEF - Ministry of Environment and Forest
MORTH - Ministry of Road Transport and Highways
NGO - Non-Governmental Organization
NH - National Highway
NHAI - National Highway Authority of India
OISD - Oil Industry Safety Directorate
O-D - Origin Destination Survey
PCU - Passenger Car Unit
PM - Periodic Maintenance
PR - Periodic Repair
PUP - Pedestrian under Pass
PWD - Public Works Department
QAP - Quality Assurance Plan
ROB - Railway over Bridge
ROW - Right of Way
RAP - Resettlement Action Plan
RUB - Railway under Bridge
SDBC - Semi-Dense Bituminous concrete
SOI - Survey of India
SP - Special Publication
SRIP - Special Road Improvement Program
TCS - Typical Cross Section
TOR - Term of Reference
TMC - Turning Moment Count
TP - Toll Plaza
JV Jaipur Pvt. Ltd. Page xx
Feasibility Study and Preparation of DPR for Upgradation to 2 lane with
DETAILED PROJECT
paved shoulder State Highway-78 (Now NH-166E) having approximate
REPORT (DPR)
length of 105 Km. from Karad to Nagaj (State Boarder) Via Vita
KhanapurJarandi in Satara and Sangli Districts in the State of Maharashtra
0. EXECUTIVE SUMMARY
0.1 ABOUT STATE HIGHWAY-78 (NEW NH 166E)
The Maharashtra State Highway MSH-78 road stretch connects the

two districts, Satara and Sangli. This important highway starts from
Guhagar, a port in Ratnagiri district, and enters Sangli district at
151.28 km after traversing Ratnagiri and Sataradistricts.Guhagar is
in Chipalun city and belongs to Konkan region. This road stretch is
one of the most important links connecting coastal area and west
district of Maharashtra.This road stretch is a major communication
route for transportation of agriculture product from coastal area to
rest of Maharashtra and raw materials for Industrial use and fish and
other sea products etc. from Konkan to remaining Maharashtra. The
link will facilitate the tourists and pilgrims.
Thus the road stretch is of great importance from industrial,
commercial, tourist, strategic and national point of view and justifies
its fitness to be declared as the National Highway and improve it.
This link has been identified in the Road Master Plan of Maharashtra
PWD 2001-2021. The road network Map of the state of Maharashtra
for 2021 is given in the figure 0-1. In this context the Ministry of
Road Transport & Highway has decidedto upgrade and improve the
SH-78 through NH Division of State PWD. The NH Division of PWD
has divided the preparation of DPR work in the various packages.
The present report is dealing with Upgradation to 2 lane with paved
shoulder State Highway-78 (Now NH-166E) having approximate
KhanapurJarandi in Satara and Sangli Districts in the State of
Maharashtra. The location map of the project road is given in figure
0-1.
JV Jaipur Pvt. Ltd. Page 1
Feasibility Study and Preparation of DPR for Upgradation to 2 lane with paved shoulder State Highway -78 (Now NH-166E)
DETAILED PROJECT REPORT (DPR)
having approximate length of 105 Km. from Karad to Nagaj (State Boarder) Via Vita KhanapurJarandi in Satara and Sangli
Districts in the State of Maharashtra
Figure 0-1: Project Highway Location Map
Figure 0-2: Map of NH 166 E in Maharashtra along with Projct Highway
DETAILED PROJECT
REPORT (DPR)
0.2 NEED OF THE PROJECT
The road stretch connects the two districts, Satara and Sangli. This
important highway starts from Guhagar, a port in Ratnagiri district,
and enters Sangli district after traversing Ratnagiri and
Sataradistricts.This road stretch is one of the most important links
connecting coastal area and west district of Maharashtra. This road
stretch is a major communication route for transportation of
agriculture product from coastal area to rest of Maharashtra and raw
materials for Industrial use and fish and other sea products etc.
from Konkan to remaining Maharashtra. The link will facilitate the
tourists and pilgrims.
The existing road is deficient horizontal and vertical alignment,

degraded earthen or no shoulder in most stretches, inadequate and
damaged cross drainage structures and absence of side drains,
safety installations, protection works and road furniture. The Project
road may serve as an important regional link if project road improve
the regional traffic start to follow. Hence upgradation and
improvement is much needed.
0.3 EXISTING PROJECT ROAD CHARACTERISTICS
The project road starts from Karad and ends at Nagaj (at junction of
SH 136 and NH 166) State Highway-78 having approximate length
of 94.155 Km. (As PWD records the length is approximately 105
Km)Via Vita Khanapur Jarandi in Satara and Sangli Districts in the
State of Maharashtra.
Table 0-1: Location of Built-Up Sections Along existing MSH-
78
Sr. Chainage(Km)
Location Total Population Village/ Town
No. START END
1 Karad City 0 6.975 85550 Town
2 Rajmachi 8.425 8.950 1400 Village
3 Kadegaon 19.450 21.000 11821 Town
4 Kadepur 23.375 24.150 5735 Town
5 Amrapur 26.650 26.850 2928 Village
6 HanmantVadiye 31.100 31.600 1771 Village
7 Vita 41.025 45.100 48289 Town
8 Renavi 51.725 51.950 2382 Village
9 Rewangaon 54.600 54.900 1239 Village
10 Khanapur 62.900 63.600 6457 Village
11 Nagaj 92.800 94.155 4946 Village
DETAILED PROJECT
REPORT (DPR)
The existing road is 2-lane /intermediate carriageway with/without earthen

shoulders. The road is deficient in meeting horizontal and vertical alignment
standards. It has degraded earthen shoulders or no shoulders at all in most
stretches. It has, inadequate and damaged cross drainage structures. An efficient
drainage system is missing along the road with the absence of side drains. The
safety installations, protection works and road furnitureare also insufficient. The
photographs of existing road, and other components are given in Figures below.
Salient features of existing project highway have been summarized in Table 0-2.
Table 0-2: Salient Features of Existing Road for Package-II
Particulars Details
Plain & rolling. Landuse is predominantly
Terrain
irrigated Agricultural land and Forest land
Available ROW Average 20—30 m
Carriageway 2-lane BT road with degraded or no
Configuration shouders
Number of Junctions Major:5 and Minor:24
Embankment height 0.5 to 1.0 m
Horizontal and vertical alignments of
Road Geometrics
existing road have lot of deficiencies
Mostly fair to poor, some stretches are
damaged. Crust: Avg. 275 to 306 mm
Pavement Condition
Gravel :200 To 250 mm
BT: 75 to 90 mm
Major Bridge 0
Minor Bridges:4
Minor Bridge and Box Culverts:0
Culverts Pipe Culverts: 73
Slab Culverts:20
Side Drains exist in built-up stretches
NIL
Road-Rail Structure
There are no bus bays/ Truck lay-byes,
service roads, underpasses or any other
Road Facility/Safety
road side furniture. Safety installations
Features
are limited and signagesareatfew
location.
Figure 0-3: The Details of Major Towns on existing SH-78
DETAILED PROJECT
REPORT (DPR)
The photographs of existing project road showing various

components are presented in following Figures.
Figure 0-4: The photographs of existing road
Figure 0-5: Poor Geometric Conditions
DETAILED PROJECT
REPORT (DPR)
Figure 0-6: Pavement Condition of Project Road
MINOR BRIDGE
Figure 0-7: Photos of Bridges & Cross-Drainage Works
0.4 TRAFFIC SURVEYS ANALYSIS
0.4.1 TRAFFIC VOLUME COUNT SURVEY

The traffic volume count survey was conducted from 10 thMay 2017 to 16th May
2017. A summary of the Average Daily Traffic (ADT) at three count stations for
seven days volume counts is presented in Table 0-3.
DETAILED PROJECT
REPORT (DPR)
Table 0-3: Average Daily Traffic
Vehicles PCU
Location
MT NMT Total MT NMT Total
At Krashana River
51179 16 51195 40044 11 40055
Bridge at Karad City
At Hotel Viraj at
6546 2 6548 7062 9 7071
Kadegaom
At Hotel Gurukaripa
3076 1 3077 3811 1 3812
Near Bhivghat
MT-Motorized Transport and NMT-Non Motorized Transport
Table 0-4: Traffic Compositions (By Number)
Sr. No. Type of Vehicle at Bhivghat
% weight No. Vehicles
1 Two wheeler 39% 1191
2 Three wheeler 2% 75
3 Car 32.56% 1002
4 Mini Bus 0.81% 25
5 Bus 5.36% 165
6 LCV 10.40% 320
7 2 Axle 4.03% 124
8 Multi Axle 4.39% 135
9 Tractor with Trailer 0.49% 15
10 Others 0.81% 27
Total 100.00% 3077
0.4.2 SEASONAL VARIATION OF TRAFFIC VOLUME

The Seasonal variation trends were observed based on sale of automobile fuel i.e.
Petrol and Diesel.Averageseasonal factors have been worked out to arrive at
Annual Average Daily Traffic. To get an idea of traffic variation at Satara, data of
diesel and petrol sales at fuel pumpswas collected. The seasonal correction factor
of every month is shown Table 0-5.
Table 0-5: Seasonal Correction Factors (SCF) Based on Monthly Traffic
SVF of Diesel SVF of Petrol

Month Vehicles Vehicles
DETAILED PROJECT
REPORT (DPR)
April-15 1.52 0.72

May-15 1.00 1.00
June-15 0.73 0.74
July-15 0.95 0.88
August-15 0.69 1.14
September-15 0.63 1.21
October-15 0.76 0.74
November-15 0.96 0.88
December-15 1.02 1.09
January-16 1.13 1.21
February-16 0.98 0.67
March-16 1.40 0.93
SVF 0.98 0.94
0.4.3 ANNUAL AVERAGE DAILY TRAFFIC (AADT)
Annual Average Daily Traffic has been worked out by applying the above obtained
seasonal variation factors to the Average Daily Traffic. The AADT values obtained
at various traffic count stations are given in the following table.
Table 0-6: Annual Average Daily Traffic
Vehicles PCU
Location
MT NMT Total MT NMT Total
At Krashana River
48312 15 48327 38106 8 38114
Bridge at Karad City
At Hotel Viraj at
6192 1 6193 6771 1 6772
Kadegaom
At Hotel Gurukaripa
2917 1 2918 3671 1 3672
Near Bhivghat
0.4.4 ANALYSIS OF TURNING MOVEMENT SURVEY
Turning Movement Survey was conducted for 8 hours at 5 intersections on the
project corridor. Table 0-7 below gives location wise peak hour traffic during
morning and evening.
Table 0-7: Summary of Peak Hour Flow at Various Intersections
Sr. Type of Peak Hour Total 8

Intersection Peak Hour
No Interse Morning/ Hour
Location Name Volume
. ction Evening Volume
1 Bhivghat bus stand T 10:00 - 11:00 2641 337
2 Sendapur tiraha T 12:00 - 1:00 6611 946
3 Kadaipur junction X 3:00 - 4:00 8543 1194
4 SH-136 Karad nagaj X 4:00 - 5:00 5196 843
DETAILED PROJECT
REPORT (DPR)

5 Vita junction X 4:00 - 5:00 15627 2171
As per IRC: 62-1976, “Guidelines for Control of Access on Highways”, grade

separations should be provided across divided rural highways at intersections, if
the ADT (Fast vehicles only) on the cross road within the next five years exceeds
5,000. As per the traffic projections the peak hour traffic volume hall not cross
5000 PCU’s at any Junctions. Hence No grade Separated facilities has been
proposed at any junction.
0.4.5 ANALYSIS OF AXLE LOAD SURVEY

The data collected from the Axle Load Survey has been compiled and analyzed
through “Fourth power” pavement damage law to arrive at the vehicles damage
factor (VDF). The Vehicle Damage Factor is a multiplier to convert the number of
commercial vehicles of different axle loads and axle configuration to the number
of standard axle load repetitions. The recorded sample size is analyzed to obtain
Vehicle Damage Factor (VDF) and Load spectrum has been presented in following
Table.
Table 0-8: Axle Load survey & VDF Values
Sr. No. Type of Vehicle Location-2

Bhivghat
1 Bus 1.60
2 LCV 2.11
3 2 – Axle Truck 5.82
4 3 – Axle Truck 6.06
5 Multi Axle Truck 0.44
Average VDF 4.14
Table 0-9: Load Spectrum Value at Kadegaon
Single Axle Loads Tandem Axle Loads Tridem Axle Loads

From, To, Class Percentage From, To, Class Percentage From, To, Class Percentage
kN kN of Axle kN kN of Axle kN kN of Axle
Loads Loads Loads
185kN- 380kN- 530kN-

185 195 0.0% 380 400 0.0% 530 560 0.0%
195kN 400kN 560kN
175kN- 360kN- 500kN-
175 185 0.0% 360 380 0.0% 500 530 0.0%
185kN 380kN 530kN
165kN- 340kN- 470kN-
165 175 1.5% 340 360 0.0% 470 500 0.0%
175kN 360kN 500kN
155kN- 320kN- 440kN-
155 165 0.0% 320 340 0.0% 440 470 0.0%
165kN 340kN 470kN
145kN- 300kN- 410kN-
145 155 2.3% 300 320 0.0% 410 440 0.0%
155kN 320kN 440kN
135 145 135kN- 4.5% 280 300 280kN- 0.0% 380 410 380kN- 20.0%
DETAILED PROJECT
REPORT (DPR)

Loads Loads Loads
145kN 300kN 410kN

125kN- 260kN- 350kN-
125 135 3.0% 260 280 21.4% 350 380 0.0%
135kN 280kN 380kN
115kN- 240kN- 320kN-
115 125 14.4% 240 260 7.1% 320 350 40.0%
125kN 260kN 350kN
105kN- 220kN- 290kN-
105 115 10.6% 220 240 14.3% 290 320 40.0%
115kN 240kN 320kN
95kN- 200kN- 260kN-
95 105 6.8% 200 220 28.6% 260 290 0.0%
105kN 220kN 290kN
85kN- 180kN- 230kN-
85 95 8.3% 180 200 14.3% 230 260 0.0%
95kN 200kN 260kN
0kN- 0kN- 0kN-
0 85 48.5% 0 180 14.3% 0 230 0.0%
85kN 180kN 230kN
Table 0-10: Load Spectrum Value at Bhivghat

Loads Loads Loads
185kN- 380kN- 530kN-

185 195 0.0% 380 400 0.0% 530 560 0.0%
195kN 400kN 560kN
175kN- 360kN- 500kN-
175 185 0.0% 360 380 0.0% 500 530 0.0%
185kN 380kN 530kN
165kN- 340kN- 470kN-
165 175 1.7% 340 360 0.0% 470 500 0.0%
175kN 360kN 500kN
155kN- 320kN- 440kN-
155 165 0.0% 320 340 0.0% 440 470 0.0%
165kN 340kN 470kN
145kN- 300kN- 410kN-
145 155 2.5% 300 320 0.0% 410 440 0.0%
155kN 320kN 440kN
135kN- 280kN- 380kN-
135 145 5.0% 280 300 0.0% 380 410 0.0%
145kN 300kN 410kN
125kN- 260kN- 350kN-
125 135 3.4% 260 280 21.4% 350 380 0.0%
135kN 280kN 380kN
115kN- 240kN- 320kN-
115 125 16.0% 240 260 7.1% 320 350 0.0%
125kN 260kN 350kN
105kN- 220kN- 290kN-
105 115 10.1% 220 240 14.3% 290 320 0.0%
115kN 240kN 320kN
95kN- 200kN- 260kN-
95 105 5.0% 200 220 0.0% 260 290 40.0%
105kN 220kN 290kN
85kN- 180kN- 230kN-
85 95 7.6% 180 200 14.3% 230 260 40.0%
95kN 200kN 260kN
0kN- 0kN- 0kN-
0 85 48.7% 0 180 42.9% 0 230 20.0%
85kN 180kN 230kN
0.4.6 SPEED AND DELAY SURVEY ANALYSIS
The Speed and delay survey was carried out to obtain the information on the
average journey time, journey speed and running speed of the project road. One
round trip was made on the entire project road during identified peak period
DETAILED PROJECT
REPORT (DPR)
using new technology vehicle. The survey vehicle was operated in such a manner
so as to maintain the speed of existing traffic flow. Start time, delay occurred,
distance covered and the end time were recorded as per the specified survey
format. The data thus obtained is analyzed and presented in Table 0-11.
Table 0-11: Analysis of Speed-Delay Survey
Parameters Package-II
Direction Vita-Nagaj
Distance Covered 46.655
(km)
Average Journey 31.66
Speed (kmph)
Average Running 31.66
Speed (kmph)
Journey Time 5183
(Second)
Direction Nagaj –Vita
(km)
Speed (kmph)
Speed (kmph)
Journey Time 4704
(minutes)
0.5 TRAFFIC PROJECTIONS
0.5.1 ADOPTED MODE-WISE GROWTH RATES

The Consultant has made an assessment of the traffic demand for the Project
Highway for a period of 10 years, 15 years, 20 years and 25 years respectively
based on analysis of traffic counts, trend growth and growth in the influence area
of the Project. An annual growth rate of 5% has been assumed both for fast
moving traffic and slow moving vehicles for the traffic projections. At this stage
no induced and diverted traffic has been considered.
0.5.2 PROJECTED TOTAL TRAFFIC VOLUME ON HOMOGENEOUS SECTIONS

The classified traffic volume count data has been projected from 2016-17 to the
horizon year (2040-41) for all the homogenous sections. The growth was
estimated on an unconstrained capacity scenario in order to assess the maximum
extent of traffic flow in the corridor under consideration. The summaries of total
projected traffic volume for each of the homogeneous section of the project
corridor are given in Table 0-12.
Table 0-12: Summary of Projected Total Traffic Volume
Sr. At Sendapur in at Kadegaon at Bhivghat

Year
No. Karad
DETAILED PROJECT
REPORT (DPR)
Vehicles PCU's Vehicles PCU's Vehicles PCU's

1 2017 48674 39008 6478 7636 3198 4528
2 2022 62185 49515 8329 9736 4137 5741
3 2027 79422 63329 10685 12554 5344 7482
4 2032 101426 80988 13696 16181 6878 9704
5 2037 129504 103503 17535 20785 8837 12528
6 2042 165346 132249 22442 26674 11341 16140
As per the traffic projections it emerged that traffic on project roads will not
cross the 15000 PCU's in the duration of 15 years design period. So Two -
lane road will be able to cater the traffic demand.
0.6 ENGINEERING SURVEYS & INVESTIGATIONS
0.6.1 TOPOGRAPHIC SURVEYS
The topographical survey was carried out in the period from APRIL
2017 to MAY 2017. The main purpose of the topographical survey
was to produce digital 3D base maps showing the existing terrain
including all existing road features including houses, telephone line,
OFC, Electric Line, monuments, place of worship, cremation ground,
Utility line, Trees, hand pumps and other features covering the
entire right of way of the road. The digital 3D base maps are the
basis for preparation of the Digital Terrain Models (DTM) required for
the road design. This detailed topographic surveys was carried out
using a survey grade LiDAR system.
0.6.2 SUB GRADE INVESTIGATIONS

Sub-grade investigations were conducted by making the test pits
along the project highway and collecting the soil samples from these
pits. The analysis of existing sub-grade material shows that the CBR
values are in the range of 7.8 % to 11.4 %.
0.6.3 BBD & ROUGHNESS SURVEY
The BBD survey was carried out on the project. The characteristics
defalcation value has been worked out which are varying 1.7 -2.0
mm. The roughness survey has been carried out with bump
Integrator and Average International roughness Index has been
calculated. The value of the Average International roughness Index
ranges 3.40-5.59 m per km & 3.39-5.07 m per km for package-I &
Package-II respectively. Based on these test results the overlay
thickness may be worked.
DETAILED PROJECT
REPORT (DPR)
0.7 DESIGN PARAMETERS
The 2-Lane Project Highway has been proposed for development as

per Manual of Specifications and Standards for Two-Laning of
Highways (IRC: SP: 73-2015) and Ministry of Road Transport and
Highways (MoRTH) Guidelines. In case of any deviations from these
guidelines, the reasons have been specifically mentioned in
Schedule-D. All efforts have been made to maintain consistency of
design criteria for project barring few exceptional which are due to
limiting factors on account of ground conditions. Design criteria
adopted for the project is summarized in following Table.
Table 0-13: Design Parameters
Sr. Parameters Detail

No
IRC codes, guidelines and special
publications. IRC:73-2015 “Two-laning of
Highways through Public Private
Geometric design
1 Partnership” Manual of specifications and
standards
standards published by Planning
Commission and orders issued byNHAI
from time to time
Design Speed Ruling -100 km/hr& 60 km/hr for Plain
2
(km/hr) and hilly Terrain
For 2-lane
Carriageway: 7.0 m
3 Roadway Elements
Paved shoulders: 2 x 1.5 m
Earthen shoulders:2 x 2.0 m
4 Service Road Width Not Required
5 Slip Road Width Not Required
In filling- 1V: 2 H
6 Embankment Slope
In cutting- 1V:1H
Carriageway/Paved Shoulders: 2.0 %,
7 Camber
Unpaved/Earthen Shoulders: 3.0. %
8 Super-elevation Maximum 7%
Minimum Radius for 400 m for speed of 100 km/hr, 150 m for
9
Horizontal Curves speed of 60 km/hr
10 Gradient Maximum 2.5 %
Bridges: 50 years, with anticipated risk of
Design Flood rarer flood of next higher frequency i.e.
11
Frequency 100 year return period flood on the
structure
12 Free board 0.6 m to 1.5 m depending on discharge
0.8 SELECTION OF PROJECT ALIGNMENT AND FORMULATION OF PACKAGES
A detailed study of the Project Highway has been carried out in two
stretches as described here under:
DETAILED PROJECT
REPORT (DPR)
 PACKAGE-I; From Chainage 0+000 to 47+500 of SH-78 (Vita Town).

 PACKAGE-II; From Chainage 47+500 to 94+155 of SH-78 (Nagaj).
 PACKAGE-III; Bypass of Karad and Vita Town.
The present report is deaiing with only Package-II.
0.9 IMPROVEMENT PROPOSALS
The project corridor does not confirm to 2-lane plus standard of IRC. Therefore
while deciding the improvements, the need of highway users, environmental/
social integrity, existing right of way, constraints along the existing road like
congestion etc. have been fully considered. As per the TOR, the project road has
been planned for upgradation to two lane carriage way road in case of rural areas
and 4-lane with or without service roads in case of urban/habited areas wherever
required. The following improvements are required to upgrade it to two lane IRC
standards.
• Widening of the existing road to standard two -lane road with paved
shoulders for rural roads;
• Widening of the existing road to standard Four-lane carriageway with
longitudinal drains and footpaths without service roads, preferably within
existing ROW, for stretches passing through urban areas;
• Widening of existing cross drainage works including construction of new
CD works to 2/4 lane standards;
• Identification of optimal bridge alignments;
• Provision of adequate paved/ unpaved shoulders;
• Provision of adequate cross-fall and super-elevation;
• Easing of sharp horizontal curves;
• Co-ordination of horizontal and vertical alignments;
• Provision of adequate roadside drainage;
• Strengthening of existing pavement;
• Improvement of Road junctions;
• Provision of road furniture, road signage, road markings and safety
devices;
• Provision of bus bays and bus shelters;•
• Provision of way side amenities;
• Provision of toll plaza;
DETAILED PROJECT
REPORT (DPR)
• Arboriculture and Landscaping;

0.9.1 PROPOSED CROSS SECTIONS
A summary of the proposed Typical Cross Section along the Project
Highway is given in following Table.
Table 0-14: Proposed Cross Sections for Package-II
Design
Chainage (km)
S.No. From To Length(Km) Manual Refernce
1 47.500 48.950 1.450 Fig 2.2, Clause 2.16 of IRC:SP:73-2015
Fig 2.11, Clause 2.16 of IRC:SP:73-

2 48.950 50.175 1.225
2015

4 53.525 54.625 1.100
2015

10 88.400 90.620 2.220
2015
All the above schemes are based on general policy decisions;

henceimplementation of these will depend on the precise geometric
configuration, realignment, re-sectioning, reconstruction, exact land
widths available etc.
Feasibility Study and Preparation of DPR for Upgradation to 2 lane with paved shoulder State Highway-78 (Now NH-166E)
Figure 0-8: Proposed Cross Section Details
shoulder State Highway-78 (Now NH-166E) having approximate length of 105
(DPR)
Km. from Karad to Nagaj (State Boarder) Via Vita KhanapurJarandi in Satara
and Sangli Districts in the State of Maharashtra
0.9.2 BYPASSES & REALIGNMENT

Due to the site constrains, two bypasses for Karad and Vita Towns
has been proposed under Package-III. Similarly due the poor
Geomatrices the realignment has been proposed at various
locations. The brief summary of realignment are given in following
table.
Table 0-15: Summary of Bypasses & Realignment
Design Chainage
(km) Design
Fro Length
S.No. m To (km)
Package-II
1 47.500 48.100 0.600
2 51.400 51.825 0.425
3 75.500 75.750 0.250
4 76.000 76.825 0.825
5 84.300 84.600 0.300
0.9.3 CURVES IMPROVEMENT

The minimum design speed has been adopted 100 kmph & 60 Kmph
for Plain and hilly terrain respectively in accordance with Proposed
ROW of 45 m. However due to the site constraints Radious of
Horizontal Curves and design speed has not been followed as per the
IRC SP 1973. At the following location where design speed is
restricted as given below
Table 0-16: Summary of Locations of Design Speed below 100 Kmph and Radius
less Than 400 m in Plain Terrain
Curve Design
Sr. No. Start Station End Station Radius Remarks
Length Speed(Km/Hr)
1 51+587.23m 51+720.55m 133.317m 250.000m 80
2 52+135.97m 52+335.85m 199.874m 200.000m 65 Renavi
3 52+447.44m 52+645.67m 198.228m 300.000m 65
4 58+889.03m 58+905.01m 15.980m 700.000m 80
5 59+020.39m 59+034.53m 14.148m 400.000m 80
6 63+056.43m 63+174.88m 118.447m 400.000m 80
7 63+668.64m 63+878.64m 210.000m 500.000m 65 Khanapur
8 63+953.03m 63+999.55m 46.521m 500.000m 80
9 67+285.16m 67+311.77m 26.617m 125.000m 50 Sultangade
10 70+047.92m 70+056.77m 8.846m 220.000m 65 Bhivghat
11 76+702.27m 76+846.75m 144.485m 250.000m 80
(DPR)
Curve Design
Length Speed(Km/Hr)
12 80+798.61m 80+964.61m 165.994m 250.000m 80
13 81+156.83m 81+263.40m 106.571m 250.000m 80
14 81+443.88m 81+546.76m 102.877m 250.000m 80
15 81+770.42m 81+872.71m 102.286m 250.000m 80
16 83+694.06m 83+718.99m 24.931m 400.000m 80
17 84+388.64m 84+427.34m 38.695m 250.000m 80
18 84+641.42m 84+669.54m 28.123m 250.000m 80
19 93+398.89m 93+494.63m 95.741m 400.000m 80 Nagaj
Table 0-17: Summary of Locations of Design Speed below 60 Kmph and Radius
less Than 150 m in Hilly Terrain
Design
Sr. No. Start Station End Station Curve Length Radius Speed Remarks
(Km/Hr)
1 49+178.64m 49+243.66m 65.022m 80.000m 30
2 49+307.07m 49+369.08m 62.010m 60.000m 25
3 49+421.29m 49+464.61m 43.323m 30.000m 20
4 49+532.61m 49+604.22m 71.613m 80.000m 30
5 49+830.92m 49+938.67m 107.757m 200.000m 50
7 53+604.19m 53+650.59m 46.396m 100.000m 40
Renavi Ghat
8 53+699.94m 53+754.12m 54.188m 100.000m 40
9 53+830.62m 53+846.59m 15.975m 15.000m 20
10 53+892.57m 53+952.96m 60.391m 150.000m 40
11 53+999.91m 54+118.17m 118.255m 150.000m 40
12 54+173.29m 54+367.97m 194.681m 100.000m 40
13 54+491.71m 54+592.85m 101.145m 150.000m 40
15 88+548.30m 88+558.74m 10.441m 70.000m 40
16 88+591.31m 88+637.19m 45.881m 100.000m 35
17 88+755.16m 88+755.67m 0.510m 50.000m 30
18 88+798.77m 88+824.00m 25.227m 40.000m 20
19 88+851.53m 88+865.38m 13.845m 20.000m 20
20 88+902.39m 88+962.07m 59.682m 50.000m 25
21 89+048.98m 89+086.47m 37.498m 60.000m 35
22 89+159.01m 89+189.39m 30.384m 22.000m 20 Nagaj Ghat
23 89+234.54m 89+257.87m 23.331m 100.000m 40
24 89+401.23m 89+401.31m 0.079m 50.000m 25
25 89+441.26m 89+485.57m 44.312m 40.000m 20
26 89+561.15m 89+625.11m 63.954m 40.000m 20
27 89+662.42m 89+696.78m 34.360m 30.000m 20
28 89+782.43m 89+810.46m 28.030m 100.000m 35
29 89+868.51m 89+900.72m 32.206m 50.000m 35
(DPR)
Design
(Km/Hr)
30 89+961.53m 89+991.47m 29.933m 20.000m 20
31 90+054.71m 90+060.93m 6.227m 50.000m 35
32 90+159.27m 90+232.88m 73.607m 40.000m 20
33 90+261.30m 90+322.52m 61.217m 60.000m 20
34 90+349.84m 90+368.58m 18.734m 14.000m 20
35 90+421.42m 90+462.47m 41.052m 75.000m 30
36 90+557.49m 90+585.83m 28.336m 100.000m 40
0.9.4 FLYOVERS /VEHICULAR UNDERPASSES/ OVERPASSES

Table 0-18: The proposed location of the Elevated Road/ VUP/LVUP
under Package-II
SI.N Location at Design Span Proposed

o. Chainage (Km) Arrangement Type
NIL
0.9.5 SERVICE ROAD/ SLIP ROAD
No Service Road / Slip Roads are proposed.
0.9.6 CROSS DRAINAGE STRUCTURES
All the proposed Major, Minor bridges and Culverts are to be
constructed as new structures except few. All new bridges have
been proposed with a footpath on left side of the traffic direction.
The width of new 2-lane Major Bridge at river Krishan has been
proposed as per 2-lane standards with footpath on lefthand side.
The overall width of new Minor bridges with a footpath on left side
has been proposed same as the roadway width of the approaches.
The crash barrier (raised kerb in case of bridges in built up areas)
has been provided at the edge of the paved shoulders with 0.5 m
shy distance.
Overall width of all new culverts has been proposed to equal to
roadway width of the approaches. The outer most face of
railing/parapet has been in line with the outer most edge of
shoulder. A summary of the proposed Major, Minor bridges and
Culverts is given in following Tables.
Table 0-19: Details of Proposed Major Bridges
Location at Width of
Location at Span
SI. Design carriageway and
existing Arrangeme
No. Chainage cross-sectional
Chainage( Km) nt
(Km) features
(DPR)
Location at Width of
Location at Span
SI. Design carriageway and
existing Arrangeme
No. Chainage cross-sectional
Chainage( Km) nt
(Km) features
Package-II
NIL
(DPR)
Table 0-20: Details of Proposed Minor Bridges

Package-II
Bridge Location at Km. Remarks

Design Manual
S.No Chainag Total Widt Referenc
. Latitude Longitude e (km) Side Length Span (m) proposed h Proposal Type e
Fig 7.6,
Clause 7.3
17.2771517 Both New
1 74.6206939 52.270 8 2x4.0 16 of
7 side Construction
IRC:SP:73
-2015
Fig 7.6,
Clause 7.3
17.2651340 74.7039499 Both
2 62.270 8 1x8.0 16 Reconstruction of
5 2 side
IRC:SP:73
-2015
Fig 7.6,
Clause 7.3
17.2523883 74.7502634 Both
5 4 side
IRC:SP:73
-2015
Fig 7.6,
Clause 7.3
17.2184411 74.8124893 Both New
4 75.430 8 1x8.0 16 of
3 8 side Construction
IRC:SP:73
-2015
17.1498451 74.9332069
5 92.280 9.8 1X9.8 11.85 RETAINED
8 1
Widening
17.1448579 74.9413977 1X9.44 + 1X9.1 + as per Fig
6 93.330 One side 37.14 16 Widening
6 7 2X9.3 7.6,
Clause 7.3
(DPR)

Design Manual
of
IRC:SP:73
-2015
Note: Overall width of all Minor Bridges shall be equal to the roadway width of the approaches.
(DPR)
Table 0-21: Summary of Culverts Improvement

Proposed Total
Sr.
Particular New Proposed
No. Retained Widening Reconstruction
Additional Structures
Package-II
1 Pipe 1 53 7 61
Culverts
2 Slab 6 5
Culverts
3 Box Culverts 17 7 24
1 76 14 91
0.9.7 ROAD OVER BRIDGE (ROB)/ RAIL UNDER BRIDGE (RUB)

Table 0-22: Details of Proposed ROB
. Remarks
Location Design
No Span Arrangement
of ROB Chainage
.
NIL
0.9.8 PAVEMENT DESIGN

After the compersion of the life cycle cost the rigid pavement has
been proposed for main carriageway except the initial 2.8 km
project road in Karad Town, where flexible overlay has been
proposed. The rigid pavement design has been worked out based on
the guidelines of IRC 58-2015. The following input parameters have
been adopted for the designofthe rigid pavements:
 Modulus of Elasticity of Concrete : 31000 N/Sq mm
 Poisson’s Ratio: 0.15
 Coefficient of thermal Expansion of Concrete 10x10-6
 Tyre Pressure 8 kg/cm2
 Subgrade CBR 8%
 Design Life (yrs.) 30
Proposed pavement composition for different sections is given in

Table 0-24.
Table 0-23: Proposed Pavement Composition for Main Carriageway
Particular Thickness
in mm
Thickness of Pavement Quality Concrete (PQC)
of M40 grade 300
De-bondinglayer of Polythene sheet over DLC
of 125 micron
Thickness of Dry Lean Concrete (DLC) of M15
grade 150
(DPR)
Particular Thickness
in mm
GSB as Drainage Layer 100
GSB as Separation Layer 100
Sub grade with min CBR 8 500
0.9.9 DRAINAGE
An effective and efficient drainage system hasbeenproposed for
entire project highway including structures and facilities to avoid
water logging. The storm water from road and adjacent areas shall
be intercepted and carried through road side drains to the nearest
natural outfalls. Rectangular covered, open lined rectangular drains
have been proposed along the project road at some of the built-up
stretches.
0.9.10 PROTECTION WORKS
The side slopes have been provided using suitable slope protection
measures; drainage chutes using NP-4 300mm dia RCC semicircular
pipes; energy dissipation basin at toe of chutes wherever required
along the Project Highway conforming to IRC guidelines and
standard specifications have been proposed.
0.9.11 RETAINING WALL/ BREAST WALL
Retaining wall / breast wall have been proposed as per site
requirements and Cross sections.
0.9.12 PROJECT FACILITIES
The following Project facilities have been included in the Project.
 Toll Plazas
One toll plaza for each package have been proposed with
Electronic Toll Collection (ETC), Weigh in Motion (WIM), Static
Weigh Bridge (SWB) and toilet block.
 Pacakge-II Toll Plaza : Km. 65/650

 Roadside Furniture
 Traffic Signs and Pavement Markings: The project road is
proposed to be provided with all safety features such as
elaborate system of signs and road markings, cat’s eyes,
delineators, object markers, hazard markers, safety barriers at
hazardous locations, pedestrian guardrails, etc. Guidelines
given in IRC: 8, IRC: 25, IRC:26, IRC:35, IRC:67, IRC:103
and Section 800 of MoRTH Specifications have been adhered
to for providing these items.
(DPR)
 Boundary fencing has been proposed

 Boundary has been provided as per standard design
 Hectometre / Kilometre Stones shall be provided as per
standard design
 LED Traffic Beacons are also proposed to be provided:

 Street Lighting
The Street Lighting has been provided as per the Clause 12.3 of
the IRC: SP 73-2015, Two Lane Manual guidelines for the
following items:
 High mast lighting at toll plaza
 Street lighting: Toll Plaza, Truck Lay-bye, Bus Bay and Bus
shelter Locations, etc.
 Pedestrian Facilities
 Pedestrian guardrail: Pedestrian guardrails have been
proposed at each bus bay location, Truck Lay byes, near
Schools/Hospitals and at major junctions.
 Pedestrian walkway: Pedestrian walkways have been proposed
as in all urban areas.
 Pedestrian Crossings: Pedestrian crossing facilities shall be
provided at Junctions/VUP/Flyover.
 Truck Lay-Byes
One Truck lay bye for package-II has been provided for a capacity of 5
bays,
 Bus-bays and Passenger Shelters
14 bus bays with shelters has been proposed for Package-II.

 Others Provisions
These may include Traffic Aid Posts, Medical Aid Posts, Vehicle
Rescue Posts, Highway Patrol Unit, Ambulances, Cranes, Advance
Traffic Management System (ATMS), Telecom System, Operation
and Maintenance Centre, Landscaping and tree plantation,
Rainwater harvesting system and utilities’ ducts.
0.10 CONSTRUCTION MATERIAL
Due to favorable topography (rolling/undulating), earth material for

the project is available in abundance close to the project road. Soil
(DPR)
samples of identified borrow areas mostly conform to MoRTH

specifications and will be operated and rehabilitated as per IRC: 10-
1961. Stone aggregates will be sourced from existing licensed
quarries. However, contractor may use any source subject to
compliance of statutory/legal requirements. Sand is also availa ble in
plenty in nearby areas of the project road. Water requirement for
construction will be met through surface water sources as far as
possible.
Fly ash utilisation is mandated by notifications under Environment

Protection Act, 1986. Ministry of Environment & Forest, Govt. of
India have brought out Fly Ash Notifications S.O. 763(E) dated 14
Sept 1999, its amendment notification on S.O 979(E) dated 27 Aug
2003 and notification S.O 2804(E) dated 3 Nov 2009.Clause 5 of the
said Notification stipulates use of fly ash in road making. However
no Thermal plant is not exist within 100 Km radious from project
road packges.
0.11 ENVIRONMENTAL FOREST & WILDLIFE ISSUES
As per MoEF&CC notification dated 22 August 2013, " Projects to

expand national highways by up to 100 kilometers, which involve
additional right of way or land acquisition up to 40 meters on
existing alignments and 60 meters on re-alignments or by-passes,
will no longer come under the purview of the Environmental Impact
Assessment Notification, 2006". Thus the all the packages project
road does not require Environmental Clearance because the
proposed National highway packages having length lessthan 100
km..
The Project road is not located within Protected Area Network and
the 10 kmradious of Eco-Sensitive Zone (ESZ) of protected area.
Thus the approval of National wildlife Board shall be required.
No.forest land need to be diverted under the project for package-I &
Package-II respectively as per Forest Conservation Act, 1980. The
details of the forest along the project road are given in following
table
Table 0-24: Forest along the Project Highwaay Package-II
Chainage (m)
S.No. Forest Type forest Length (m)
From To
Package-II
(DPR)
1 Ghatnandre Unclassed 86430.00 86470.00 40.00
2 Nagaj Reserve Forest 88375.00 88890.00 515.00

3 Raiwadi Unclassed 88890.00 90590.00 1700.00
However, no loss of rare/threatened/endangered species of flora is

envisaged. All impacts are site-specific and can be addressed
through proven mitigation measures. Hence, the project is
warranting an initial environmental examination (IEE). The EIA &
EMP report has been prepared as per MOEF & CC Guidelines.
0.12 LAND ACQUISITION & RESETTLEMENT ACTION PLAN
The existing road has 16 25 m ROW for Package-II rspectively. The

18 m & 25 m ROW has been proposed for 2-lane & 4-lane Cross
Section along both the Packages alignment. As already mentioned
earlier, most part of the proposed alignment is running along the
existing alignment except bypasss alignment. The summary of
available land and land need to acquire are given in the following
table. Notification under section 3(A) of National Highways Act,
1956 has already been prepared & submitted.
Table 0-25: Summary of Land need for Package-II
Package-
Sr. No. Particular
II
1 Total Land Required 82.7 Ha
2 Total Land Available 67.78
3 Land Need to be acquired 14.92
0.13 TREE CUTTING & UTILITIES SHIFTING
For assessment of tree cutting and utilities shifting the formation

width 18 m and 25 m has been considered for 2-lane and 4-lane
cross section. The summary of tree cutting and utilities shifting are
given in the following table.
Table 0-26: Summary of Utility for Package-II
S.NO. UTILITY PKG-2
1 Electric Pole 113

2 Transformer 0
3 Well 0
(DPR)
4 Lights Poles 0
5 Tree 1 3363
6 Tree 2 211
7 Coconut 10
0.14 PROJECT COST ESTIMATES
0.14.1 RATE ANALAYSIS

The cost estimates for the improvement of project road is prepared
based n the EDSR issued by the Govt. of Maharashtraon 14th June
2017 and 22sd September, 2017. For the items not covered in E-
DSR, rates of Puna DSR are considered. Leads of materials are
considered in rate analysis as per guidelines given in E-DSR. Present
market rates of various materials like Bitumen, cement, steel etc.
are considered.
The leads/haulage of different construction materials have been

worked out based on material investigation for location of borrow
area, quarries of stone aggregates, sand etc.
The format for working out rate for different items of bill of
quantities have been taken from The Standard Data Book of
MORT&H.
0.14.2 QUANTITIES
As per the detailed designs, the quantities of various items have
been worked out for various components. Quantities of same type of
the items have been added to arrive at the final quantity as per
MORTH and PWD guidelines.
0.14.3 COST ESTIMATES
The civil cost estimates have been worked out as per guidelines of
MORTH and PWD as contained in circulars issued by it from time to
time. The Total Project Cost of Package-II has been worked out as
281.67 Cr.. The summary of cost for Package-II for EPC is given in
following Table.
Table 0-27: Summary of Cost Estimates for Package-II
Amount
Sl. No Bill. No. Description (Crores) % Cost
1 Bill No.1 Site Clearance And Dismantling 5.93 2.52%
2 Bill No.2 Earth Work 33.99 14.42%
3 Bill No.3 Granular Sub-Base 22.91 9.72%
4 Bill No.4 Bituminous Courses 0.00 0.00%
(DPR)
5 Bill No.5 Concrete Pavement 108.34 45.95%

6 Bill No.6 Slab, Box And Pipe Culverts And Underpass 11.11 4.71%
7 Bill No.7 Major And Minor Bridges 4.77 2.02%
8 Bill No.8 Drainage And Protection Works 22.65 9.61%
Traffic Signs, Marking And Other
9 Bill No.9 Appurtenances 8.81 3.74%
10 Bill No.10 Bus Bay And Truck Lay Bay 4.66 1.98%
High mast, Electric Pole, traffic management,
11 Bill No.11 median, utility ducts. 1.90 0.81%
12 Bill No.12 Toll Plaza 5.00 2.12%
13 Bill No.13 Major And Minor Junctions 5.69 2.41%
Grand Total 235.77 100.00%
Civil Cost (A) 235.77
Per Km cost in Cr. 5.10
A Contingencies At 2.8% 6.60
B Total Civil Construction Cost (B) 242.38
Agency Charges @ 3% Of Civil Construction
C Cost (B) 7.27
Supervision Charges @ 3% Of Civil
D Construction Cost (B) 7.27
E Maintenance Charges @ 2.5% Of Civil Cost (A) 5.89
Price Of Escalation 5% Per Year Of A, As Per
F Phasing 18.86
Total Project Cost 281.67
Utility Relocation (Electric Poles And Pipe
1 Lines) 3.39
2 Land Acquisition And Rehabilitation 12.00
3 Environmental Monitoring 3.75
Total Capital Cost Of Project 300.82
The Total Project Cost per km of both the Packages are more than
as compared to the Normative Cost of the MORTH Due to the CC
pavement, Major Bridges RCC drains and Protection works.
0.15 IMPLEMENTATION OPTIONS AND FINANCIAL ANALYSIS
The various alternative options for project implementation have

been discussed with their advantage and limitations. The project
may be undertaken on Engineering Procurement Contract (EPC)
mode.
(DPR)
0.16 ECONOMIC ANALYSIS
The Economic analysis of the proposed roads improvement package

has been carried out as per IRC: SP-30 combined with updated Road
User Cost Study RUCS-2001. The EIRR of the project is morethan
than minimum threshold level of 12 %.
0.17 CONCLUSION & RECOMMENDATION
The Detailed Report (DfR) revealed that the after the development
of project roads it shall improve transport efficiency road network of
Maharashtra. This will be realized by (i) improving the region &
highway network, (ii) facilitating safe and appropriate road usage,
(iii) increasing efficiency of transport services and (iv) enhancing
GoM capacity for road asset development and management. Project
immediate outcome will be improved accessibility to social services
and markets, increased fuel efficiency, reduced travel time,
accidents, vehicle emissions and better employment opportunities
outside agriculture, both through improved access to economic
centers and increased industrial activities in the project area. Apart
from this the developments of this road link enhance the land values
many fold along the proposed Project Road. Hence, looking at
above potentials it is recommended that this Improvement of road
may be taken.
(DPR)
MAIN REPORT
(DPR)
1. INTRODUCTION
1.1 PROJECT BACKGROUND
The road transport of India carries 70% of freight and 85% passenger of total
traffic annually. National Highways constitute only 2% of the road network but
carry 40% of total road traffic. Numbers of vehicles have been growing at an
average rate of 10.9 % per annum over the last five years, making national
highways congested.
Hence, it is necessary to enhance a good road network facility which will provide
more economical, safe and environment friendly movement of passenger and
goods vehicles to access jobs, health services, and education centers and
transport the goods. Good roads would improve socio-economic, industrial, and
agriculture activities and help in economical growth of nation.
The Ministry of Road Transport & Highways (MORTH), Government of India has
decided to upgrade the entire single lane/intermediate lane National Highways to
at least two lane standards. The work would be taken up for up gradation on
corridor concept. Therefore, corridors include strengthening (in adjoining
reaches) in addition to widening to 2 lanes with paved shoulder standards in
order to have a better facility in a long continuous stretch.
The Public Works Department (National Highway) of Maharashtra State has been
entrusted with the assignment of Feasibility Study and Preparation of DPR for
Upgradation to 2 lane with paved shoulder State Highway-78 having approximate
KhanapurJarandi in Satara and Sangli Districts in the State of Maharashtra.PWD
now invites proposal from Technical consultants for carrying out detailed project
report and render consultancy services for proper structuring and implementation
of projects on EPC/PPP mode.
PWD will be the employer and executing agency for the consultancy services and
the standards of output required from the appointed consultants are of
international level both in terms of quality and adherence to the agreed time
schedule.
MORTH has recently awarded works of consultancy services for construction of

ROBs for replacing level crossings in various states. In case a level crossing
exists in a project reach, consultant is required to co-ordinate with those
consultants and finalise the alignment & configuration of road accordingly.
However, if the same is not covered in the above assignment of DPR/feasibility
study awarded by Ministry, the consultant under this assignment shall be
(DPR)
responsible for preparing DPR for such level crossings. The project corridor does
not has any level crossing, so this not applicable.
1.2 APPOINTMENT OF CONSULTANT
After the bid evaluation M/s Thoughts Consultant Private Ltd., Jaipurr Joint
Venture with M/s Choice Consultancy Services Private Ltd. Mumbai has selected
as DPR consultant for the above project. The Letter of Acceptance (LOA) was
issued on dated 28th February 2017. The contract Agreement was signed on 15th
March 2017 between Consultant and Executive Engineer PWD NH Division
Kolhapur. The Consultants are required to commence their services on First
week of March, 2017. The Consultants have accordingly commenced their
services. As per the Contract Agreement the consultant is submitting the “Draft
Detailed Project Report".
1.3 OBJECTIVES OF CONSULTANCY SERVICES
 The main objective of the consultancy service is to establish the technical,

economical, and financial viability of the project and prepare detailed project
reports for rehabilitation and upgrading of the existing road to Two-Lane
with paved shoulder /Four-lane configuration.
 The viability of the project shall be established taking into account the
requirements with regard to rehabilitation, upgrading and improvement based
on highway design, pavement design, provision of service roads wherever
necessary, type of intersections, rehabilitation and widening of existing and/or
construction of new bridges and structures, road safety features, quantities of
various items of works and cost estimates and economic analysis.
 The Detailed Project Report would inter-alia include detailed highway design,
design of pavement and overlay with options for flexible or rigid pavements,
design of bridges and cross drainage structures and grade separated
structures, design of service roads, quantities of various items, detailed
working drawings, detailed cost estimates, economic and financial viability
analyses, environmental and social feasibility, social and environmental action
plans as appropriate and documents required for tendering the project on
commercial basis for international / local competitive bidding.
 The DPR consultant should ensure detailed project preparation incorporating

aspects of value engineering, quality audit and safety audit requirement in
design and implementation.
 The consultant should, along with Feasibility Report, clearly bring out through
financial analysis the preferred mode of implementation on which the Civil
(DPR)
Works for the stretches are to be taken up. The consultant should also give
cost estimates and tender documents along with feasibility report/ Detailed
Project Report.
1.4 SCOPE OF CONSULTANCY SERVICES
As per the Terms of Refarance (TPR) General Scope of Services shall cover but
be not limited to the following major tasks:
 Review of Data: Review of all available reports and published information

about the project road and the project influence area.
 Traffic Surveys and studies: All traffic surveys and studies will be completed
in feasibility studies. This include the following
 Classified Traffic Volume Count
 Origin-Destination and Commodity Movement Characteristics
 Axle Loading Characteristics
 Intersection Volume Count
 Speed-Delay Characteristics
 Pedestrian/animal cross traffic count
 Truck Terminal Surveys
 Traffic Demand Estimates
 Engineering Surveys and Investigations:
 Reconnaissance and Alignment
 Topographic Surveys
 Road and Pavement Investigation
 Road Inventory Surveys
 Pavement Investigation-Pavement Composition, Road and Pavement

Condition Surveys, Pavement Roughness, Pavement Structural
Strength
 Sub grade Characteristics and Strength
(DPR)
 Investigations for Bridges and Structure:
 Inventory and condition surveys for bridges, cross-drainage structures,

other Structures, river Bank training/Protection works and drainage
provisions;
 Hydraulic and Hydrological Investigations
 Geo-technical Investigations and Sub-Soil Exploration
 Identification of sources of construction materials;
 Detailed Design of Road and Pavements, Bridges, Structures: The

Consultants are to carryout detailed designs and prepare working drawings
for the following:
 High speed highway with divided carriageway configuration complete in all

respects with service roads at appropriate locations;
 Design of pavement for the additional lanes and overlay for the existing
road, paved shoulders, medians, verges;
 Bridges, viaduct/subways and other grade separated structures including

ROBs/RUBs etc.;
 At-grade and grade-separated intersections, interchanges (if required);
 ROB for railway crossings as per the requirement and the standards of the
Indian Railways; and,
 prepare alignment plans, longitudinal sections and cross-sections @ 50 m

intervals;
 Designs for road furniture and road safety/traffic control features;
 Designs and drawings for service road/under passes/overpass / cattle

passes tree planting/fencing at locations where necessary / required
 Toll plazas and office-cum-residential complex for PIU (one for each civil
contract package)
 Short bypasses at congested locations
 Drainage design showing location of turnouts, out falling structures,

separate drawings sheet for each 5 km. stretch.
(DPR)
 Bridges and structures rehabilitation plan with design and drawings
 Traffic amenities (Parking Areas, Weighing Station and Rest Areas, etc.).
 Design of pavement for approach road
 Design of river bank protection / training works Innovative type of

structures with minimum joints, aesthetically, pleasing and appropriate to
the topography of the region shall be designed wherever feasible
 Environment and Social Impact Assessment:
 Environment Impact Assessment and Environmental Management Plan
 Social Impacts
 base line socio-economic and census survey
 prepare Land Acquisition Plan
 prepare Resettlement and Rehabilitation Plan
 Estimation of Quantities and Project Costs
 Estimations of Detailed Bill of quantities
 Rate Analysis
 Cost Estimates
 Viability and Financing Options
 Economic analyses;
 Financial analyses
 Contract packaging and implementation schedule.
 Tie-in of on-going/sanctioned works of MORT&H/ NHAI/ other agencies.
 Preparation of detailed project report, cost estimate, approved for construction

drawings, rate analysis, detailed bill of quantities, bid documents for execution
of civil works.
Consultant shall obtain all types of necessary clearances required for

implementation of the project on the ground from the concerned agencies. The
client shall provide the necessary supporting letters and any official fees as per
(DPR)
the demand note issued by such concerned agencies from whom the clearances
are being sought to enable implementation.
1.5 PROJECT HIGHWAY
Project highway includes State Highway-78 (Now NH-166E) having approximate

Figure 1-1: Map of Project Highway
1.6 SUBMISSION
As per the Terms of Reference (TOR), the consultant has made the following
submission
(DPR)
Draft & Final QAP & Inception Report
Draft & Final Alignment Report
Draft & Final Detailed Feasibility Report
Draft Land Plan Schedules
Technical Schedule along RFP & CA
1.7 STRUCTURE OF DETAILED PROJECT REPORT
As per the Terms of Reference (TOR), Detailed Project Report comprises in

Eleven Volumes:
As per the Terms of Reference (TOR), Detailed Project Report comprises in 10 Volumes:
(DPR)
• Main Report
Volume-I
Volume-IA • Annexures of Main Report

• Design Report
Volume-II
• Material Report
Volume-III
• EIA & EMP Report

Volume-IV (A)
• SIA & RAP Report

Volume-IV (B)
• Technical Specifications Report

Volume-V
• Rate Analysis Report

Volume-VI
• Cost Estimate Report

Volume-VII
• Bill of Quantities Report

Volume-VIII
• Drawings
Volume-IX
• RFP & Concession Agreement

Volume-X
Volume-I (Main Report) contains the following chapters:
The main report is further divided into 15 chapters. The figures, tables and
database, which supplement some of the chapters, are given as appendices to the
main report. The description of the various chapters is as follows
Volume-I (Main Report) contains the following chapters:
(DPR)
• Introduction
1
• Approach and Methodology

2
• Design Standards & Specifications

3
• Project Description
4
• Socio Economic Profile of Project Area

5
• Engineering Surveys & Investigations

6
• Material Surveys & Geotech Investigations

7
• Traffic Surveys, Analysis and Projections

8
• Improvement Proposals
9
• Environmental Impact Assessment

10
• Preliminary Social Impact Asssement

11
12 •Civil Cost Estimates
13
• Implementation Option
14 • Economic Analysis
15
• Conclusions & Recommendations
(DPR)
2. APPROACH AND METHODOLOG
2.1 GENERAL
The Consultant’s approaches to the project are in accordance with the

“Description of Services” given in the Contract Document, understanding of the
project objectives and further discussions with the Client during the progress of
the project study
2.2 OBJECTIVE OF STUDY
Based on the objectives and scope of the consultancy services, an appropriate

methodology has been developed to address the requirements, especially with
regard to various intermediate targets and completion period, manning schedule
and interaction with client as indicated in the terms of reference (TOR). A work
plan has been prepared on the basis of the methodology developed. A competent
team of suitably qualified key professionals and other supporting staff as per the
requirements of TOR has been deputed on the Project.
The scope of services includes both independent and inter-dependent activities.

Hence TASK APPROACH has been adopted to carry out the entire work
comprehensively and accurately to the complete satisfaction of the client &
fulfillment of ToR. The whole work has been divided into different tasks and the
detailed methodology for each task adopted is given in subsequent section of this
chapter.
2.3 DESIGN APPROACH
The main objective of the consultancy service is to establish the technical,

economical, and financial viability of the project and prepare detailed project
reports for rehabilitation and upgrading of the existing road to 2/4 lane
configuration.
The assignment includes highway design, pavement design for flexible/ rigid
pavements, design of bridges and cross drainage structures and grade separated
structures, design of service roads, quantities of various items, detailed working
drawings, detailed cost estimates, economic and financial viability analysis,
environmental and social feasibility, social and environmental action plans as
appropriate and documents required for tendering the project on commercial
basis for international / local competitive bidding.
The Methodology for Services, Surveying and Data Collection has been carried
out to cover all the scope of work as detailed in the ToR. A schematic diagram is
prepared to cover the important activities of the assignment which is self-
(DPR)
explanatory and is shown in the figure below.
1. Site
Inspection &.
11. Meeting with 2. Design
Submission of PWD Officials
Feasibility & Standards &
DPR QAP
3. Traffic
11. Costing,
economic & surveys and
Financial demand
Analysis
assessment
4.
DPR
10. Design of Topographic
way side
amenities Surveys &
Utility survey
5 Road
Inventory &
9. Structure
Pavement
Design
surveys
6 Structural
Inventory &
8 Alignment & Geotechnical
7. Social &
pavement Environment Surveys
design surveys
Figure 2-1: A schematic diagram important

activities of the assignment
2.4 REVIEW CURRENT DATA
The Consultants has collected the available data and information relevant for the
Study. The data and documents of major interest are include, but not be limited
to, the following:
 Climate;
 Road inventory;
 Road condition, year of original construction, year and type of major

maintenance/rehabilitation works;
 Condition of bridges and cross-drainage structures;
(DPR)
 Sub-surface and geo-technical data for existing bridges;
 Hydrological data, drawings and details of existing bridges;
 Existing geological maps, catchment area maps, contour plans etc. for the
project area;
 Condition of existing river bank / protection works, if any.
 Details of sanctioned / on-going works on the stretch sanctioned by MoRT&H

/ other agencies for Tie-in purposes
 Survey and evaluation of locally available construction materials;
 Type and location of existing utility services (e.g. Fibre Optical Cable, O/H
and U/G Electric, Telephone line, Water mains, Sewer, Trees etc.)
 Environmental setting and social baseline of the project.
 Type of Project clearances involved for implementation of project
2.5 RECONNAISSANCE
The Consultants has mode imageries and air photographs of the project area,
geological maps, catchment area maps, contour plans, flood flow data and
seismological data. And other available relevant information collected by them
concerning the existing alignment would make efforts for minimizing land
acquisition.
 The detailed ground reconnaissance has taken up immediately after the study
of maps and other data.
 The data derived from the reconnaissance surveys has utilised for planning
and programming the detailed surveys and investigations. All field studies
including the traffic surveys has been taken up on the basis of information
derived from the reconnaissance surveys.
 The data and information obtained from the reconnaissance surveys has
been documented. The data obtained from the reconnaissance surveys have
been the core of the database which have been supplemented and
augmented using the data obtained from detailed field studies and
investigations
 The following activity have been carried out
 Topographic and physical features of the project and surrounding region
(DPR)
including environmental features.
 Alignment alternatives for bypass and grade separators.
 Traffic pattern and homogeneous links
 Locations for conducting diverse traffic surveys.
 Requirements for conducting supplementary investigations.
 Extent of land available and additional requirements for widening..
2.6 TRAFFIC SURVEYS & DEMAND ASESSMENT
The number and locations of traffic survey stations have been identified during
reconnaissance. All traffic surveys and studies have been completed and
incorporated in feasibility studies.
Table 2-1: Traffic Survey & Duration
Number of
S. No. Traffic Survey Remarks
Location
Traffic Volume Carried out for 7 days
1 3
Count (TVC) (continuous, direction-wise)
Carry out 1-day (24 hour, both
Origin-Destination
2 Minimum 2 directions) O-D and
(O-D)
Commodity Movement Surveys
Conducted from morning and
Turning Movement All Major
3 evening on a week day (8 am
Count (TMC) Intersections
to 8 pm)
Carried out at suitable
location(s) in the project road
stretch on a random sample
4 Axle Load Surveys 2 basis normally for trucks only
(both empty and loaded trucks)
for normal days - (24 hours) at
special count station
Carry out appropriate field
Speed-Delay Project Road studies such as moving car
5
Surveys Section survey to determine running
speed and journey speed
All major
Pedestrian/ animal inhabitations All major inhabitations along
6
cross traffic counts along the the highway
highway
(DPR)
2.6.1 CLASSIFIED VOLUME COUNT
The classified traffic volume count surveys have been carried out for 7 days
(continuous, direction-wise) at the selected survey stations indicated below.
Keeping in view the vehicle classification system given in IRC codes (IRC: 9, IRC
SP: 19) the following generalized classification system has been used recording
the classified volume count.
Table 2-2: Classified Volume Count
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 Non-Motorized Vehicle
Bus Mini Bus, Standard Bus
LCV Passenger Freight
Truck MCV: 2-Axle Rigid Chassis
HCV: 3-Axle Rigid Chassis
MAV Semi Articulated
Articulated
After approval from client, classified traffic volume count has been conducted at
following locations:
Table 2-3: Classified Volume Count Survey

Survey
S. No. Survey Location of CVC station
Code
1 TVC-1 At Krashana River Bridge at Karad City
2 TVC-2 At Hotel Viraj at Kadegaom
3 TVC-3 At Hotel Gurukaripa Near Bhivghat
All results have been presented in tabular and graphical form. The survey data
has been analyzed to bring out the hourly and daily variations. The traffic volume
counts per day have been averaged to show a weekly Average Daily Traffic
(ADT) by vehicle type. The Annual Average Daily Traffic (AADT) have been
worked out by applying seasonal factors.
2.6.2 ORIGIN-DESTINATION (O-D) AND COMMODITY MOVEMENTS SURVEYS
The Consultants has carried out 1-day (24 hour, both directions) O-D and
Commodity Movement Surveys at locations finalized in consultation with PWD
NH Division. These will be essentially required around congested towns to
delineate through traffic. The road side interviews have been taken on random
sample basis and cover all four-wheeled vehicles. The locations of the O-D
(DPR)
survey and Commodity Movement surveys are same as for the classified traffic
count stations.
The location of origin and destination zones has been determined in relation to
each individual station and the possibility of traffic diversion to the Project Road
from/to other road routes including bypasses.
The trip matrices has been worked out for each vehicle type information on
weight for trucks would be summed up by commodity type and the results
tabulated, giving total weight and average weight per truck for the various
commodity types.
The data derived from surveys have been analysed to bring out the lead and load
characteristics and desire line diagrams.
Table 2-4: O-D Survey
Survey
S. No. Survey Location of CVC station
Code
1 O-D-1 At Hotel Viraj at Kadegaom
2 O-D-2 At Hotel Gurukaripa Near Bhivghat
2.6.3 TURNING MOVEMENT SURVEYS: (INTER SECTION VOL. COUNT)
The turning movement surveys for estimation of peak hour traffic for the design of
major intersections have been carried out for the Study from 08.00 to 12.00
morning and 16.00 to 20.00 hours in the evening. The details regarding
composition and directional movement of traffic has been furnished. The
methodology for the surveys has been as per IRC: SP: 41.
The data derived from the survey has been used to analyze and to identify
requirements of suitable remedial measures, such as construction of
underpasses, flyovers, interchanges, and grade-separated intersections along
the project road alignment. Intersections with high traffic volume requiring special
treatments either presently or in future in a phased manner has been identified as
per TOR for design (All location where the Project Highway intersects or meets a
NH/SH.
Locations comprising major intersections have been identified during detail

reconnaissance. Data for turning movement survey is vital in identifying the
section for operation as toll road. Identified Location of Turning Movement Count
(TMC) stations are as per following Table.
Table 2-5: Location of Turning Movement Count
(DPR)
Survey
S. No. Connecting Roads Type of Junction
Code
1 TMC-1 Bhivghat bus stand 3- Leg Junction
2 TMC-2 Sendapur tiraha 3- Leg Junction
3 TMC-3 SH-136 Kadaipur junction 4- Leg Junction
4 TMC-4 SH-136 Karad nagaj 4- Leg Junction
5 TMC-5 Vita junction 4- Leg Junction
2.6.4 AXLE LOAD SURVEYS
The axle load surveys have been done using load cell equipment. The axle load
data has been collected according to the axle configuration. The number of
equivalent standard axles per vehicle has been calculated on the basis of results
obtained. The results of the survey have beeen used for calculation of VDF.
Furthermore, the data from axle load surveys have been analyzed to bring out
the Gross Vehicle Weight (GVW) and Single Axle Load (SAL) distributions by
truck type (axle configuration). The axle measurements have been done on
sample (about 10%) basis for trucks for 2 normal working days, covering both the
loaded and unloaded vehicles.
We have ascertained from local enquiries about the exceptional live loads that
have used the highway in the past in order to assess the suitability of existing
bridges to carry such loads. The location identified for Axle load survey is as per
following Table.
Table 2-6: Axle Load Survey

S. No. Survey Code Survey Location / Section
1 AXL-1 At Hotel Viraj at Kadegaom
2 AXL-2 At Hotel Gurukaripa Near Bhivghat
2.6.5 SPEED-DELAY SURVEYS
The Consultants has carried out appropriate field studies such as moving car
survey to determine running speed and journey speed. The data has been
analysed to identify sections with typical traffic flow problems and congestion.
The objective of the survey is to recommend suitable measures for segregation of
local traffic, smooth flow of through traffic and traffic safety. These measures
would include the provision of bypasses, under-passes, fly-overs, interchanges,
grade-separated intersections and service roads.
2.6.6 TRUCK TERMINAL SURVEYS
(DPR)
The data derived from the O-D and other surveys has been analyzed to assess
requirements for present and future development of truck terminals at suitable
locations en-route.
2.6.7 TRAFFIC DEMAND ESTIMATES
The consultants has mode traffic demand estimates and establish possible traffic
growth rates in respect of all categories of vehicles, taking into account the past
trends, annual population and real per capita growth rate, elasticity of transport
demand in relation to income and estimated annual production increase. The
other aspects including socio-economic development plans and the land use
patterns of the region having impact on the traffic growth, the projections of
vehicle manufacturing industry in the country, development plans for the other
modes of transport, O-D and commodity movement behavior are also be taken
into account while working out the traffic demand estimates.
The values of elasticity of transport demand have been based on the prevailing
practices in the country. The Consultants has given complete background
including references for selecting the value of transport demand elasticity.
It is envisaged that the 2/4-laning of the project road sections would be

completed and opened to traffic after 3 years. The traffic demand estimates has
been done for a further period of 30 years from completion of two/four lane. The
demand estimates has been done assuming three scenarios, namely, optimistic,
pessimistic and most likely traffic growth. The growth factors will be worked out
for five-yearly intervals.
Traffic projections would be based on sound and proven forecasting techniques.

The traffic projections would also bring out the possible impact of implementation
of any competing facility in the near future. The demand estimates has also taken
into account the freight and passenger traffic along the major corridors that may
interconnect with the project.
The methodology for traffic demand estimates described in the preceding

paragraphs is for normal traffic only. In addition to the estimates for normal traffic,
the Consultants have worked out the estimates for generated, induced and
diverted traffic. The traffic forecasts have also been made for both diverted and
generated traffic. Overall traffic forecast thus made are form the basis for the
design of each pavement type and other facilities/ ancillary works.
2.7 ENGINEERING SURVEYS & INVESTIGATIONS
The Engineering surveys and investigations include the following
 Topographic Surveys
(DPR)
 Road and Pavement Investigations

 Investigations for Bridges and Structure
 Material Investigations
2.7.1 TOPOGRAPHIC SURVEYS
The basic objective of the topographic survey would be to capture the essential
ground features along the alignment in order to consider improvements and for
working out improvements, rehabilitation and upgrading costs. The detailed
topographic surveys have been taken up after the completion of reconnaissance
surveys.
The detailed field surveys have been carried out using Total stations. The data
from the topographic surveys has been available in (x, y, z) format for use in a
sophisticated digital terrain model (DTM). The detailed field surveys was
essentially include the following activities
 Topographic Surveys along the Existing Right of Way (ROW):
 The detailed topographic surveys should be carried out along the approach
roads alignment and location of bridge approved.
 Collection of details for all features.
 The width of survey corridor has been takenas given under
 Normally the surveys has been extended a minimum of 30 m beyond

either side of the centre line of the proposed divided carriageway or land
boundary whichever is more.
 The detailed topographic surveys have been carried out along the bypass
alignment approved by PWD.
 Where existing roads cross the alignments, the survey has been carried
outa minimum of 100 m either side of the road centre line and will be of
sufficient width to allow improvements, including at grade intersection to
be designed.
 The surveyed alignment has been transferred on to the ground as under
 Reference Pillar and Bench Mark / Reference pillar of size 15 cm X 15 cm

X 45cm have been casted in RCC of grade M 15 with a nail fixed in the
centre of the top surface. The reference pillar have been embedded in
concrete upto a depth of 30cm with CC M10 (5 cm wide all around). The
(DPR)
balance 15 cm above ground has been painted yellow. The spacing are
250m apart, incase Bench Mark Pillar coincides with Reference Pillar, only
one of the two has been provided.
 Establishing Bench marks at site connected to GTS Bench marks at an

interval of 250 metres on Bench mark pillar made of RCC as mentioned
above with RL and BM No. marked on it with red paint.
 Boundary Pillars- Wherever there is a proposal of realignment of the

existing Highway and/or construction of New Bypasses; Consultant has
fixed boundary pillars along the proposed alignment on the extreme
boundary on either side of the project Highway at 50 m interval.
 Longitudinal and Cross-Sections
The topographic surveys for longitudinal and cross-sections have been

covered the following:
 Longitudinal section levels along final centre line at every 25 m interval, at

the locations of curve points, small streams and intersections and at the
locations of change in elevation.
 Cross sections at every 50 m interval in full extent of survey covering

sufficient number of spot levels on existing carriageway and adjacent
ground for profile correction course and earth work calculations. Cross
sections have been taken at closer interval at curves.
 Longitudinal section for cross roads for length adequate for design and
quantity estimation purposes.
 Longitudinal and cross sections for major and minor streams have
covered Cross section of the channel at the site of proposed crossing and
few cross sections at suitable distance both upstream and downstream,
bed level upto top of banks and ground levels to a sufficient distance
beyond the edges of channel, nature of existing surface soil in bed, banks
& approaches, longitudinal section of channel showing site of bridge etc.
These shall be as per recommendations contained in IRC Special
Publication No. 13 (Guidelines for the Design of Small Bridges and
Culverts) and provisions of IRC:5 (“Standard Specifications & Code of
Practice for Road Bridges, Section 1 – General Features of Design”).
 Details of utility Services and Other Physical Features
 The Consultants has collected details of all important physical features

along the alignment. These features affect the project proposals and
(DPR)
should hasincluded buildings and structures, monuments, burial grounds,

cremation grounds, places of worship, railway lines, stream / river / canal,
water mains, severs, gas/oil pipes, crossings, trees, plantations, utility
services such as electric, and telephone lines (O/H & U/G) and poles,
optical fibre cables (OFC) etc. The survey would cover the entire right-of-
way of the road on the adequate allowance for possible shifting of the
central lines at some of the intersections locations.
 The information collected during reconnaissance and field surveys have

been shown on a strip plan so that the proposed improvements can be
appreciated and the extent of land acquisition with L.A schedule, utility
removals of each type etc. assessed and suitable actions can be initiated.
Separate strip plan for each of the services involved has been prepared
for submission to the concerned agency.
2.7.2 ROAD AND PAVEMENT INVESTIGATIONS
The Consultants have carry out detailed field studies in respect of road and
pavement. The data collected through road inventory and pavement
investigations are sufficient.
2.7.2.1 ROAD INVENTORY SURVEYS:
Detailed road inventory surveys have been carried out to collect details of all
existing road and pavement features along the existing road sections. The
inventory data haveincluded the following.
 Terrain (flat, rolling, mountainous);
 Land-use (agricultural, commercial, forest, residential etc ) @ every kilometer;
 Carriageway width, surfacing type @ every 1000 m and every change of

feature whichever is earlier;
 Shoulder surfacing type and width @ every 1000 m and every change of
feature whichever is earlier;
 Sub-grade / local soil type (textural classification) @ every 1000 m and every
change of feature whichever is earlier;
 Horizontal curve; vertical curve
 Road intersection type and details, at every occurrence;
 Retaining structures and details, at every occurrence;
(DPR)
 Location of water bodies (lakes and reservoirs), at every occurrence;
 Height of embankment or depth of cut @ every 200 m and every change of

feature whichever is earlier.
 Land width i.e. ROW
 Culverts, bridges and other structures (type, size, span arrangement and
location)
 Roadside arboriculture
 Existing utility services on either side within ROW.
 General drainage conditions
 Design speed of existing road
The data have been compiled and presented in tabular as well as graphical form.
The inventory data have been stored in computer files using simple utility
packages, such as EXCEL.
2.7.2.2 PAVEMENT CONDITION:
The consultants have made trial pits to ascertain the pavement composition. For
each test pit, the following information has been recorded:
 Test pit reference (Identification number, location):
 Pavement composition (material type and thickness); and
 Subgrade type (textural classification) and condition (dry, wet)
2.7.2.3 ROAD AND PAVEMENT CONDITION SURVEYS
The objective of the road and pavement condition surveys is to identify defects
and sections with similar characteristics. All defects are systematically
referenced, recorded and quantified for the purpose of determining the mode of
rehabilitation.
The pavement condition surveys are carried out using visual means.
Supplemented by actual measurements and in accordance with the widely
accepted methodologyadapted to meet the study requirements. The
measurement of rut depth would be made using standard straight edges.
The shoulder and embankment conditions have been evaluated by visual means
and the existence of distress modes (cuts, erosion marks, failure, drops) and
(DPR)
extent (none, moderate, frequent and very frequent) of such distress

manifestations have been recorded.
a) Pavement Roughness
The roughness surveys have not been carried out due the Proposed Rigid
Pavement of Cement Concrete.
b) Pavement Structural Strength
The Consultants has not carried out structural strength surveys for existing
pavements using Benkelman Beam Deflection technique in accordance with the
CGRA procedure given in IRC: 81-1997 (“Guidelines for Strengthening of Flexible
Road Pavements Using Benkelman Beam Deflection Technique”), due to the
proposed new Rigid Pavement of CC.
c) Subgrade Characteristics and Strength
The data on soil classification and mechanical characteristics for soils along the
existing alignments have been collected:
 For the widening (2/4 Laning) of existing road within the ROW, the
Consultants have tested at least three sub-grade soil samples for each
homogenous road segment or three samples for each soil type encountered,
whichever is more.
 For the roads along new alignments, the test pits for sub grade soil have been
@ 5 km or for each soil type, whichever is more. A minimum of three samples
have been tested corresponding to each homogenous segment. The testing
for subgrade soil have included:
i. In-situ density and moisture content at each test pit
ii. Field CBR using DCP at each test pit
iii. Characterisation (grain size and Atterberg limits) at each test pit and,
iv. Laboratory moisture-density characteristics (modified AASHTO

compaction);
v. Laboratory CBR (unsoaked and 4-day soak compacted at three energy

levels) and swell.
For problematic soils, the testing have done more rigorous. The characteristics
with regard to permeability and consolidation have also been determined for
these soils.
(DPR)
2.7.3 INVESTIGATION FOR BRIDGES AND STRUCTURES\
2.7.3.1 INVENTORY OF BRIDGES, CULVERTS AND STRUCTURES
The Consultants have carried out inventory of all the structures (bridges,
viaducts, ROBs/RUB and other grade separated structures, culverts, etc.) along
the road under the project. The inventories for the bridges, viaducts and ROBs
have included the parameters required as per the guidelines of IRC-SP: 35. The
inventory of culverts have been presented in a tabular form covering relevant
physical and hydraulic parameters.
2.7.3.2 HYDRAULIC AND HYDROLOGICAL INVESTIGATIONS
The hydrological and hydraulic studies have been carried out in accordance with
IRC SP: 13 (“Guidelines for the Design of Small Bridges and Culverts”) and IRC:
5 (“Standard Specifications & Code of Practice for Road Bridges, Section I
General Feature of Design”). These investigations have been carried out for all
existing drainage structures along the road sections under the study.
The consultant has also collect information on observed maximum depth of

scour. In respect of major bridges, history of hydraulic functioning of existing
bridge, if any, under flood situation, general direction of river course through
structure, afflux, extent and magnitude of flood, effect of backwater, if any,
aggradation/degradation of bed, evidence of scour etc. have been used to
augment the available hydrological data. The presence of flood control/irrigation
structures, if affecting the hydraulic characteristics like causing obliquity,
concentration of flow, scour, silting of bed, change in flow levels, bed levels etc.
have been studied and considered in design of bridges. The details of any future
planned work that may affect the river hydraulics have been studied and
considered.
The Consultants has made a desk study of available data on topography

(topographic maps, stereoscopic aerial photography), storm duration, rainfall
statistics, top soil characteristics, vegetation cover etc. so as to assess the
catchment areas and hydraulic parameters for all existing and proposed drainage
provisions. The findings of the desk studyhave been further supplemented and
augmented by a reconnaissance along the area. All important hydrological
features have beennoted during this field reconnaissance.
The Consultants have collect information on high flood level (HFL), low water
levels (LWL), high tide level (HTL), low tide level (LTL) where applicable,
discharge velocity etc. from available past records, local inquiries and visible
signs, if any, on the structural components and embankments. Local inquiries
have been made with regard to the road sections getting overtopped during
(DPR)
heavy rains.
2.7.3.3 CONDITION SURVEYS FOR BRIDGES, CULVERTS AND

STRUCTURES
The team has thoroughly inspect the existing structures and has prepare a report
about their condition including all the parameters given in the Inspection pro-
forma of IRC-SP; 35. The condition and structural assessment survey of the
bridges / culverts / structures has been carried out by senior experts of the
Consultants.
2.7.3.4 GEO-TECHNICAL INVESTIGATIONS AND SUB-SOIL EXPLORATION
We have carried out geo-technical investigations and sub-surface explorations for

the proposed Bridges along high embankments and any other location as
necessary for proper design of the works and conduct all relevant laboratory and
field tests on soil and rock samples.
Geotechnical Investigations and Sub soil Exploration have been carried out to
determine the nature and properties of existing strata in bed, banks and
approaches with trial pits and bore hole sections showing the levels, nature and
properties of various strata to a sufficient depth below the level suitable for
foundations, safe intensity of pressure on the foundation strata, proneness of site
to artesian conditions, seismic disturbance and other engineering properties of
soil etc. Geotechnical investigation and Sub-soil Exploration have been done as
per IRC 78-.
For the approach road pavement, bore holes at each major change in pavement
condition or in deflection readings or at 2 km intervals whichever is less have
been carried out to a depth of at least 2 m below embankment base or to rock
level and are to be fully logged. Appropriate tests to be carried out on samples
collected from these bore holes to determine the suitability of various materials
for use in widening of embankments or in parts of new pavement structure.
2.7.4 MATERIAL INVESTIGATION
Sources of all materials (including use of fly-ash/ slag), quarry sites and borrow
areas have been identified and field and laboratory testing of the materials to
determine their suitability for various components of the work and establish
quality and quantity of various construction materials have beenundertaken and
their use on the basis of techno-economic principles have been recommended. A
mass haul diagram for haulage purposes giving quarry charts indicating the
location of selected borrow areas, quarries and the respective estimated
quantities have been prepared.
(DPR)
2.8 DETAILED DESIGN of VARIOUS PROJECT COMPONENTS
The detailed design include the following components of project highway
 General
 Design Standards
 Geometric Design of Highway
 Pavement Designs
 Design of Embankments, hill cutting and retaining walls
 Design of Bridges and Structures
 Design of Drainage System
 Traffic Safety Features, Road Furniture, Road Markings and Road

Signs
 Arboriculture and Landscaping
 Toll Plazas
 Weighing Station, Parking Areas and Rest Areas
 Miscellaneous Works
2.8.1 GENERAL
Detailed designs have been carried out and working drawings will be prepared for
the following:
 speed highway complete in all respects with service roads at appropriate

locations;
 Design of pavement for the additional lanes and overlay for the existing road,
paved shoulders, medians, verges;
 Bridges, viaduct/subways and other grade separated structures including

ROBs/RUBs etc.;
 At-grade and grade-separated intersections, interchanges (if required);
 Prepare alignment plans, longitudinal sections and cross-sections @ 50m

intervals;
(DPR)
 Designs for road furniture and road safety/ traffic control features;
 Designs and drawings for service road/ under passes/ overpass / cattle
passes tree planting/fencing at locations where necessary / required
 Toll plazas
 Short bypasses at congested locations
 Drainage design showing location of turnouts, out falling structures, separate

drawings sheet for each 5 km. stretch.
 Bridges and structures rehabilitation plan with design and drawings
 Traffic amenities (Parking Areas, Weighing Station and Rest Areas, etc.).
 Design of pavement for approach road
 Design of river bank protection / training works
Innovative type of structures with minimum joints, aesthetically, pleasing and

appropriate to the topography of the region shall be designed wherever
2.8.2 Design Standards
The design standards and material specifications for the road will be primarily
based on IRC publications, MORTH specifications and circulars, and relevant
recommendations of the international standards approved by MORTH.
The design standards developed for the project will cover all aspects of detailed
design including the design of geometric elements, pavement design, bridges
and structures, traffic safety and materials.
2.8.3 Geometric Design of Highway
Based on the data collected from reconnaissance and topographic surveys, the
sections with geometric deficiencies, if any, would be identified and suitable
measures for improvement have been suggested for implementation.
The detailed design for geometric elements havebeen covered, but not be limited
to the following major aspects:
 horizontal alignment;
 longitudinal profile;
 Cross-sectional elements, including refuge lane (50m) at every 2kms.
(DPR)
 junctions, intersections and interchanges;
 bypasses; and,
 Service roads as and when require i.e. built up area.
The alignment design has been verified for available sight distances as per the
standard norms. The provision of appropriate markings and signs has to be made
wherever the existing site conditions do not permit the adherence to the sight
distance requirements as per the standard norms.
We have made detailed analysis of traffic flow and level of service for the existing
road and workout the traffic flow capacity for the improved project road. The
analysis have clearly establish the widening (2/4-laning) requirements with
respect to the different horizon periods taking into account special problems such
as road segments with isolated steep gradients.
In the case of closely spaced cross roads then we have examined different
options such as, providing grade separated structure for some of them with a
view to reduce number of at-grade crossings, services roads connecting the
cross-roads and closing access from some of the intersections and prepare and
furnish appropriate proposals for this purpose keeping in view the cost of
improvement, impact on traffic movement and accessibility to cross roads. The
detailed drawings and cost estimate should include the provisions for
realignments of the existing cross roads to allow such arrangements. We have
also designed and prepared other details in respect of the parallel service roads
in urbanized locations and other locations to cater to the local traffic, their effect
of the viability of the project on commercial basis if service roads are constructed
as part of the project and the implications of not providing the service roads.
The team has prepared complete road and pavement design including drainage
for new bypass option identified around congested town enroute.
2.8.4 Pavement Design
 The design of rigid pavement has been based on IRC 58:2015.
 The design methodology has accompany the design proposals and hasclearly
brought out the basic assumptions, values of the various design inputs,
rationale behind the selection of the design inputs and the criteria for checking
and control during the implementation of works. In other words, the design of
pavement structure have taken due account of the type, characteristics of
materials used in the respective courses, variability of their properties and
also the reliability of traffic predictions.
(DPR)
2.8.5 Design of Embankments, hill cutting and retaining walls
 The embankments design has provided for maximum utilization of locally

available materials consistent with economy.
 We have carried out detailed analysis and design for all embankments of
height greater that 6 m based on relevant IRC publications.
 The designs of embankments have included the requirements for

protection works and traffic safety features.
 The design of road width in hill cutting and in filling protected by retaining
walls has been balanced, negotiating with geometrics and techno
economic aspect.
2.8.6 Design of Bridges and Structures
GENERAL
This section deals with the standards to be adopted vis-à-vis for ROBs, flyovers,
bridges, elevated road, underpasses and culverts. It also provides for the type of
materials and their specifications that would be adopted for the above structures,
the loads and forces to be considered.
The design standards for bridges has been worked out on the basis of
recommendations regarding loading and material strength characteristic
contained in the current bridge design practices and are contained in the relevant
IRC standards. The aspects regarding geometry and structural design of various
components and settlement effects formed main considerations for design and
GAD proposals of the bridges.
The preliminary design of bridges is based on various parameters and data such
as design discharge of stream, HFL, scour level, characteristic of stream/river,
sub-soil type, selection of site, etc. The selection of proper bridge site,
computation of design discharge, bearing capacity and characteristic of soil are
required to conceptualize a new bridge. The carriageway width, footpaths, crash
barrier are provided as per MOSRT&H guidelines. Based on all these data, type
of bridge, length of bridge, height of bridge, type of foundation whether shallow or
deep is decided. Two or three alternatives of bridge superstructure and sub-
structure are conceived and the cost of each alternative worked out, the most
economical alternative was selected. The various data required for bridge design,
method of computation of these data and parameters of bridge design are given
below.
HYDRAULIC AND HYDROLOGICAL INVESTIGATIONS
(DPR)
The objective of this investigation is to plan the structures so that the bridge / CD
structure should pass safely the design discharge without disturbing the regime of
river. The CD structure should not obstruct the flow of river and the length of
bridge should be equal to regime width of the river as given by the formula for
regime condition in IRC:5. It is necessary to access correctly the discharge of
river, HFL, scour depth, flood frequency, intensity of rainfall and average velocity
of flow.
DISCHARGE COMPUTATIONS
The design discharge for which the waterway of bridge is to be designed shall be
the maximum flood discharge on record for a period of 100 years for major
bridges and 50 years for minor bridges. In case where the discharges are not
available it shall be calculated by various rational formulas and methods given in
literature.
The bridge must be able to pass the design flood reasonably. Design for
extremely high flood is however, not feasible for road structures. The consultant
advises for minor Bridges and culverts 50 years return period and for major
bridges flood 100 years return period is used.
The flood estimation methods for bridges are given below:
- Maximum rainfall.
- Basin characteristics such as catchments area.
- Nallah/Stream cross sections for area of flow at bridge site, at up stream

and down stream section.
- Longitudinal sections of the Nallah/Stream through the bridge.
- Peak flood sequences.
- Two monthly maximum rainfalls.
The following methods for design discharge are used for bridges.
- Empirical methods based on area and two months’ maximum rainfall.
- Flood frequency method.
- Flood frequency index method.
- Slope area method.
(DPR)
CROSS-SECTIONAL ELEMENTS WIDTH OF BRIDGE
Same as Structural width for existing bridges/flyovers/road over rail bridge (ROB).
All new Bridge shall have footpaths on either side. Total width of the new bridge
shall 16.0 m.
TYPE OF SUPER STRUCTURE
Considering small spans ranging from 9.0m to 25 .0m (centre to centre of

expansion gap) RCC/PSC beam and Slab type superstructure have been
adopted here for overall economy, and easy and rapid construction. The following
types of superstructures have been considered though in some cases RC Solid
Slab type superstructure may be provided at end spans to adjust total bridge
length and linear waterway.
Type of Superstructure Span Length(c/c exp. Gap)
i) RC Solid Slab Up to 10.0m
ii) RCC/PSC T—Beam & Slab 10.0 to 26.0 m
The depth of superstructures shall be decided based on structural considerations.

Keeping in view the minimum vertical clearances above HFL, the road formation
levels have been achieved.
DRAINAGE SYSTEM
 The requirement of roadside drainage system and the integration of the same
with proposed cross-drainage system have been worked out for the entire
length of the project road section. For hill road, only hill side drainage system
connected with cross drainage have beenworked out.
 In addition to the roadside drainage system, the Consultants has suggest the
special drainage provisions for sections with high embankments. For hair pin
band locations and for road segments passing through cuts. The drainage
provisions have also be worked out for road segments passing through urban
areas.
 The designed drainage system should show locations of turnouts/outfall

points with details of outfall structures fitting into natural contours. A separate
drawing sheet covering every 5 km stretch of road will be prepared.
2.8.7 Traffic Safety Features, Road Furniture, Road Markings and Road Sign
We have designed suitable traffic safety features and road furniture including
(DPR)
traffic signals, signs, markings, overhead sign boards, crash barriers parapets,
delineators etc. The locations of these features have been given in the feasibility
reports and also shown in the drawings.
2.8.8 Arboriculture and Landscaping
We have worked out appropriate plan for planting of trees (specifying type of
plantation), horticulture, floriculture on the surplus land of the right-of-way with a
view to beautify the highway and making the environment along the highway
pleasing. The existing trees / plants have been retained to the extent possible.
2.8.9 Toll Plaza complex & HTMS
We have identified the possible toll plaza location(s) based on the data and
information derived from the traffic studies and a study of the existing physical
features including the availability of land. The location of the plaza has been
selected to keep in view that the project road is to be developed as a partially
access controlled highway facility and it is required to collect toll on rational basis
from as much of the vehicular traffic as possible consistent with economy of
collection and operations.
2.8.10 Weighing Station, Parking Areas and Rest Areas
The consultant has selected suitable sites for weighing stations, parking areas
and rest areas and prepared suitable separate designs in this regard. The
common facilities like petrol pump, first-aid medical facilities, police office,
restaurant, vehicle parking etc. should be included in the general layout for
planning. For petrol pump, the guidelines issued by OISD of Ministry of
Petroleum shall be followed. The facilities should be planned to be at
approximately 50 km interval. At least each facility (1 no.) is foreseen to be
provided for this project stretch. Weighing stations can be located near toll plazas
so that overloaded vehicles can be easily identified and suitably penalized and
unloaded before being allowed to proceed further. The type of weighing system
suitable for the project shall be brought out in the report giving merits of each
type of the state-of-the art and basis of recommendations for the chosen system.
2.8.11 Miscellaneous works
The Consultants have made suitable designs and layout for miscellaneous works
including rest areas, bus bays, vehicle parking areas, telecommunication facilities
etc. wherever appropriate. The Consultants has prepared detailed plan for the
traffic management and safety during the construction period.
(DPR)
2.9 ENVIRONMENT AND SOCIAL IMPACT ASSESSMENT
We have undertake the detailed environmental and social impact assessment in

accordance with the standard set by the Government of India for projects
proposed to be funded by MORT&H.
2.9.1 ENVIRONMENTAL IMPACT ASSESSMENT
Environment impact assessment or initial environment examination be carried out

in accordance with Government of India guidelines as applicable:
 The consultant has carried out the preliminary environmental screening to

assess the direct and induced impacts due to the project.
 The consultant has ensured to document baseline conditions relevant to the
project with the objective to establish the benchmarks.
 The consultant has assessed the potential significant impacts and identifies
the mitigation measures to address these impacts adequately.
 The consultant has done the analysis of alternatives incorporating
environmental concerns. This has included with and without scenario and
modification incorporated in the proposed project due to environment
considerations.
 The consultant has given special attention to the environmental enhancement
measures in the project for the following:
 Cultural property enhancement along the highways
 Bus bays and bus shelters including a review of their location,
 Highway side landscape and enhancement of the road junctions,
 Enhancement of highway side water bodies, and
 Redevelopment of the borrow areas located on public land.
 The consultant has prepared the bill-of-quantities (BOQ) and technical
specifications for all items of work in such a way that these may be readily
integrated to the construction contracts.
 The consultant hasestablished a suitable monitoring network with regard to
air, water and noise pollution. The consultant has also provided additional
inputs in the areas of performance indicators and monitoring mechanisms for
environmental components during construction and operational phase of the
project.
 The consultant has provided the cost of mitigation measures and ensures that
environmental related staffing, training and institutional requirements are
budgeted in project cost.
(DPR)
2.9.2 SOCIAL ASSESSMENT
The consultant would conduct base line socio-economic and census survey to
assess the impacts on the people, properties and loss of livelihood. The
socioeconomic survey will establish the benchmark for monitoring of R&R
activities. A social assessment is conducted for the entire project to identify
mechanisms to improve project designs to meet the needs of different
stakeholders. A summary of stakeholder's discussions, issue raised and how the
project design was developed to meet stakeholders need would be prepared.
The consultant has prepared Land Acquisition Plan and assists PWD NH Division
and MORT&H in acquisition of land under various Acts.
 The consultant would prepare Resettlement and Rehabilitation Plan –assess

feasibility and effectiveness of income restoration strategies and suitability
and availability to relocation sites. The resettlement plan which accounts for
land acquisition and resettlement impacts would be based on a 25% socio-
economic survey and 100 % census survey of project affected people which
provides the complete assessment of the number of affected households and
persons, including common property resources. All untitled occupants are
recorded at the initial stages and identify cards will be issued to ensure there
is no further influx of people in to the project area. All consultations with
affected persons (to include list of participants) should be fully documented
and records made available to PWD NH Division Assessment on the impact
of the project on the poor and vulnerable groups along the project road
corridor.
 Based on the identified impacts, developing entitlement matrix for the project
affected people.
 Assessment on social issues such as indigenous people, gender, HIV/AIDS,

laborers including child labor.
 Implementation budgets, sources and timing of funding and schedule of tasks.
 Responsibility of tasks, institutional arrangements and personnel for delivering

entitlement and plans to build institutional capacity.
 Internal and external Monitoring plans, key monitoring indicators and

grievance redress mechanism.
 Incorporating any other suggestions of the ADB/ World Bank/MORT&H till the
acceptance of the reports
(DPR)
2.10 ESTIMATION OF QUANTITIES AND PROJECT COSTS
The Consultants has prepared detailed estimates for quantities (considering

designs and mass haul diagram) and project cost for the entire project (civil
packages wise), including the cost of environmental and social safeguards
proposed based on MoRT&H’s Standard Data Book and market rate for the
inputs. The estimation of quantities has been based on detailed design of various
components of the projects. The estimation of quantities and costs have been
worked out separately for civil work Package as defined by PWD NH.
The Consultants has made detailed analysis for computing the unit rates for the
different items of works. The unit rate analysis has duly taken into account the
various inputs and their basic rates, suggested location of plants and respective
lead distances for mechanized construction. The unit rate for each item of works
has beenworked out in terms of manpower, machinery and materials. The project
cost estimates so prepared for projects are to be checked against rates for similar
on-going works in India under.
2.11 VIABILITY AND FINANCING OPTIONS
2.11.1 ECONOMIC ANALYSIS
The Consultants has carried out economic analysis for the project. The benefit
and cost streams have been worked out for the project using IRC: SP-30, 2009 or
other internationally recognized life-cycle costing model.
The economic analysis has covered but be not limited to be following aspects:
i. Assess the capacity of existing roads and the effects of capacity

constraints on vehicle operating costs (VOC);
ii. Calculate VOCs for the existing road situation and those for the project;
iii. Quantify all economic benefits, including those from reduced congestion,
travel distance, road maintenance cost savings and reduced incidence of
road accidents; and,
iv. Estimate the economic internal rate of return (EIRR) for the project over a
30-year period. In calculating the EIRRs, identify the tradable and non-
tradable components of projects costs and the border price value of the
tradable components.
v. Saving in time value.
Economic Internal Rate of Return (EIRR) and Net Present Value (NPV), “with”
(DPR)
and “without time and accident savings” have been worked out based on these
cost-benefit streams. Furthermore, sensitivity of EIRR and NPV worked out for
the different scenarios.
2.11.2 FINANCIAL ANALYSIS
It is envisaged that the project stretch should be implemented on EPC/BOT

basis; therefore, the Consultant has studied the financial viability of the project
under a commercial format and under different user fee scenarios and funding
options. The Consultants shall submit and finalise in consultation with the PWD
NH DIVISION officers the format for the analysis and the primary parameters and
scenarios that should be taken into account while carrying out the commercial
analysis.
The Financial analysis for the project have been covered financial internal rate of
return, projected income statements, balance sheets and fund flow statements
and should bring out all relevant assumptions. The sensitivity analysis should be
carried out for a number of probabilistic scenarios.
The financial analysis should cover identification, assessment, and mitigating

measures for all risks associated with the project. The analysis has coveedr, but
be not limited to, risks related to construction delays, construction costs over run,
traffic volume, revenue shortfalls, operating costs, exchange rate variations,
convertibility of foreign exchange, interest rate volatility, non-compliance or
default by contractors, political risks and force majeure. The consultant has
suggested positive ways of enhancing the project Viability and furnishes different
financial models for implementing on BOT format.
(DPR)
3. DESIGN STANDARDS & SPECIFICATIONS
3.1 GUIDEING STANDARDS
The Manual of Standards and Specifications for 2 laning of State Highways of

May 2015 published by Indian Roads Congress IRC SP 73 has been taken as
the base document for design standards for the Project Road. Other important
design standards and specifications which have been taken for the Project Road
are given below.
1. ‘Manual for Survey, Investigation, and Preparation of Road Projects’- IRC SP

19
2. ‘Hill Road manual’- IRC SP 48.
3. ‘Recommendations about the alignment survey and Geometric Design of hill

roads’- IRC 52.
4. ‘Geometric Design Standard for Non- Urban Highways’- IRC 73
5. MORTH Standard Specifications for Road and Bridges.
6. ‘Guidelines for the Design of small bridges and culverts’- IRC SP 13.
7. ‘Standard Specifications and code of practice for Road Bridges, Section 1-

General features of Design’- IRC 5.
8. MORTH Circular no. RW/NH/33044/2/88-S&R (B) dated 24 March 2009

(Regarding width of bridges on 2-Lane National Highways on Plain and
Rolling Terrain)
9. MORTH Circular no. RW/NH/33044/2/88-S&R (B) dated 21 October 2009

(Regarding width of bridges on 2-Lane National Highways on Plain and
Rolling Terrain)
10. Deviations and Circulars issued by PWD. Copies of these enclosed at

Annexure 3-1
3.2 DESIGN SERVICE VOLUME
The design service volume for 2-lane Highway with 1.5 m wide paved shoulders
in PCU per day is given in Table 3.1.
(DPR)
Table 3-1: Design Service Volume of Two-lane with

paved shoulder Highway in PCU per day
Nature of Terrain Desgin Service Volume

Plain 18,000
Rolling 13,000
Mountainous and Steep 9,000
Since the project runs mostly in Plain terrain, the design service volume as
applicable would be used.
However as per IRC: 64 – 1990 design service volume in Plain Terrain
 2 lane (7.0 m ) with earthen shoulder - 15000 PCU per Day

 Intermediate (5.5 m ) with earthen shoulder - 6000 PCU per Day
 Single Lane (3.75 m ) with earthen shoulder - 2000 PCU per Day
3.3 GEOMETRIC DESIGN AND GENERAL FEATURES
3.3.1 GENERAL
(i) The project highway has been developed to 2- lane with 1.5 m pave
shoulder and 2.0 m hard shoulders each side configuration in general,
paved shoulders has been provided 2.5 m wide in built up area in plain
terrain.
(ii) The geometric design of the Project Road has been conformed to the
standards set out hereinafter as a minimum. However, liberal geometric
standards have been followed to the extent feasible within the given Right
of Way.In case of the new bypass and realignment 30m land width have
been considered.
(iii) As far as possible uniformity of design standard have been maintained

taking into consideration the type of terrain, the road passing through. In
case of any change, it have been affected in a gradual manner.
(iv) Where widening of project road and its improvement to the prescribed
standard requires acquisition of additional land, the design and
improvement have been planned in such a way that land acquisition is
minimum.
(v) Existing horizontal curves, which are found deficient in radius, layout,
transition lengths or super elevation, have been corrected to the specified
standards.
(vi) Any deficiencies in the vertical profile in respect of grades, layout of
(DPR)
vertical curves, sight distance, have been corrected to meet the minimum
specified requirements..
3.3.2 DESIGN SPEED
The design speeds given in Table 3.2have been adopted for various terrain
classifications (Terrain is classified by the general slope of the ground across the
highway alignment).
Table 3-2: Design Speed
Cross slope of the Design speed km/hr

Name of Terrain
ground Ruling Minimum
Plain and Rolling Upto 25 per cent 100 80
Mountainous and Steep Morethan 25 per cent 50 40
In general, the ruling design speed has been adopted for the various geometric
design features of the road. Minimum design speed has been adopted where site
conditions are restrictive and adequate land width is not available.
3.3.3 RIGHT OF WAY (ROW)
The desirable Right of Way for Non-urban & Urban areas has been prescribed in
IRC: 73 & IRC: 86 respectively. The centerline of project road has been designed
eccentrically considering future four/six laning.
3.3.4 LANE WIDTH OF CARRIAGEWAY
The standard lane width of the Project Road has been 3.5 m.
3.3.5 SHOULDERS
The shoulder width has been as per Table 3.3 subject to availability of land.
Table 3-3: Width of Shoulder
Plain Section:
Type of Section Width of Shoulders (m)
Paved Earthen Total
Open Country with Isolated Built-up Area 1.5 2.0 3.5
Built Up section (2-Lane) 2.5 2.5
Built Up Section (4-lane)
Approaches to grade separate Structure 2.0 2.0
Approaches to Bridge 1.5 2.0 3.5
Hilly Section:
Width of Shoulders (m)
Type of Section
Paved Earthen Total
Open Country with Hill Side 1.5m - 1.5m
(DPR)
Width of Shoulders (m)

Type of Section
Paved Earthen Total
Isolated Built-up Area Valley Side 1.5m 1.0m 2.5m
Built Up area and Hill Side 0.25+1.5m
- 1.75m
approaches to grade (Raised
separated Structure Valley Side 0.25+1.5m(
- 1.75m
/bridge Raised)
*exclusive of parapets and side drains
3.3.6 ROADWAY WIDTH
The widths of roadway including shoulders, unless specified otherwise, are as

follows:
Plain/Rolling Terrain - 14.0 m
On horizontal curves with radius up to 300 m, width of pavement and roadway

has been increased as per Table 3.4.
Table 3-4: Extra Width of Pavement and Roadway
Radius of Curve Extra Width

75-100 m 0.9 m
101-300 m 0.6 m
3.3.7 SIGHT DISTANCE
(i) The Project Road has been designed for intermediate sight distance.
Wherever feasible, overtaking sight distance in as much length of the road
as possible has been attempted. In stretches where intermediate sight
distance is not available, the safe stopping sight distance has been
provided. Traffic signs depicting “Overtaking Prohibited” boards shall be
recommended for all such locations.
(ii) The safe stopping sight distance have been measured taking height of
driver’s eye as 1.2 m and of object as 0.15 m but for intermediate sight
distance the height of object have been taken as 1.2 m
(iii) The recommended sight distance for various speeds is given in Table 3.5.
Table 3-5: Sight Distances for Various Speeds
Speed Stopping sight Intermediate sight Overtaking sight

km/h distance (m) distance (m) distance (m)
100 180 360 640
80 120 240 470
60 90 180 340
(DPR)
Speed Stopping sight Intermediate sight Overtaking sight

km/h distance (m) distance (m) distance (m)
40 45 90 165
(iv) Where horizontal and summit curves overlap, the design have been
provided for the required sight distance, both in the vertical direction,
along the pavement and in the horizontal direction on the inner side of
curve.
(v) The set back distance at horizontal curves from the centre line of the
carriage way within which the attending obstructions have been cleared to
ensure the needed visibility shall be determined as per provisions of IRC:
52-2001.
3.3.8 CAMBER OR CROSS FALL
(i) The camber or cross fall on straight sections of road carriageway and
shoulders are as per Table 3.6.
Table 3-6: Camber/Cross fall in percentage for different Surface Types
Annual High
Category of Annual Low Rainfall
Rainfall (More than
Surface (Less than 1500 mm)
1500 mm)
Bituminous 2.5% 2.5%
Cement Concrete 2.0% 2.0%
Metal/Gravel 2.5% 3.0%
(ii) The camber for earthen shoulders on straight portion have been at least
0.5 per cent steeper than the slope of the pavement and paved shoulder
subject to a minimum of 3.0 per cent. On super elevated sections, the
shoulders have the same cross fall as the carriageway.
3.3.9 HORIZONTAL CURVES
All horizontal curves have consisted of circular portion flanked by spiral

transitions at both ends except where the gap between reverse curves is
insufficient. Minimum radius of curve has been adopted only when it is absolutely
necessary.
RADII OF HORIZONTAL CURVES
The desirable minimum and absolute minimum radii of horizontal curves for
various classes of terrain are given in Table 3.7.
(DPR)
Table 3-7: Minimum Radii of Horizontal Curves
Desirable
Nature of Terrain Absolute Minimum
Minimum
Plain and Rolling 400 m 250 m
Mountainous and Steep 150 m 75 m
SUPER ELEVATION
(i) Super elevation have been provided on curves as per details given in
IRC:73 and IRC:52 corresponding to the design speed adopted.
(ii) Super elevation has been limited to 7 %.
(iii) Super elevation has not been less than the minimum specified cross
fall/camber.
3.3.10 VERTICAL ALIGNMENT
The ruling and limiting gradients are given in Table 3.8.
Table 3-8: Recommended Gradients
Nature of Terrain Ruling Gradient Limiting Gradient

Plain and rolling 2.5% 3.3%
Mountainous 5.0% 6.0%
Steep 6.0 % 7.0 %
(i) Gradients up to the value corresponding to ruling gradient have been

adopted, as far as possible. Limiting gradients have been adopted only in
very short lengths; where the topography compels to use.
(ii) Long sweeping vertical curves have been provided at all grade changes.
These have been designed as square parabolas.
(iii) For design of vertical curves and its coordination with horizontal curves,
reference has been made to IRC: SP: 23.
3.3.11 GRADE COMPENSATION AND LENGTH OF VERTICAL CURVE
The grade compensation percentages have been calculated using following

formula and have been adopted.
Grade compensation percent = 30+R/R subject to max 75/R. The minimum

lengths of vertical curve are as given in Table 3.9.
(DPR)
Table 3-9: Minimum Length of Vertical Curve (M)
Grade change not Minimum length of

Design Speed
requiring a vertical curve vertical curve
Up to 35 1.5 15
40 1.2 20
50 1.0 20
3.3.12 LATERAL AND VERTICAL CLEARANCE AT OVERPASSES / UNDERPASS
Wherever any structure crosses over the Project Road, the minimum clearances
at overpasses have been as follows:
(i) Lateral Clearance
Full roadway width has been carried through the overpass structure.
Provision has been made for future widening of the Project Road. The
abutments and piers have been provided with suitable protection against
collision of vehicles. Guardrails have been provided on abutment side and
on sides of piers for this purpose. The ends of guardrails have been
turned away from the line of approaching traffic. Horizontal clearance have
been 12m.
(ii) Vertical Clearance
A minimum 5.5 m vertical clearance has been provided from all points of
the carriageway of the Project Road to the nearest surface of the overpass
structure.
3.4 INTERCHANGE AT GRADE
At grade intersection have been provided at start/end of bypass and intersection

rural road/SH/MDR to project alignment.
3.5 CATTLE PASS / PEDESTRIAN PASS
Cattle Pass / Pedestrian Pass have been provided with Vertical Clearance 3.5 m
due to camel carts and Horizontal Clearance 6.0m. A Gradient 1 in 50 has been
kept for approaches.
3.6 TOLL PLAZA
One Toll Plaza has been provided in package-II.
3.7 DIVERGENCE AND CONVERGENCE LANE
Divergence and Convergence Lane have been provided with 5.5 m width and
(DPR)
tapering to main carriageway is to be 1 in 15.
3.8 WIDENING POLICY FOR THE PROJECT ROAD
The total length of the Project Road in package-ii is about 46.655 km. considering
the future four laning of City bypass the eccentric widening scheme have been
adopted and for rest of the corridor Concentric Widening have been adopted.
3.9 TYPICAL CROSS SECTIONS
Typical cross sections for two- lane Highway in plain/rolling mountainous /steep
terrain as per planning commission’s Manual for Two laning of Highways through
Public Private Partnership. However these Cross-Section shall be modified as
per the site requirements and Circur issud by PWD.
3.10 DESIGN STANDARDS FOR STRUCTURES
3.10.1 LOADS AND FORCES TO BE CONSIDERED IN DESIGN
Vertical Loads
a) Dead Loads
Following unit weights have been assumed in the design as per IRC
Codes.
Reinforced Concrete - 2.4 t/cu.m
Plain Cement Concrete - 2.2 t/cu.m
Structural steel - 7.85 t/cu.m
Dry Density of Backfill Soil - 2.07 t/cu.m
Saturated Density of Backfill Soil - 2.2 t/cu.m
b) Superimposed Dead Loads
Wearing Coat: 65mm thick Mastic asphalt with total 0.2 t/ sq.m (2.2 tm for
11 .Om wide c/way including allowance for an overlay).
Crash barriers: From design (i.e. 1.0 t/m per side)
c) Live Loads
Carriageway Live Loads: The following load combinations have been

considered in the analysis and whichever produces the worst effect has
(DPR)
been considered.
- One/Two/Three lanes of IRC Class A.
- One lane of IRC Class 70R (wheeled tracked)
- One lane of IRC Class 70R (wheeled) with one lane of IRC
Class A
- Minimum clear distance between 70R vehicle and Class A vehicle,

when placed side by side in combination, have been 1 .2m for
design.
- Resultant live load stresses have been reduced by 10% in case all
the three lanes are loaded i.e. in case of three lanes of IRC Class
‘A’ or one lane of IRC Class 70R with one lane of IRC Class A.
- Impact factor have been as per Cl. 211 of IRC:6 for the relevant
load combinations. For simplicity in design, Impact factor for
continuous structures have been calculated for the smallest span of
each module and used for all the spans of that module.
d) Horizontal Forces
i) Longitudinal Forces due to live load
Following effects have been considered in the design.
- Braking forces as per the provision of Cl. 2014 of IRC: 6.
- Distribution of longitudinal forces due to horizontal deformation

of bearings/frictional resistance offered to the movement of free
bearings as per CI. 214.5 of IRC: 6.
ii) Horizontal Forces due to Water Currents
The portion of bridge, which may be submerged in running water,

have been designed to sustain safely the horizontal pressure due
to force of water current as per the stipulations of Cl. 213 of IRC:6.
iii) Earth Load
I. Earth forces have been calculated as per the provisions of

CI. 217 of IRC:6 assuming the following soil properties:
(DPR)
Type of soil assumed for As per Appendix 6 of [RC: 78

backfilling with dry density of 2.07 t/cu.m
and submerged density of 1.2
t/cu.m.
Angle of Internal Friction Ф= 30.0
Angle of Wall Friction δ=20.0
Coefficient of Friction ‘p.’ tan (Ф), while • is the angle of

at base internal friction of substrata
immediately under the
foundations.
2. Live load surcharge have been considered as per the

provisions of Cl. 714.4 & Cl. 715.1.5 of IRC: 78 i.e.
equivalent to 1.2m height of fill in case of abutments and
return/wing walls and 0.6m height when there is .no live
load on the span.
iv) Centrifugal Forces
For the road bridges situated on curve centrifugal forces have been
calculated as per the provisions of Cl.215 of IRC: 6 for a design
speed applicable at horizontal curves.
v) Wind Effect
Structures have been designed for wind effects as stipulated in Cl.

212 of IRC: 6. The wind forces have been considered in the
following two ways and design have been governed by the one
producing the worst effect.
a. Full wind forces at right angles to the superstructure
b. 65% of wind force as calculated in (i) above acting

perpendicular to the superstructure and 35% acting in traffic
direction.
vi) Seismic Effect
The road stretch is located in Seismic Zone-II as per the revised
(DPR)
seismic map of India (IS: 1893-2002). The seismic forces have

been coefficient method as suggested by the modified clause for
the interim measures for seismic provisions (CI.222 of IRC: 6-2014)
published in Indian Highways, January 2003.
e) Other Forces/Effects
i) Temperature Effects
a. The bridge structure/components i.e. bearings and

expansion joints, have been designed for a temperature
variation of± 25 degree C considering extreme climate.
b. The superstructures have been designed for effects of

distribution of temperature across the deck depth as given
in Fig. 10 of IRC6-2014, suitably modified for the surfacing
thickness.
Temperature effects have been considered as follows:
a. Effects of non-linear profile of temperature have been

combined with 50% live load and full value of ‘E’ have been
considered.
b. Effects of global rise and fall of temperature have been

combined with 100% live load and full value of ‘E’ have
been considered.
ii) Differential Shrinkage Effects
A minimum reinforcement of 0.2% of cross sectional area in the

longitudinal direction of the cast-in-situ slab have been provided to
cater for differential shrinkage stresses in superstructures with
cast-in-situ slab over precast girders as per Cl 605.2 of IRC:22-
2015.
However, effects due to differential shrinkage and/or differential

creep have been duly accounted for in the design. Additional
reinforcements in the concrete deck shall have to be provided
wherever found necessary.
iii) Construction Stage Loadings/Effects
A uniformly distributed load of 3.6 KN/m2 of the form area have

been considered to account for construction stage loadings in the
(DPR)
design of superstructure elements, wherever applicable, as per Cl.

4.2.2.2.2 of IRC: 87-1984.
iv) Buoyancy
100% buoyancy have been considered while checking stability of

foundations irrespective of their resting on soil/weathered rock/or
hard rock. However, the maximum base pressures has been
checked under an additional condition with 50% buoyancy in cases
where foundations are embedded into hard rock. Pore pressure
uplift limited to 15% has been considered while checking stresses
of the substructure elements.
f) Load Combinations to be considered in Design
All members have been designed to sustain safely the most critical
combination of various loads and forces that can coexist. Various load
combinations as relevant with increase in permissible stresses considered
in the design have been as per Cl. 202 of IRC:6 and Cl. 706 of IRC:78.
In addition, `the stability of bridge supporting two superstructures (with an

expansion joint) have been checked under one span dislodged condition
also.
g) Exposure Condition
Moderate exposure conditions have been considered while designing

various components of the bridge.
h) Design Codes
The main design criteria have been to evolve design of a safe structure
having good durability conforming to the various technical specifications
and sound engineering practices.
Various Codes of Practices referred have been as under:
1) IRC: 5-1998
ii) IRC: 6-2014
iii) IRC: 18-2000
iv) IRC: 21-2000
v) IRC: 22-2015
(DPR)
vi) IRC: 45-1972(reprint 1996)
vii) IRC: 78-2014
viii) IRC: 83-1982 (Part I)
ix) IRC: 83-2015 (Part II)
x) IRC:112: 2014
xi) BS 5400 — Part IX (For design of POT/POT-PTEE Bearings)
xii) IS 1893-2002 — (Part-I)
I) Load combinations
The various load combinations to be considered will be as per the

provision of IRC: 6-2014
3.10.2 DESIGN METHODOLOGY
Superstructure
The superstructure is designed for various combination of Class A load and 70R
load, severest of these load combination are chosen for design. The method of
analysis and design of superstructure depends on type of superstructure. Grillage
analysis is adopted for T Girder, I Girder, solid slabs, for longitudinal live load
analysis. The superstructure is analyzed in the longitudinal direction for bending
moment and shear, corresponding reinforcement is provided for it. In the
transverse direction deck slab is analyzed as continuous over girders and effect
of differential bending of girders is also considered for deck slab design. The
superstructure is also designed for temperature stresses, resulting from
maximum and minimum temperature variations. The superstructures have been
RCC solid slab for spans upto 10.0 m. For spans ranging from 10.0 m to 25 m
RCC T-girder and slab have been provided.
RC Slab/RCC T- Beam & Slab Type Superstructure
Based on the loads mentioned earlier, the bending moments and shear forces
are worked out at the selected sections. Distributions of live Load on longitudinal
beams are worked out (in case of T-beam and slab type of superstructure). The
sections are then designed as reinforced concrete sections subjected to the
applied moments and shear forces. The design moments, shear forces and joint
displacements can be worked out using Grillage method of analysis in STAAD-
Pro, MIDAS Civil, based on which structural design of various elements and
checking of adequacy of different section can be done.
(DPR)
The RC Solid slab superstructures have been analyzed using Grillage analogy
method to obtain internal moments and forces based on which structural design
has been carried out.
Modelling & analysis of Superstructure
Modelling is substituting the actual structure to an equivalent mathematical

structure, which is amenable to computer analysis. In modelling, the properties of
the prototype are required to be correctly assessed and assign to corresponding
components of the model. Similarly support conditions are based on
deformations permitted at the supports. Grillage modelling offers a good choice
for a large variety of super structure forms.
The analysis is accurate only if the prototype is modelled accurately. We will pay
special attention to the modelling / idealization aspect and if necessary will revise
our model for greater accuracy.
We have suitable software for the analysis of bridges of all types for various IRC
live loading, permanent dead loading and construction stage loading. These will
be used in the analysis.
Design of Elements above Deck Level
The miscellaneous elements such as kerbs and parapets/railing are designed as

reinforced concrete section for the loads and forces as per Cl. 209 of IRC: 6. -
2000.
Design of Bearing
The loads transferred from the superstructure to the bearings have been taken
from the earlier analysis of superstructure. Short and long term deformations
have been computed for the temperature, shrinkage and creep of concrete.
Elastomeric bearings have been designed as per IRC: 83 (Part II) for these
effects as reinforced multi-layer neoprene bearings. However, design loads and
movements are to be supplied to the manufacturer to enable him to manufacture
these bearings. The manufacturer’s details & design have to be got checked to
ensure compliance with the design requirements.
Substructure and Foundation
Piers
Pier has beenwall/circular type with cantilever fixed at base, which is taken as top
of foundation. The sections at various levels have been checked as sections
(DPR)
subjected to axial thrust and bi-axial bending. In addition to dead load and live
loads from superstructure, the pier substructure and its foundation have been
designed for the loads due to seismic/wind and water current forces as
appropriate.
Abutment
Abutments have been of non-spill through type. These have been designed
resting on open foundations, pile foundations or well foundations as per
requirement and may have cantilever returns at top. In case the cantilever returns
become too long independent RCC retaining walls have been provided. For
height of abutments greater than 8.Om counter forts have been provided.
Open foundations for piers and abutments have been designed in reinforced
concrete or some other suitable material. The stability checks have been carried
out as per relevant IRC Codes.
Foundation
Foundation of bridge is to be conceptualized after evaluation of subsoil data such

as type of soil and its safe bearing capacity at foundation level for abutment
pier/return-wall and footings. Thereafter suitable type of foundations is to be
provided with respect to soil and type of superstructure. Adequacy of the size and
depth of foundation has been ensured for the satisfactory performance of the
structure. The structural design of the foundation is to be designed as per the
latest computerized modeling. Particular attention is paid to stability checks and
corresponding safety factors.
Open Foundation
Designs of isolated open foundation have been based on complete sub soil
investigations. The allowable bearing pressure has satisfied the provisions
contained in the clause and the minimum foundation depth has not been less
than that specified in Clause 705 of IRC: 78-2014. The selection of the
appropriate type of open foundation (counter fort type or cantilever type) depends
on the magnitude and disposition of structural loads, allowable bearing capacity
etc. However, if rock strata are encountered at shallow depth, it will be preferable
to adopt open foundation to pile foundation.
Deep Foundations
In case of large scour depths and unavailability of rock at shallow depth deep
foundation have been provided. This may be pile foundation or well foundation
depending on vertical load, horizontal load, bending moment and soil strata. Cast
in situ Pile foundation up to l.2m dia can be constructed fast and are more
(DPR)
suitable if the total length of pile is up to 25.0m, pile can also be seated on hard
rock, and guidance can be taken from Appendix-5 of IRC —78-2014. Beyond
30.Om depth of foundation, well foundations have been adopted as they can
carry large horizontal loads and bending moments compared to pile foundations.
Choice of foundation between pile and well shall depend on their relative merits
and demerits with respect to loads and soil strata.
Load & Stresses
In meeting the broad scope of the assignment as outlined, our proposed

methodology is as under:
Independent assessment of the loading will be made on each component of

structure and possible combination of these loading in line with IRC: 6-2000 will
be made for designing the various components of the bridge — structure at
various stages of construction. These loading and loading combinations will be
compared with other IRC codal provisions also wherever applicable. Permissible
stresses under various combinations of loading are different. These permissible
stresses are given in IRC 6 and these will be followed. It will be ensured that
these are never exceeded. If a particular component is appreciably under
stressed then relevant sections will be revised and reduced in the interest of the
economy.
3.10.3 SPECIFICATION FOR MATERIAL
a) Concrete
The grade s of concrete has been either equal to or higher than those
prescribed in IRC: 21-2000.
i) Concrete Grades for various structural elements.
Grade of concrete in various structural elements has been for

moderate conditions of exposure.
Superstructure
RCC T-Girder and Deck Slab M35
RCC Solid Slab M35
RCC Crash Barriers M40
Substructure
RCC substructures and foundations M35
(DPR)
All PCC non structural members M15
Pedestals for bearings Pot M40
Elastomeric M35
b) Steel
This shall conform to provisions given in IS: 1786, IS: 423 (Part I).
i) Reinforcement Steel
This will be;
High yield strength deformed bars conforming to Fe 415 TMT/

Fe500 TMT.
Mild steel have been of grade Fe 240.
c) Bearings
i) Elastomeric Bearings
Elastomeric bearing have been provided under RCC T-beams and

deck slab and RCC solid slab type superstructures as per IRC: 83
(Part II) and shall conform to clause 2005 of MORT&H specification
for Road and Bridge Works.
ii) POT cum PTFE Bearings
POT cum PTFE bearings have been provided where we have to

cater to large loads.
d) Expansion Joints
Elastomeric strip seal type expansion joints have been provided on all the
bridges as per Clause No. 2607 of MORT&H specification for road and
bridge works and interim specifications for expansion joints issued
subsequently vide MORT&H’s letter no. RWINH-34059/l/96-S&R dated
25.01.2001 and addendum thereto circulated vide letter of even no.
30.11.2001, in case of bridges with smaller spans slab seal type
expansion joint have been provided.
3.11 FACILITIES
(DPR)
Provision have been made for the facilities like pedestrian facilities, street lighting
(Urban areas), cattle crossings, bus bays with shelters, truck lay byes etc as per
IRC 2-Lane Manual for State Highways and relevant IRC Codes.
3.12 TRAFFIC CONTROL AND SAFETY DEVICES
3.12.1 ROAD SAFETY MEASURES
Following IRC Codes / Guidelines will be followed:
• IRC SP 44 – 1994: Highway Safety Code.
• IRC SP 43 – 1994: Guidelines on Low Cost Traffic Management Techniques

for Urban Areas.
• IRC 79 – 1981: Recommended Practice for Road Delineators.
• IRC 70 – 1979: Guidelines on Regulation and Control of Mixed Traffic in

Urban Areas. Among others, the following measures will be considered for
ensuring safety: -
• Segregation of traffic;
• Bus-stops, lay-buys for cars and trucks for rest, recuperation and attend
technical problems;
• Appropriate delineators, roadway indicators, hazard / object markers with

reflectors, road markings, traffic signals, barricades, left side refuge, passage
in median for police and fire brigades, and intersection channelisation;
3.12.2 ROAD AND TRAFFIC SIGNS:
These include Signage, Road Signs / Hoardings, Road Markings, Traffic Signals
and lighting for interchanges, raised carriageway, long bridges and urban and
populated areas.
(a) Signage
• For the safety and guidance of a driver, proper signage and delineators
are critical. Signage drawings will show guide signs and regulating
signs at appropriate locations. The signs will be of reflector type to be
easily visible in the dark.
• Guide signs at major junctions will be illuminate type and mounted to

be visible; lettering size and location of signposts will be for the design
speed and clear visibility. Reflectors will be used so that lanes are
(DPR)
visible at nighttime and different reflectors for median and lane striping
will be proposed to properly guide opposite traffic, and markings to
indicate safe distance between vehicles at different speeds.
(b) Road Signs
• All road signs have been in conformity with the provision of IRC SP 32
– 1992 New Traffic Signs and IRC 67 – 1977 Code of Practice for
Road Signs. The signs are Mandatory / Regulatory, Cautionary /
Warning and Informatory.
• The bottom of the housing of a signal face will be 2500mm above

footpath when not suspended over roadway or 5500mm above
pavement grade at CL when suspended over roadway. (c) Road
lighting on Bridges and Urban Areas
• Lighting will be provided in the medians on roads with Central

Medians; on the edge of service roads; on high level masts at major
intersections in Urban Areas.
(d) Road Marking
The road markings will be in conformity with the IRC Standards (latest
versions):
• IRC 35-1997 :Code of Practice for Road Markings with Paint;
• IRC 30-1968:Standard Letters and Numerals of Different Heights Use

in Highway Signs and
• IRC 31-1969:Route Marker Signs for State Roads
• Hot applied thermoplastic paints will be proposed for better visibility

and longer service life (ref. Art 803-MOST Specifications).
However, all efforts will be made to keep up with new developments by

conducting deliberations and seminars. Frequent reference to codes and
manuals are necessary to be updated with revisions if any.
3.13 DEVIATIONS FROM IRC SP 73:
Due tolimited 45 m land acquisition all the proposed improvement shall not be
planned as per the IRC SP 73 2015. Some deviations has been included in
design in consultation with PWD NH.
(DPR)
4. PROJECT ROADS DESCRIPTION
4.1 ABOUT PACKAGE
The project road starts from Vita and ends at Nagaj (at junction of SH 136 and NH
166) State Highway-78 having approximate length of 64.655 Km. (As PWD records
the length is approximately 105 Km) Via Vita Khanapur Jarandi in Sataraand Sangli
Districts in the State of Maharashtra. The Location map of the project Road and
Regional coonetivity are given in following figures
Table 4-1: Location of Details
Design
Sr. Particular
Chainage Latitude Longitude
No. of Section
(Km)
1 Start Point 47.500 17°16'8.24"N 74°34'47.97"E
2 End Point 94.155 17° 8'43.93"N 74°56'55.35"E
Figure 4-1: Project Location Map
A detailed study of the Project Highway has been carried out as described here
under:
 Package-II; From Chainage 47+500 to 94+155 of SH-78 (Nagaj).
Figure 4-2: Map of State Highway 78 in Maharashtra along with Projct Highway
Figure 4-3: Key Map Showing Aligenment
(DPR)
Figure 4-2: Existing Site Photographs
4.2 TERRAIN
The project alignment passes through plains to rolling plains terrain mostly except
few locations are hilly. There are 4 ghat section along project roads corridor.
Table 4-2: Type of Terrain Classifiction
Chainage (km) Type of

S.No. Length (km) Remarks
From To Terrain
1 47.500 48.950 1.450 Plain
2 48.950 50.175 1.225 Hilly Renavi
3 50.175 53.525 3.350 Plain
4 53.525 54.625 1.100 Hilly Renavi
(DPR)
5 54.625 88.400 33.775 Plain

6 88.400 90.620 2.220 Hilly Nagaj
7 90.620 94.155 3.535 Plain
4.3 LAND USE
The largest proportion of land abutting the alignment is agricultural
4.4 EXISTING ROW
The Project roads having ROW at the site from 20-30 m. The Summary of the
ROW are given in the following tables.
Table 4-3: Existing ROW Details
Design Chainage EROW

Sr. No
From TO (m)
1 0.000 1.000 14
2 1.000 2.000 14
3 2.000 3.000 14
4 3.000 4.000 26
5 4.000 5.000 20
6 5.000 5.600 26
7 5.600 6.000 26
8 6.000 7.000 26
9 6.000 7.000 23
10 7.000 8.000 12
11 8.000 9.000 18
12 9.000 11.000 12
13 11.000 12.000 11
14 12.000 12.450 14
15 12.450 13.000 18
16 13.000 14.000 16
17 14.000 15.000 14
18 15.000 16.000 11
19 16.000 17.000 18
20 17.000 18.000 18
21 18.000 19.000 18
22 19.000 19.850 18
23 19.850 20.000 15
24 20.000 20.650 26
25 20.650 21.000 18
26 21.000 22.000 18
27 22.000 23.000 13
(DPR)
28 23.000 23.400 15
29 23.400 23.800 19
30 23.800 24.000 15
31 24.000 25.000 18
32 24.000 25.000 18
33 25.000 26.000 13
34 26.000 26.563 18
35 26.563 28.000 18
36 28.000 29.000 18
37 28.825 29.175 27
38 29.000 30.000 18
39 30.000 30.900 11
40 30.900 35.000 0
41 30.900 35.000 0
42 35.000 36.000 18
43 36.000 37.000 18
44 37.000 39.000 18
45 39.000 40.000 18
46 40.000 41.000 18
47 41.000 42.000 18
48 42.000 42.850 18
49 42.850 43.000 21
50 43.000 44.000 26
51 44.000 45.000 18
52 45.000 46.000 18
53 46.000 46.900 12
54 46.900 47.500 0
55 46.900 47.500 0
4.5 BUILT – UP AREAS
The corridor passes through various settlements. Some of these are presently
midsize settlements but are likely to grow in size subsequent to upgradation of
the highway. It is anticipated that both passenger and goods traffic is likely to
increase substantially and the existing alignment is likely to create substantial
bottlenecks in negotiating the builtup areas. As such it is felt that some of them
would need a 4-lane roadto facilitate for smooth flow of traffic.
Table 4-4: Details of Settlements along the Project Road
Sr. Chainage(Km)
Location Total Population Village/ Town
No. START END
1 Karad City 0 6.975 85550 Town
(DPR)
2 Rajmachi 8.425 8.950 1400 Village

3 Kadegaon 19.450 21.000 11821 Town
4 Kadepur 23.375 24.150 5735 Town
5 Amrapur 26.650 26.850 2928 Village
6 HanmantVadiye 31.100 31.600 1771 Village
7 Vita 41.025 45.100 48289 Town
8 Renavi 51.725 51.950 2382 Village
9 Rewangaon 54.600 54.900 1239 Village
10 Khanapur 62.900 63.600 6457 Village
11 Nagaj 92.800 94.155 4946 Village
4.6 CARRIAGEWAY WIDTH
There is a substantial variation in the profile of the carriageway along the project
roads. The pattern of existing carriageway is shown below in the following Table.
Table 4-5: Existing Carriageway Width

From Length
S.No. Location To (km) Configuration
(km) (km)
1 Renavi 47.500 59.125 11.625 Two Lane
Ainwadi/
Intermediate-
4 Jakhinwadi/ 59.125 62.800 3.675
Lane
Khanapur
5 Khanapur 62.800 63.305 0.505 Two Lane
6 Khanapur 63.305 63.745 0.440 Four Lane
Intermediate-
7 Khanapur 63.745 66.740 2.995
Lane
Sultangade/
8 66.740 68.975 2.235 Two Lane
Benapur
Intermediate-
9 Benapur/ Karanje 68.975 70.000 1.025
Lane
10 Karanje 70.000 70.175 0.175 Four Lane
Hivare/ Palashi/
Jarandi/ Intermediate-
11 70.175 92.985 22.810
Ghatnandre/ Lane
Raywadi
12 Ghatnandre/ Nagaj 92.985 94.155 1.170 Two Lane
4.7 EMBANKMENT HEIGHT
The embankment height of the carriageway varies between 0.5-1.5 meters along
the all project roads. The project is generally devoid of any high embankments.
(DPR)
The height varies between being at ground level in some built up stretches to
about 5m in the approaches of some of the major bridges. In the hilly terrain
portion of the project road, it has been observed that the sharp bend curves are
formed in ghat sections.
Figure 4-4: Photos of Embankment
4.8 HORIZONTAL ALIGNMENT
The highway basically follows the alignment of MDR upgraded from ODR over
the years. Most of the places the alignment is over steep curves and sharp bends
which would need improvement as per the geometric requirement of SH Two
lane/Four lane specifications. In accordance with provisions of clause 2.2 of IRC
SP: 73-2015, the existing alignment would be examined and realignment
suggested where essential.
4.9 VERTICAL CURVES
The vertical geometry is an issue of significance. Especially in the ghat section

substantial improvement in the vertical profile will be required. This issue will be
clearer once the details of topographical survey are available. It may be pointed out
that the vertical profile appears to confirm to the Stopping Sight Distance and not the
Intermediate sight distances.
4.10 ROAD JUNCTIONS
The Project Road having 5 Major Junction and 24 Minor Junctions. Most of the
minor junctions lead to the nearby villages. The list of the Junctions are given in
Annexure 4-2. Summary of major junctions and Minor junctions are given in
following table.
Table 4-6: List of Junctions on Project Corridor
(DPR)
Type Of Intersection
Sr.No. Type Of Junction Total No. Of Junction
T Y X
1 Major 1 4 5
2 Minor 1 19 4 24
Total 1 20 8 29
(DPR)
Figure 4-5: Important Junctions Layout Plans
4.11 PAVEMENT CONDITION
The existing pavement is flexible in nature. The carriageway width of the roads
has three specifications of 5.5 meters , 7.0 meters and 2x7.0 meters in urban
areas, with 1.5 meters of earthen shoulders on either side. Visual inspection of
the road showed a generally average surface condition. Works related to
resurfacing have been carried out recently in certain places. At the some of the
pavement is showing signs of distress, due to:
 Lack of pavement drainage.

 Inadequate pavement thickness and composition.
 Heavy axle loads.
 Inadequate maintenance.
The defects noticed are:
 Cracking (alligator, transverse, longitudinal, edge)
 Rutting, Raveling
 Potholes, Edge breaking
 Depressed shoulders
 Bleeding
The pavement thickness is generally 300 mm which include the 75 mm MPM and
225 wbm.
(DPR)
Figure 4-6: Pavement Condition of the Project Highway
4.12 BRIDGES AND CROSS DRAINAGE STRUCTURES
The inventory data for the existing cross drainage structures, culverts and bridges
were carried out. The summary of the structures are given below in following
Table.
Table 4-7: Summary of Existing Bridges and Culverts in package-II

Sr. Type of Cross
Number
No. Drainage Structures
1 Major Bridge 0
2 Minor Bridge 4
3 Slab Drains 20
4 Pipe Culverts 73
5 Box Culverts 0
(DPR)
Figure 4-7: Photographs of Existing Structure of Project Highway
4.12.1 MAJOR BRIDGES
There is no major bridge on Road stretch in package-II.
Table 4-8: Details of Major Bridges
Type of Structure
Chainage No. of Spans with Span Length Width
S.No. Latitude Longitude
(Km) (m) (m)
Sub Super
Foundation
Structure Structure
NIL
4.12.2 MINOR BRIDGES
21 Minor Bridges are located on the road stretch. Details of the existing minor bridges are tabulated in Table given below
Table 4-9: Minor Bridges

Design Manual
Fig 7.6,
Clause 7.3
17.2771517 Both New
1 74.6206939 52.270 8 2x4.0 16 of
7 side Construction
IRC:SP:73
-2015
Fig 7.6,
Clause 7.3
17.2651340 74.7039499 Both
5 2 side
IRC:SP:73
-2015
Fig 7.6,
Clause 7.3
17.2523883 74.7502634 Both
5 4 side
IRC:SP:73
-2015
Fig 7.6,
Clause 7.3
17.2184411 74.8124893 Both New
4 75.430 8 1x8.0 16 of
IRC:SP:73
-2015
17.1498451 74.9332069
5 92.280 9.8 1X9.8 11.85 RETAINED
8 1
Widening
as per Fig
7.6,
17.1448579 74.9413977 1X9.44 + 1X9.1 +
6 93.330 One side 37.14 16 Widening Clause 7.3
6 7 2X9.3
of
IRC:SP:73
-2015
Note: Lat and long are given in UTM System
(DPR)
4.12.3 PIPE CULVERTS
The list of the culverts are given in Annexure 4-3.
4.13 LEVEL CROSSING AND ROB
The project roads does not has any level crossing.
4.14 SOIL AND SUBSOIL
The soil characteristics seem to be non-uniform along the project alignment and vary
from Red soil Laterite soil, Alluvial Soil and Block cotton Soil. Such variation in soil
characteristics will imply substantial variation in embankment/ subgrade designs.
4.15 UTILITIES ALONG THE PROJECT HIGHWAY
Water Supply pipe lines, Electricity Poles, OFC cable was noticed in certain places
running on the outer edge of the ROW. HT line crossings were noticed at one to two
places. It is proposed to examine provision of additional utilities e.g. bus bays,
passenger facilities, toll plazas where required and other passenger amenities.
4.16 SOCIO RELIGIOUS STRUCTURE AND BUILDINGS
The roadway is flanked on the sides by important social activity centers such as
schools, colleges, and places of worship etc. The project corridor is passing through
nearby of various important temples. While widening, the alignment may have to be
shifted to avoid impacting these structures.
4.17 STRIP PLAN
The strip plan of existing project is given in Volume –IX Drawings.
(DPR)
Annexure 4-1: Road and Pavement Inventary
ENCLOSED AS SEPARATE VOLUME OF ANNEXURE OF MAIN

REPORT
(DPR)
Annexure 4-2: Details of Existing Junctions

REPORT
(DPR)
Annexure 4-3: Details of Existing Major Bradge, Minor Bradge and

Culverts

REPORT
(DPR)
5. SOCIO ECONOMIC PROFILE

OF PROJECT AREA
5.1 GENERAL
The proposed project roads are passing through Satara and Sangli
districts. In order to appreciate the socio-economic profile of the influence
area of the project corridor, a micro-level analysis has been done.
The description of socio-economic features of the district through which

the project roads traverses comprises the demographic, social and
economic aspect of the population, it includes the features of population
distribution, density of population, workforce and share of workers in major
economic categories; and the vulnerable groups.
5.2 STATE PROFILE: MAHARASHTRA
Maharashtra occupies the western and central part of the country and has
a long coastline stretching nearly 720 km along the Arabian Sea. The
Sahyadri mountain ranges provide a physical backbone to the State on the
west, while the Satpuda hills along the north and Bhamragad -
ChiroliGaikhuri 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, Andhra Pradesh to the south east, Karnataka to
the south and Goa to the south west.
The State enjoys tropical monsoon climate. The hot scorching summer
from March onwards is followed by monsoon in early June. The rich green
cover of the monsoon season persists during the mild winter that follows
through an unpleasant October transition. The seasonal rains from the
western sea-clouds are very heavy and the rainfall is over 400 cm on the
Sahyadrian crests. The Konkan on the windward side is endowed with
heavy rainfall, declining northwards. East of the Sahyadri, the rainfall
diminishes to a meager 70 cm in the western plateau districts, with Solapur
and Ahmednagar lying in the heart of the dry zone. The rains slightly
increase eastwards in the Marathwada and Vidarbha regions.
Maharashtra is the second largest state in India in terms of population and
has geographical area about 3.08 lakh sq. km. It has a population of 11.24
crore (Census 2011) which is 9.3 per cent of the total population of India
and is highly urbanised with 45.2 per cent people residing in urban areas.
The State has 36 districts which are divided into six revenue divisions viz.
Konkan, Pune, Nashik, Aurangabad, Amravati and Nagpur for
(DPR)
administrative purposes, with effective machinery for planning at the

district level. For local self-governance in rural areas, there are 34 Zilla
Parishads, 351 Panchayat Samitis and 27,873 Gram Panchayats. The
urban areas are governed through 26 Municipal Corporations, 226
Municipal Councils, 13 Nagar Panchayats and seven Cantonment Boards.
Mumbai, the capital of Maharashtra and the financial capital of India,
houses the headquarters of most of the major corporate & financial
institutions. India's main stock exchanges & capital market and commodity
exchanges are located in Mumbai.
The Gross State Domestic Product (GSDP) at current prices for 2013-14 is
estimated at 15,10,132 crore. Industry and Services sector both together
contribute 88.7 per cent to the GSDP while the contribution of Agriculture
& Allied Activities sector is 11.3 per cent. The State has 231 lakh ha of
land under cultivation and area under forest is 52.1 lakh ha. Many
irrigation projects are being implemented to improve irrigation. A
watershed development programme is being implemented to ensure that
soil and water conservation measures are implemented speedily in the
unirrigated area. Animal husbandry is an important agriculture related
activity. The State’s share in livestock and poultry population in India is
about 6.3 per cent and 11 per cent respectively. Maharashtra is one of the
highly industrialised states. It is pioneer in Small Scale Industries and
continues to attract industrial investments from both, domestic as well as
foreign institutions. It is a major IT growth centre. The State has given
importance to primary
The State has given importance to primary education, which has resulted
in consistent improvement in literacy rate. The literacy rate of the State is
82.3 per cent against 73 per cent at national level as per Census 2011.
Free education upto XIIth class is provided to girls. Excellent higher
educational institutions in the fields of engineering, medical and
management are located here. As per India Human Development Report
2011, India’s Human Development Index is 0.467 whereas it is 0.572 for
the State.
The State has well spread road network of 2.64 lakh km (maintained by
Public Works Department and Zilla Parishads). All weather roads and fair
weather roads connect more than 99 per cent villages. The surface
transport facilities and connectivity with sea ports and airports have
resulted in good transport system. The State is well known for its
administrative acumen and innovative ideas. It is first to implement
Women Policy and engendering the budget by establishing separate
‘Women & Child Development’ department. It is pioneer in implementing
its ‘Employment Guarantee Scheme’ which is replicated by the
(DPR)
Government of India. Maharashtra is not just a geographical expression

but an entity built on collective efforts of its people. Natural as well as
cultural diversities have helped in the development of a unique Marathi
culture. It has its own spiritual dimensions and known as Land of Saints.
The State has played a significant role in the social and political scenario
of the nation. Monuments such as Ajanta, Ellora and Elephanta caves,
Gateway of India and architectural structures like Viharas and Chaityas
attract tourists from all over the world. It has produced many important
personalities covering almost every aspect of human development. The
State has sizable contribution in sports, arts, literature and social
services. The world famous film industry, popularly known as “Bollywood”
is located in the State. All the above make Maharashtra a great place to
live in. The Maharashtra at a Glance and comperision with India is given
in the table below:
Feasibility Study and Preparation of DPR for Upgradation to 2 lane with paved shoulder State Highway-78 (Now NH-166E) having approximate DETAILED PROJECT REPORT
length of 105 Km. from Karad to Nagaj (State Boarder) Via Vita KhanapurJarandi in Satara and Sangli Districts in the State of Maharashtra (DPR)
Table 5-1: General Statistics of Maharashtra
Item 1960-61 1970-71 1980-81 1990-91 2000-01 2010-11 2013-14*

1 2 3 4 5 6 7 8
Geographical Area-('000 sq. km.) 306 308 308 308 308 308 308
Administrative Setup -
Revenue Divisions 4 4 6 6 6 6 6
Districts 26 26 28 31 35 35 35
Tahsils 229 235 301 303 353 355@@ 355@@
Inhabited villages 35,851 35,778 39,354 40,412 41,095 40,959 40,959
Un-inhabited villages 3,016 2,883 2,479 2,613 2,616 2,706 2,706
Towns # 266 289 307 336 378 534 534
Population as per Census– -1961 -1971 -1981 -1991 -2001 -2011 -2011
(in '000)
Total 39,554 50,412 62,784 78,937 96,879 1,12,374 1,12,374
Males 20,429 26,116 32,415 40,826 50,401 58,243 58,243
Females 19,125 24,296 30,369 38,111 46,478 54,131 54,131
Rural 28,391 34,701 40,791 48,395 55,778 61,556 61,556
Urban 11,163 15,711 21,993 30,542 41,101 50,818 50,818
Scheduled Castes 2,227 3,177 4,480 8,758 9,882 13,276 13,276
Scheduled Tribes 2,397 3,841 5,772 7,318 8,577 10,510 10,510
Density of population 129 164 204 257 315 365 365
(per sq. km.)
Literacy rate (percentage) 35.1 45.8 57.1 64.9 76.9 82.3 82.3
Item 1960-61 1970-71 1980-81 1990-91 2000-01 2010-11 2013-14*

1 2 3 4 5 6 7 8
Sex ratio (Females per 936 930 937 934 922 929 929
thousand males)
Percentage of urban population 28.22 31.17 35.03 38.69 42.43 45.2 45.2
State Income –
(At current prices)
(As per 2004-05 series)
State Income (` crore) 2,249 5,780 19,377 68,861 2,43,584 9,50,771 13,65,149+
Agriculture & allied activities (` crore) 585 1,078 3,756 12,326 32,711 1,22,932 1,60,640+
Industry Sector (` crore) 553 1,732 6,224 22,554 64,942 2,63,512 3,45,962+
Service Sector (` crore) 1,111 2,969 9,397 33,981 1,45,931 5,64,326 8,58,547+
Per capita State income (`) 576 1,168 3,112 8,811 28,540 84,858 1,17,091+
Agriculture - (Area in '000 ha)
Net area sown 17,878 17,668 18,299 18,565 17,844 17,406 N.A.
Gross cropped area 18,823 18,737 19,642 21,859 21,619 23,175 N.A.
Gross irrigated area 1,220 1,570 2,415 3,319 3,852 @ @
of which command area^ 226$ 422 718 1,076$$ 1,764## 2,955## 3,260##
Percentage of gross irrigated area to gross
6.5 8.4 12.3 15.2 17.8 N.A. N.A.
cropped area
6.Area under principal crops-
(in '000 ha)
Rice 1,300 1,352 1,459 1,597 1,512 1,516 1,612
Wheat 907 812 1,063 867 754 1,307 1,097
Item 1960-61 1970-71 1980-81 1990-91 2000-01 2010-11 2013-14*

1 2 3 4 5 6 7 8
Jowar 6,284 5,703 6,469 6,300 5,094 4,060 3,048
Bajra 1,635 2,039 1,534 1,940 1,800 1,035 762
All cereals 10,606 10,320 10,976 11,136 9,824 8,985 7,702
All pulses 2,349 2,566 2,715 3,257 3,557 4,038 3,953
All foodgrains 12,955 12,886 13,691 14,393 13,382 13,023 11,655
Sugarcane area 155 204 319 536 68 1041 1099
Sugarcane harvested area 155 167 258 442 595 965 937
Cotton 2500 2750 2550 2721 3077 3942 4160
Groundnut 1083 904 695 864 490 395 315
Production of principal crops- (in '000 tonnes)
Rice 1,369 1,662 2,315 2,344 1,930 2,691 3,120
Wheat 401 440 886 909 948 2,301 1,602
Jowar 4,224 1,557 4,409 5,929 3,988 3,452 2,482
Bajra 489 824 697 1,115 1,087 1,123 788
All cereals 6,755 4,737 8,647 10,740 8,497 12,317 11,404
All pulses 989 677 825 1,441 1,637 3,096 3,170
All foodgrains 7,744 5,414 9,472 12,181 10,134 15,413 14,574
Sugarcane 10,404 14,433 23,706 38,154 49,569 85,691 76,901
Cotton (lint)# 1,673 484 1,224 1,875 1,803 7,473 8,834
Groundnut 800 586 451 979 470 470 393
Index number of agricultural production @ -- -- -- 136.5 127.4 223.8 224.6
Agriculture Census - (1970-71) (1980-81) (1990-91)(2000-01) (2005-06) (2010-11)
Item 1960-61 1970-71 1980-81 1990-91 2000-01 2010-11 2013-14*

1 2 3 4 5 6 7 8
Number of operational -- 4,951 6,863 9,470 12,138 13,716 13,698
Area of operational holdings (in '000 ha) 21,179 21,362 20,925 20,103 20,005 19,767
Average size of operational holdings (ha) -- 4.28 3.11 2.21 1.66 1.46 1.44
Livestock Census - -1961 -1966 -1978 -1987 -1997 -2007 -2012
Total livestock (in '000) 26,048 25,441 29,642 34,255 39,638 35,955* 32,489
Total poultry (in '000) 10,577 9,902 18,791 24,839 35,392 64,756* 77,795
-2003 (2010-11)^
Tractors 1,427 3,274 12,917 34,529 79,893 1,05,611 12,72,034
Forest Area (sq.km.) 63,544 62,311 64,222 63,798 61,935 61,939 61,734
Industrial Investment $- (2013-14) (2014-15)
No. of projects approved -- -- -- -- -- 18,406 18,709
Proposed Investment (` crore) -- -- -- -- -- 10,21,633 10,63,342
Electricity – (Million Kwh)
Total generation 3,268 7,925 17,864 36,430 61,209 83,017 91,987
Total consumption 2,720 7,650 14,034 29,971 47,289 87,396 1,02,989
Industrial consumption 1,853 5,312 8,130 14,706 18,363 34,416 38,949
Agricultural consumption 15 356 1,723 6,604 9,940 16,257 21,725
Domestic consumption 260 732 1,779 5,065 11,172 19,547 23,679
(June, (June, (June, (June, (June,
Banking - (ScheduledCommercial) (June, 2013)
1971) 1981) 1991) 2001) 2010)
Banking offices N.A. 1,471 3,627 5,591 6,294 8,037 9,911
(March, (March,
Item 1960-61 1970-71 1980-81 1990-91 2000-01 2010-11 2013-14*

1 2 3 4 5 6 7 8
1991) 2001)
Banking offices for rural population N.A. 450 1,355 2,749 2,294 2,170 2,546
Education+ -
Primary schools 34,594 44,535 51,045 57,744 65,960 75,695 96,178
Enrolment (in '000) 4,178 6,539 8,392 10,424 11,857 10,626 16,159
Secondary schools (incl. higher secondary) 2,468 5,313 6,119 10,519 15,389 21,357 23,752
Enrolment (in '000) 858 1,985 3,309 6,260 9,267 10,711 5,911
Health - -1971 -1981 -1991 -2001 -2011 -2013
Hospitals N.A. 299 530 768 1,102 1368 1,395
Dispensaries N.A. 1,372 1,776 1,896 1,544 3012 3,087
Beds per lakh of population N.A. 88 114 144 106 103 107
-2013
Birth rate @ 34.7 32.2 28.5 26.2 20.7 16.7 16.5
Death rate @ 13.8 12.3 9.6 8.2 7.5 6.3 6.2
Infant mortality rate @ 86 105 79 60 45 25 24
Transport -
Railway route length (Kilometer) 5,056 5,226 5,233 5,434 5,459 5,984 6,103
Total road length (Kilometer)† 39,241 65,364 1,41,131 1,72,965 2,16,968 2,41,712 2,63,708
of which surfaced 24,852 35,853 66,616 1,32,048 1,78,999 2,21,182 2,33,452
Motor vehicles (in '000) 100 312 805 2,641 6,607 16,990 22,888
Co-operation -
Primary agricultural credit societies 21,400 20,420 18,577 19,565 20,551 21,451 21,185
Item 1960-61 1970-71 1980-81 1990-91 2000-01 2010-11 2013-14*

1 2 3 4 5 6 7 8
Membership (in lakh) 22 38 54 79 101 150 157
Total no. of co-op. societies 31,565 42,597 60,747 1,04,620 1,58,016 2,24,306 2,30,295
Total membership (in lakh) 42 86 148 269 430 530 509
Total working capital of co-op. societies (`
291 1,489 5,210 24,284 1,34,440 2,48,434 2,61,315
crore)
(2014-15)$
Local Self-Govt. Institutions -
Zilla Parishads 25 25 25 29 33 33 34
Gram Panchayats 21,636 22,300 24,281 25,827 27,735 27,913 27,873
Panchayat Samitees 295 296 296 298 321 351 351
Municipal Councils 219 221 220 228 228 222 226
Municipal Corporations 3 4 5 11 15 23 26
Nagar Panchayat -- -- -- -- 3 4 13
Cantonment Boards 7 7 7 7 7 7 7
* Provisional N.A. Not Available @@ Excluding 3 Tahsils of Mumbai & Mumbai suburban District # Including census towns
+ First revised estimates @ As per the recommendations of Special Inquiry Team (SIT) various committees/ sub-committees are
formed to decide further line of action. $ 1961-62 $$ 1991-92
## This includes canals, rivers, nallahas, wells & lift irrigation in command area.
^ Command area created by Water Resources Dept.
* Provisional # Production of cotton in 170 kg per bale in '000 bales @ Base : Triennial Average 1979-82=100
$ Since August,1991 to October ^ Based on Agriculture Census
* Provisional @ As per Sample Registration Scheme N.A. Not Available
† Roads maintained by P.W.D. and Z.P. $ As per State Election Commission
+ The source of this information has been changed from year 2011-12. The information categorised as Primary (1 to 8) and Secondary
(including higher secondary) (9 to 12). Earlier the information was categorised as Primary (1 to 7) and Secondary (including higher
secondary) (8 to 12) and source for 2013-14 this information is U-DISE
Source: www.maharashtra.gov.in (as per census 2011)
Table 5-2: Comperision of India and Maharashtra
Sr.
Item Unit Maharashtra India
No.
1 2 3 4
1 Population (2011)
1.1 Total population In '000 1,12,374 12,10,855
(a) Males -”- 58,243 6,23,270
(b) Females -”- 54,131 5,87,585
1.2 (a) Rural population In '000 61,556 8,33,749
(b) Percentage of rural population to total population Per cent 54.8 68.9
1.3 (a) Urban population In '000 50,818 3,77,106
(b) Percentage of urban population to total population Per cent 45.2 31.1
Females per
1.4 Sex Ratio 929 943
thousand males
1.5 Decadal growth rate of population (2001-2011) Per cent 16 17.7
1.6 Literacy rate -”- 82.3 73
1.7 Population of scheduled castes and scheduled tribes In '000 23,786 3,05,924
1.8 Total workers -”- 49,428 4,81,889
1.9 Geographical area (2011) Lakh sq. km. 3.08 32.9
2 Agriculture (2011-12)
Sr.
No.
1 2 3 4
2.1 Net area sown In '000 ha 17,386 1,40,801
2.2 Gross cropped area -”- 23,106 1,95,246
2.3 Gross irrigated area -”- N.A. 91,530
2.4 Percentage of gross irrigated area to gross cropped area Per cent N.A. 46.9
2.5 Area under principal crops
(average for years 2009-10 to 2011-12)
(i) Rice In '000 ha 1,510 42,929
(ii) Wheat -”- 1,089 29,130
(iii) Jowar -”- 3,822 7,138
(iv) Bajra -”- 969 9,098
(v) All cereals -”- 8,428 99,538
(vi) All foodgrains (cereals and pulses) -”- 11,998 1,24,253
(vii) Sugarcane Area -”- 1,010 4,699
Harvested Area -”- 914 N.A.
(viii) Cotton -”- 3,834 11,182
(ix)Groundnut -”- 347 5,532
3 Livestock census
3.1 Total livestock (2012) In '000 32,489 5,12,057
3.2 Wheel Tractors (2003) -”- 106 2,361
3.3 Diesel engines & Electric pumps for irrigation (2003) -”- 1,174 15,684
4 Forests
4.1 Total forest area (2013) Sq.km. 61,734 7,71,821
5 Industry
5.1 Industrial Investment$
Sr.
No.
1 2 3 4
(a) (a)Projects approved Number 18,709 1,04,034
(b) Proposed investment Rs. crore 10,63,342 1,07,80,449
5.2 Foreign Direct Investment$$
(a) (a)Projects approved Number 4,246 20,643
(a) (b) Proposed investment Rs. crore 97,799 4,25,811
6 Electricity (2012-13)
6.1 Total generation Million kwh. 88,139 9,64,489
6.2 Total consumption -”- 1,00,665 7,08,837
6.3 (a) Industrial consumption -”- 38,110 2,50,526
(b) Percentage of industrial consumption to total consumption Per cent 37.9 35.3
7. Banking (Scheduled commercial) (March, 2014)
7.1 Banking offices Number 10,640 1,15,822
7.2 Towns and Villages having banking offices (March, 2013) -”- 2,657 38,651
8 State / National Income (2013-14)
8.1 Income at current prices Rs. crore 13,65,149+ 1,00,56,523#
8.2 Per capita income at current prices Rs. 1,17,091+ 80,388#
Gross State Domestic Product (GSDP) at factor cost / Gross Domestic
8.3 Rs. crore 15,10,132+ 1,13,45,056#
Product (GDP)
8.4 Per capita GSDP/ GDP Rs. 1,29,526+ 90,688#
shoulder State Highway-78 (Now NH-166E) having approximate length of 105 DETAILED PROJECT REPORT
Km. from Karad to Nagaj (State Boarder) Via Vita KhanapurJarandi in Satara (DPR)
and Sangli Districts in the State of Maharashtra VOLUME-I : MAIN REPORT
5.3 JUSTIFICATION OF PROJECT IMPACT & BENEFITS
The proposed project can be viewed as boosting economic growth and

poverty reduction which will bring substantial social and economic
development in the region. The social benefits arising due to proposed
project will be trigged of due to improved accessibility to various survey
such as easy access to markets, health facilities, schools, workplace etc.
which in turn increase the income of the locals, and ultimately elevating
their standard of living. The possible direct and indirect positive impacts
are listed below. To enhance project benefits for roadside communities
and road users, the project design has incorporated the following.
 Improvement of geometric deficiencies
 Provision of underpass that carry pedestrian walkways, cart track, villages
and other roads.
 Separate provision of footpaths wherever necessary.
 Effective surface and subsurface drainage system to ensure that there shall
be no pooling of water on the highway and the adjacent area.
 Safety measures such as pedestrian rail, barriers, highway signs, pavement
marking, traffic signals, landscaping, illumination, road furniture, truck lay -
bays and bus-bays
 Addition of truck parking for improved road safety and reduced road
congestion
5.4 DISTRICT PROFILE SATARA:
5.4.1 LOCATION AND AREA
Satara District lies at the Western limit of the Deccan plateau in Southern
Maharashtra. It is situated in the river basins of the Bhima and Krishna
rivers but from the point of view of the peninsular drainage, the entire
land of the District belong to the larger drainage system of the Krishna
river. The District extends between 17o 05' and 18o 11' north latitudes
and 73o 33' and 74o 54' East longitudes. It is surrounded by Pune Dis trict
to the North, Solapur District to the East, Sangli District to the South and
Ratnagiri District to the West. It also has a small boundary of about 24
km. with Raigarh District in the North-West. The District has an area of
10,480.0 sq.kms and a population of 30,03,741 persons as per 2011
Census. While the area of the District accounts for 3.41 percent of the
total area of the State, the District population constitutes 2.67 percent of
the total population of the State. The density of population is 287 persons
per sq. km. Among the 35 Districts of the State, the District ranks 12th in
terms of area, 13th in terms of population and 18th in terms of density.
The headquarters of the District is located at Satara a town with a

population of 1, 20,195 persons as per 2011 Census. The District has a
good network of roads. It is also well connected with other places of the
State and Country by rail.
5.4.2 GENERAL CHARACTERISTICS OF THE DISTRICT:
Satara has historical background. Most of the prevailing kingdoms in north are
having their traces in Satara district. In the year 1848, Satara was referred as
Satara Provience. At that time Satara provience had 11 sub divisions. Viz
Vijapuir, Jawali, Karad, Khanapur, Khatav, Koregaon, Pandharpur, Satara,
Tasgaon, Walva, and Wai. In 1884, Malkam Peth was constituted, which is
referred afterwards as Mahabaleshwar. Two districts namely north Satara and
South Satara were formed. Now North Satara is referred as Satara and south
Satara is referred as Sangli. Satara district has eleven talukas. Variation in
terrain is seen in the district.
5.4.3 TOPOGRAPHY
Climate:
In summer, western part of the district experiences cool and pleasant climate
and during the rainy season the climate is cold. In summer the central part of
the district experiences hot climate. In winter the nights are colder and days are
warm. The climate in eastern part is hot compared to western and central part.
Change in season affect the climate in the district.
Rain fall:
Eastern part of the district like Man taluka, part of Phaltan and Khatav
experiences very low rain. Average annual rainfall recorded in the area is
443mm.
Soil:
The soil pattern in the district differs widely due to marked variations in the
topography of the region. The soil in the hill slopes especially in the western part
of the district is of low type, reddish in colour. The soil in the parts surrounding
rivers especially of Krishna and Koyana in central part of the district is black.
The land is very fertile. Kas and nearby area, western part of satara taluka has
been declared as World Heritage Site. Here excellent flora and fauna is seen
after September. The soil type also varies from block to block. It ranges from
light laterite type in hilly tracts of Mahabaleshwar, Jaoli, Patan to fertile black
cotton soils in some parts of the district i.e. Phaltan & Karad
Rivers:
Krishna is the main river flowing in the district & its tributaries are Koyana,
Urmodi, Tarali, Man, Venna, Kaudali, Vasana & Yerala. The major irrigation
projects of Dhom & Kanher are situated on the river Krishna and Venna
respectively.
Demography:
As per 2001 census the total population of the district is 27.97 lacs with density
of 267 persons per sq. km.. The male & female population is 14.02 lacs & 13.95
lacs respectively. The rural population & urban population is 23.99 lacs ( 86%) &
3.98 lacs (14%) respectively. The literacy rate in the district is 78.52% as
against the state average of 76.2%.. Male literacy is 88.45% and the female
literacy is 68.71%.
Occupational Structure:
According to 2001 Census, the total working population in the district was 21.86
lakhs, which was 43.77% of total district population. Out of total working
population, 50.88% are engaged in agriculture and allied activities, 1.60% are in
Cottage industries and remaining 47.52% are in other manufacturing and
service industries.
5.4.4 AVAILABILITY OF MINERALS:
There are no major mineral deposits in the district. However, Sand, Murum,
Stone and clay are available in abundance, which can be suitably used for
construction of roads and building. Traces of Iron ore are found in the western
part of the District.
5.4.5 FOREST:
Only 12% of the total area of Satara district is covered by forest. Forest
Development Corporation, Maharashtra (FDCM) together with the Social
Forestry. Department of Government is implementing the schemes for
development of social forestry.
5.4.6 ADMINISTRATIVE SET UP:
Satara district has three different terrains namely western hilly terrain, central
Krishna river basin and eastern dry terrain. Satara City is the district head
quarter & hence the Collectorate, Zilla Parishad & all the district level offices are
situated at Satara. The district consists of Eleven Tehsils/Blocks. Each Tehsil /
Block is having Tehsil Office & Panchayat Samiti Office. These offices are
exercising the administrative as well as all developmental control over the block.
As per 2001 census there were 1707 revenue villages including 26 deserted
villages & there are 1478 Grampanchayats / Group Grampanchayats. There are
11 towns in the district & eight Nagar Parishads viz. Satara, Wai,
Mahabaleshwar, Panchgani, Phaltan, Karad, and Rahimatpur & Mhaswad.
5.4.7 GENERAL ATGLANCE
The general atglance of the Satara district are as follows
5.5 DISTRICT PROFILE SANGLI:
5.5.1 LOCATION AND AREA
Sangli District is one of the south-western Districts of Maharashtra, which lies

between 16o 45' and 17o 33' north latitude and 73o 42' and 75o 40' east
longitude. It is surrounded by Satara and Solapur Districts to the north,
Karnataka State to the east and south, Kolhapur District to the southwest and it
also has a small boundary with Ratnagiri District in the west. The District has an
area of 8,572.00 sq.kms, and a population of 28,22,143 persons as per
2011Census. While the area of the District accounts for 2.79 percent of the total
area of the State, the District population constitutes 2.51 percent of the total
population of the State. The density of population is 329 persons per sq.km.
Among the 35 Districts of the State, the District ranks 17thin terms of area,
15thin terms of population and 12thin terms of density. The headquarters of the
District is at Sangli, a city with a population of 5, 02,793. The District is well
connected by road as well as by rail from the other parts of State as well as the
country.
5.5.2 GENERAL CHARACTERISTICS OF THE DISTRICT:
There are several interesting stories as to how the name Sangli originated. One
of them is that, there were six (6) Gallies i.e. lanes on the bank of the Krishna
River hence the name “SANGLI”. The second one is that, the name of the
village was Sangalki in Kannad language so in Marathi it became Sangli.
Another belief is that the confluence of Warna and Krishna rivers is near Sangli
village. The word of confluence in Marathi is ‘Sangam’ and the Sangli is
distorted version of the word Sangam. Sangli is among the largest grape
producing districts in India and houses a large Wholesale grape market. The
industrial town of Kirloskarwadi is also situated in Sangli District. Industrialist
Laxmanrao Kirloskar started his first factory at this place. Kirloskarwadi is one of
the most beautiful industrial towns in India.
5.5.3 TOPOGRAHPY:
The area of the district is 8572 sq. kms. It is situated in the river basins of the
Warna and Krishna river. The vegetal cover too varies from the typical
monsoonforest in the western parts to scrub and poor grass in the eastern
parts. Geographically, the entire district comprises of Deccan trap. According to
soil, climate and rainfall district could be divided as i) Western Mountain/Hilly
area with maximum rainfall, ii) Plain land in the basins of rivers with medium
range rainfall iii) Eastern plateau with inferior quality soil and minimum rainfall
(drought prone area).
Climate & Rainfall:

The climate ranges from the rainiest in the Chandoli (Shirala) region, which has
an average annual of over 4000 mm to the driest in Atpadi and Jath tehsils
where the average annual rainfall is about 500 ml.
Soil:
The soil varies from deep black soil in the river valleys to shallow murum red or
gray in the hilly areas. Laterite soil exists on the ghats in the extreme western
parts of the district.
Rivers:
The main rivers of Sangli district are Warna and Krishna. The Krishna is one of
the three largest sacred rivers of southern India. Approx. 105 kms. of the river
course falls inside the district.
Population:
The population of Sangli district as per the 2001 population census is 25.83
lakh. Out of the total population in the district, the male population is 13.20 lakh
while the female population is 12.63 lakh. The literacy rate in the district is
62.41%.while the male literacy is 74.88%, the female litracy is only 49.94%. The
density of population in the district is 301 per sq.km. The urban population is
6.33 lakh (24%) while the rural population is 19.50 lakh.
Occupational Structure:
As the population is mostly rural based agriculture related to activities is the
main source of employment in the district. The classification of the workers in
the district is as given below:-
5.5.4 ADMINISTRATIVE SET UP:
The district consists of 9 cities – Sangli, Miraj & Kupwad,, Islampur, Astha, Vita,
Shirala, Mandur,Tasgaon, Jath, Atpadi and 727 villages. Krishna, Warna,
Morana, Verala, Agrani, Manganga, Nanni and Bor are the rivers flowing
through the district. The river Krishna and Warna are big rivers which flow
throughout the year and the other rivers flow seasonally. There is one Municipal
Corporation – Sangli, Miraj and Kupwad Municipal Corporation and 4
Municipalities – Tasgaon, Vita, Astha and Islampur and 714 Grampanchayats.
5.5.5 GENERAL ATGLANCE
The general atglance of the Satara district are as follows
6. ENGINEERING SURVEYS
AND INVESTIGATIONS
6.1 GENERAL
The prescribed engineering surveys and investigations have been carried

out on the Project Road conforming to MORTH/IRC/BIS Specifications /
Codes as per TOR to generate adequate database for preparing the most
appropriate proposal for the rehabilitation and upgrading of the existing
Main State Highway. Following various engineering surveys and
investigations has been carried out other than traffic surveys.
 Inventory and Condition Survey of Road;

 Pavement Condition Survey;
 Culvert Inventory and Condition Survey;
 Inventory of Bridge and ROB;
 Condition Survey of Bridge, ROB and Vented Causeways;
 Topographic Survey;
 Pavement Investigations;
 Pavement Deflection (BBD Survey);
 Pavement Roughness;
 Materials Investigations;
 Geotechnical investigations.
 Hydraulic and Hydrological Investigations;,
The basic data collected from different engineering surveys is presented

separately as Annexure to this Final Feasibility Report. Brief description of
each survey has been discussed in this chapter. The inventory and
Condition survey of Road, Pavement conditions, inventory and condition
surveys of the structures are given in chapter-4 and Materials
Investigations & Geotechnical investigations details are given in Chapter -7.
6.2 TOPOGRAPHIC SURVEY
The topographical survey was carried out in the period from APRIL 2017 to
MAY 2017. The main purpose of the topographical survey was to produce
digital 3D base maps showing the existing terrain including all existing
road features including houses, telephone line, OFC, Electric Line,
monuments, place of worship, cremation ground, Utility line, Trees, hand
pumps and other features covering the entire right of way of the road. The
digital 3D base maps are the basis for preparation of the Digital Terrain
Models (DTM) required for the road design.This detailed topographic
surveys was carried out using a survey grade LiDAR system.
The methodology as per Terms of Reference (TOR) was adopted for

topographical survey by the Consultants for capturing all the physical
features along the project corridor for facilitating proposals for the final
centre line of the proposed 2/4-lane road, keeping in view the possible
local realignments. The corridor for survey is at least 30 m beyond either
side of the centre line of the proposed carriageway or land boundary and
additional width for intersections, and at high embankment locations such
as approaches to bridges / ROB’s. This survey includes reading spot levels
along L-section at every 25 m interval, cross sections at every 50 m
interval, fixing GPS/ Benchmarks at every 5 Km interval and the Reference
Benchmark Pillars at every 250 m interval connected to GTS Benchmarks
as specified in TOR. The project road alignment was surveyed and
Reference / Bench Mark pillars for horizontal and vertical control were
fixed on the ground along the project road as per The scope of
Consultancy was to carry out the topographic survey to cover following
aspects:
 Control Surveys
 GPS Control
 Total Station Traverse
 Height Control
6.2.1 CONTROL SURVEYS
The control traverse is the base framework for all the further survey work.
This provides a coordinated horizontal grid and a level reference system to
ensure accuracy. Thus the measured coordinates of these survey grids
(Northing and Easting) and the levels are tied to GTS benchmark wherever
available, to verify the accuracy of survey.
The control survey is carried out in two phase survey. Horizontal control
points using GPS and Total Station. Vertical control using auto -level
Control points (cement concrete pillars) established at an interval of about
5-km along the road, using differential GPS techniques. Twin pillars were
fixed at these locations so as to enable further control (200 to 300 m apart)
along the road using total station traverse. The location of these GPS
pillars fixed at site in such a way that GPS observation to the satellite can
be carried out without any obstruction and these cement concrete pillars
are available as permanent benchmarks for survey and layout at later
stage. All the GPS control pillars are uniquely numbered and described so
that these can be easily located and accessed for future work. The
anticipated accuracy of the above control points are
 Planimetric accuracy of GPS control points: 10 mm + 5 ppm
 Adjustment accuracy of secondary traverse control points fixed by total

station: better than 1:10,000
For elevations using auto-levels, the agreement with the reference
between the benchmarks in kilometres.
6.2.2 GPS CONTROL SURVEY (PRIMARY CONTROL)
GPS survey is the primary control survey in topographical survey. The

sequence activities involved in this survey are:
 Established GPS control pillars at every 5 km along the project corridor
 Collected GPS signals at an arbitrary station for a period of about 2 (two)

hours so as to compute the geographic coordinates of this point to an
accuracy of few decimetres.
 Taking the above as the known point, determine the relative geographic
coordinates of all geodetic and azimuth controls to an accuracy of 1: 50,000
or better from its nearest geodetic control
 Project the geographic coordinates onto a suitable grid
Three sets of receivers (make Leica GS20 with Leica AT501 external
antenna mounted on conventional aluminum tripod and centering device
(tribrach + carrier) were used for data acquisition. GPS data were
downloaded from the receivers, post. Processed verified for loop closure
and networks adjusted at select locations. Subsequent t differential post
processing, loop closure was computed to identify possible anomalies in
the observed results. On satisfactory completion of loop closure analysis,
Net work adjustments were carried out to attain the final coordinates for all
the control pillars. The location of GPS pillars have been marked on base
map drawing and northing and easting values also shown at every control
point. The geographic coordinates of all control points were determined on
WGS84 datum.
6.2.3 TOTAL STATION TRAVERSE (SECONDARY CONTROL)
Total station traverse in between GPS control points is basically to

distribute the control points along project road to facilitate further use of
them to read all topographical features. After successful completion of
primary control points, secondary control points were established with total
station. An open traverse was run along the existing road beginning from
known GPs point and closed on the next GPS control pillar. The amount of
error found after closing the traverse on successive GPS point is
distributed equally on all stations, which are established during traversing
in between those GPs points. If the amount of error is more than the
permissible limits, the whole process was repeated until the results are
satisfactory. Foresight and back sight distances of traverse station
maintained equally to minimise the angular error.
6.2.4 HEIGHT CONTROL AND BENCH MARKS PILLARS
The elevation of all the control points fixed by GPS and total station are
established using auto levels, connecting to GTS bench marks. The GTS
Bench mark was taken from well protected GTS Monument and the
reduced level is clearly written on monument & used as datum for this
project. Precision levelling has been carried out by two levelling teams in
fore and back direction and mean has been taken to establish the
elevation of all cement concrete pillars, and other control points, using
auto-levels. This established control work of plan and height would enable
topographical survey on systematic accurate and scientific basis.
Bench mark/ reference pillar of size 15cm x 15cm x 45cm casted in RCC of
M15 grade with a nail fixed in the centre of the top surface. These pillars
are embedded in concrete up-to a depth of 30cm with CC M10 (5 cm wide
all around). The balance 15cm above ground has been painted and BM
numbers are given to each pillar. These numbers along with RL value are
shown in base map. The interval of this bench marks pillars are 250 m
along the project road as per TOR.
The feature code is an alphanumeric code assigned to each topographical

feature to represent and communicate between surveyor and highway
design engineer. Before picking of any feature the surveyor has assign the
feature code to that particular feature and collect the x, y, z of that feature.
Coding for feature comprises of four characters, first two characters
describing the feature and last two characters mentioning the string
number. All the surveyed points with same string name have been joined,
(eg. road centreline, shoulder, building, etc.). All the features are not
joined (e g. Telephone poles, trees, spot levels, etc.) have their codes start
with P. No features have its survey code starting with M, L or G. A
predefined list of feature codes have been prepared and handed to
surveyors. An initial training to field surveyors has been given by highway
engineer to get acquaintance of these codes. The survey procedure upon
completion of horizontal and vertical control points along the project road
on permanent concrete pillars, the detailed topographical survey was
carried out for the 60 to 70m corridor of the project road.
Details of all physical and topographical features within the survey corridor
such as roads, rivers, streams, rail crossings, OFC / electric / telephone
lines, high / low tension lines and their offsets from the road edge,
buildings, trees (girth more than 300mm), etc have been captured with
predefined feature codes. At locations of encroachments where ROW has
been reduced or where existing alignment can be improved upon through
minor adjustments, the width of the survey corridor is extended
appropriately to accommodate the proposed alignment. At road junction
locations, survey was carried out for a length of 200 m along the cross
roads to accommodate improvements including at grade / grade separated
intersections to be designed. At interchange locations, survey covered the
extent of the structure as per GAD.
Cross sections were picked at every 50 m intervals, and at each cross -

section the survey normally extended beyond 30 m on each side of the
existing road centre line with survey points at 3-5 m apart and at all
variations in the natural ground or breaks in level.
Longitudinal levels and cross sections for major and minor rivers are taking
as per recommendations stipulated in IRC S.P.No.13 (Guidelines for the
design of small bridges and culverts) and IRC-5-2001 (Standard
Specifications & Code of Practice for
Road Bridges Section I – General Features of Design).
For bridges, apart from taking bridge centreline levels at regular interval of
25 m, additional centreline levels at the start and end of the bridge has
been taken. To define channel, cross-section has been taken at proposed
bridge location and in stream direction on upstream and downstream.
For minor waterway less than 30 m length of existing bridge, only one such
crosssection has been taken each, on upstream and downstream side. For
culverts, only one reading is taken at the centre of the culvert. For pipe
culvert, the invert level is taken. The Report on Bench Mark Pillars are
presented in Annexure 6-1.
6.3 INVESTIGATION ALONG THE PROJECT HIGHWAY
Investigations along existing Subgrade have been carried out to assess

the adequacy of the existing pavement layers apropos to present
Subgrade strength so that the strengthening and reconstruction
requirement can be established to cater the design traffic for design
period. Objectives of investigation include evaluation of the existing
pavement composition, strength and; characteristics of existing Subgrade
for design of pavement supported by testing of samples collected along the
project road.
6.3.1 SCOPE OF THE INVESTIGATION
The requirements of TOR are met through the following steps:
 Condition Survey of existing pavement by means of Visual inspection.

 Two Samples from five km of the project road to evaluate the characteristics
of existing soil.
 Laboratory-tests on collected samples including CBR (Soaked).
 Benkelman Beam Deflection test – one set of ten readings in 250 m for every
three km.
 Laboratory and Field test results analysis
 Investigation report with specific recommendation for pavement design.
6.3.2 METHODOLOGY
Test pits are excavated manually along the existing road at the pavement -
shoulder interface extending through the pavement layers down to the
subgrade level. The details of type of test pits and the sequence of
operations are described below:
6.3.3 TEST PIT FOR EXISTING SUBGRADE
Test pits of size of about 1.0 m x 1.0 m approximately were excavated

manually at every 2.5 km interval (Two pits at five km) at pavement –
shoulder interface to meet the requirement of TOR, extending through the
pavement layers down to the Subgrade level. On reaching Subgrade level,

thickness of various pavement layers were measured and type of layer
was also recorded.Subgrade soil sample (about 40 kg) was taken from
each pit for detailed laboratory test. Following test were carried out on the
Subgrade soil sample in the laboratory.
 Atterberg’s limits As per IS: 2720, Part- V - 1985
 Grain size analysis As per IS: 2720, Part- IV - 1985
 MDD (heavy compaction) As per IS: 2720, Part- VIII - 1983
 Optimum Moisture Content As per IS: 2720, Part- VIIl - 1983
 CBR (soaked) As per IS: 2720, Part- XVI - 1987
6.3.4 COMPOSITION OF EXISTING PAVEMENT
The detailed layer composition of the existing pavement was recorded at

every pit and the observations have been presented in Annexure 6-6.
Generally the existing pavement structure comprise of three layers namely
wearing coarse, base course and sub-base course.The wearing course
consists of bituminous material that may be termed as Bitumi nous Top
(BT). The base course comprises of mixture of boulder/aggregate. The sub
base course mainly comprises of aggregate/sand and murram.
6.3.5 TESTS RESULTS OF EXISTING SUBGRADE
The samples collected from Test pits were carefully sealed and labelled for
laboratory assessment. The laboratory test comprises of determination of
Atterberg’s Limit, Modified Proctor test, soaked CBR and Grain Size
Analysis etc. Test results and their analysis obtained from laboratory tests
are presented in following table. The Tests results of existing subgrade
along road are given in Annexure 6-2
6.4 DYNAMIC CONE PENETRATION (DCP) SURVEYS AND ANALYSIS
6.4.1 Dynamic Cone Penetration Tests on Subgrade
TRRL dynamic cone penetration tests (DCP) were conducted on the

exposed subgrade in the test pits to estimate the CBR strength of the
subgrade at the field density and field moisture conditions. The test was
conducted at 11 locations on the subgrade layer.
Feasibility Study and Preparation of DPR for Upgradation to 2 lane with paved shoulder State Highway-78 (Now NH-166E) having approximate length DETAILED PROJECT
of 105 Km. from Karad to Nagaj (State Boarder) Via Vita KhanapurJarandi in Satara and Sangli Districts in the State of Maharashtra REPORT (DPR)
Table 6-1: Summary of Subgrade tests Results
6.4.2 Analysis of DCP Test Results
For each test a graph was plotted between the depth of penetration and
the number of blows required to cause that penetration. A typical plot is a
set of connected straight lines of different slopes, each line representing
one penetrated layer of subgrade. The slope of each line (rate of
penetration or the DCP value) represents the strength of the layer. The
boundaries between the layers are identified by the change in the s lopes
of the lines and can be utilized to estimate the depth of each subgrade
layer.
The relationship between the DCP value and CBR strength as obtained by
TRRL (UK) was used to estimate the CBR values. The relationship
obtained by TRRL is given below:
Log10 (CBR) = 2.48 – 1.057 log10 (DCP) has been used to estimate the
CBR values.
The DCP test results and the derived CBR values are given Annexure 6 -3.
6.5 PAVEMENT ROUGHNESS SURVEY
Pavement roughness survey has been carried out by using ROMDAS

(Road Measurement and Data Acquisition System). Roughness
measurements have been taken on wheel-path using ROMDAS mounted
vehicle.
Before carrying out the actual surveys, the ROMDAS vehicle has been
calibrated using MERLIN (Machine for Evaluating Roughness using Low-
cost Instrumentation). Test locations were selected and MERLIN has been
run to get standard roughness in terms of IRI (International Roughness
Index). On these test stretches, ROMDAS has run at different speeds and
regression equations were developed.
The survey instrument has been programmed to collect the raw count of
these bumps for the surveyed sections. The regression equations
developed were fed into the software for further analysis to get standard
IRI. The raw counts are then used to calculate the IRI from these
equations. The average IRI of each kilometer of each section was then
calculated from the bump count of that section.
The value of the Average International roughness Index ranges

3.40-5.59 m per km & 3.39-5.07 m per km for package-I &
Package-II respectively. Based on these test results the overlay
thickness may be worked. The detailed Calculation are given in

Annexure 6-4.
6.6 BENKELMAN BEAM DEFLECTION SURVEYS
Benkelman Beam deflection measurements were made on the corridor in

accordance with the methodology confirming to IRC: 81-1997. As per the
specifications, the test points are to be located at a distance of 0.9m for a
two-lane road. The code is silent on the offset distance, when the road has
two-lane with paved shoulders. The project corridor is of lane widths
varying. Hence in order to track the actual wheel-paths, lateral axle
placement survey was carried out at two locations, Generally it can be
seen that the maximum number of axles followed a wheel path at a
distance of 1.0m from the edge of the carriageway. Accordingly the
deflection measurements were made at an offset distance of 1.0m from the
edge of the carriageway and at a 50m intervals in a staggered manner on
the adjacent lanes of project road giving a total of 21 points in a kilometer
length. At each point 4 sets of measurements were taken, namely at D-
200, D0, D2700, D9000 at regular interval along outer wheel path. In
addition to this deflection measurements were also made at every 500m
interval along the inner wheel path.
Pavement and air temperature were measured during the deflection survey
to apply temperature correction. Subgrade soil samples were also
collected from test pit survey, and the moisture data was obtained for
applying the appropriate seasonal correction factors for correcting the
deflection measurements. The BBD data collected in the field has been
presented in Annexure 6-5 in Volume-IA of this report.
Analysis of B.B. Deflection Data
 Temperature Correction: Appropriate temperature corrections were made

based on the recommendations in IRC: 81-1997.
 Correction for Seasonal Variation: The pavement for the entire length of the
Project has been laid on an average embankment of height 0-0.5 m or more,
except in the urban sections. The pavement layers have been laid on sub-
grade. To account for the changing moisture situation in the sub-grade during
different seasons, appropriate moisture correction factors were applied based
on the recommendations in IRC: 81-1997.
 Characteristic Deflection: For the set of deflection readings in a kilometer
length the average and standard deviation have been calculated and the
characteristic deflection for that kilometer length has been taken as the mean
plus 2 standard deviations. This data including the information pertaining to
the temperature and moisture content used for corrections is presented in
Annexure 6-5 in Volume IA of this report.

 The Benkelman Beam Deflection surveys have not been carried out due the
Proposed Rigid Pavement of Cement Concrete.
Annexure 6-1: DGPS and Bench Marks Report of Topo Survey
ENCLOSED AS SEPARATE REPORT AS ANNEXURE OF THE

VOLUME-I MAIN REPORT
Annexure 6-2: Existing Subgrade Test Results DGPT

Annexure 6-3: Existing Subgrade Test Results

Annexure 6-4: Pavement Roughness Survey

Annexure 6-5: Benkelman Beam deflection

7. MATERIAL SURVEYS & GEOTECH

INVESTIGATIONS
7.1 MATERIAL INVESTIGATION
For the development of Road various construction materials are required.

Therefore, material investigation is carried out to identify the availability of
suitable materials within reasonable lead.
7.1.1 OBJECTIVE OF INVESTIGATION
 To identify the source of material with minimum lead distance from

the project road
 Direction with respect to project road i.e. left/right of project road
 Nature of borrow soil i.e. Barren land/Pond/Hillock
 Approximate assessment of available quantity
 Quality of material and its suitability
The various construction materials are listed below.
 Borrow Soil
 Aggregate
 Fly-Ash
 Granular material
 Sand
 Cement
 Bitumen
 Steel
 Water
7.1.2 BORROW SOIL
Borrow soil is generally used in embankment and sub grade layer. Sub
grade is a layer of soil prepared to stand against load of road material,
traffic load and environmental conditions. The load on pavement is
ultimately received by the sub grade soil for dispersion to the earth mass
below. Therefore, it is essential that at no time, sub grade soil is
overstressed, meaning that the pressure transmitted on the top of the sub
grade should be within the allowable limit, not to cause excessive stress
condition or to deform the same beyond elastic limit.
Soil that can be used as sub grade and embankment, identified from
various borrow area located in vicinity of proposed project road. Other
information like average lead distance of borrows area from nearest point
on project road, nature and direction etc is also obtained. Investigation of
Borrow area for road construction has been carried out to identi fy the
potential sources for embankment fill material and Sub grade material.
Soil Borrow area identified during survey can be used for road
embankment as well as for Sub grade layer. The quality of the soil along
the road side is not good so some good source may be used as Soil
borrows areas.
Table 7-1: List of Borrow Area Sample
Sr.
Location Name Sample Code Geographical Coordinates
No.
1 Raiwadi S1 17° 9'18.50"N 74°55'3.94"E
2 Hivare S2 17°13'39.72"N 74°47'24.41"E
3 Khanapur S3 17°15'47.54"N 74°42'44.20"E
4 Panchshil nagar S4 17°16'50.35"N 74°38'49.04"E
5 Vita S5 17°16'31.45"N 74°31'23.31"E
6 Nerli S6 17°17'50.70"N 74°18'49.94"E
7 Karad S7 17°17'0.17"N 74°11'4.74"E
Soil Samples Collected from borrow areas have been tested for Gradation,
Atterberg’s limit, Modified Maximum Dry Density / Optimum moisture
content and soaked CBR. All these parameters have been tested in
accordance with the following Indian Standards.
 Atterberg’s limits As per IS: 2720, Part- V - 1985

 Grain size analysis As per IS: 2720, Part- IV - 1985
 MDD (heavy compaction) As per IS: 2720, Part- VIII - 1983
 Optimum Moisture ContentAs per IS: 2720, Part- VIIl - 1983
 CBR (soaked) As per IS: 2720, Part- XVI - 1987
The test results of the soil collected from the borrow areas is presented in the
table below.
Table 7-2: Summary of Borrow Test Results
Sr. No. Parameters Units Raiwadi Hivare Khanapur Panchshilnagar Vita Nerli Karad
Sandy Sandy Sandy Sandy Sandy Sandy

1 Soil Texture Sandy Clay
Clay Clay Clay Clay Clay Clay
2 pH 6.47 7.62 7.03 6.97 6.69 6.12 7.55
3 Sand % 48 46 49 50 47 48 46
4 Silt % 12 11 9 11 13 13 16
5 Clay % 40 43 42 39 40 39 38
6 Organic Matter % 0.83 0.69 0.4 1.01 0.89 0.56 0.45
7 Porosity % 62.5 63.7 67 66.5 69 67.1 62.8
8 Nitrate, (as NO3) mg/kg 21.3 36.4 18.5 17.8 20.6 23.4 30.6
9 Phosphate, (as PO4 ) mg/kg 51.4 61.6 90.9 65.3 56 61.8 43.9
10 Potassium, (as K) Kg/ha 719.2 531.7 874.1 691.4 745.3 484.1 708.2
11 Salinity % 0.83 0.45 0.77 0.42 0.56 0.6 0.39
12 Permeability cm/sec. 0.276 0.113 0.289 0.056 0.186 0.077 0.204
13 Sodium (as Na) mg/kg 294.6 187.4 395.1 473.1 331.3 216.7 223.9
14 Electric conductivity mS/cm 0.345 0.062 0.311 0.248 0.124 0.223 0.177
15 Cation Exchange Capacity Meq/100g 36.4 38.9 37.2 42.1 38.6 41.3 37.2
16 Water Holding Capacity % 25 29 32 26 29 31 30
Feasibility Study and Preparation of DPR for Upgradation to 2 lane with paved shoulder
State Highway-78 (Now NH-166E) having approximate length of 105 Km. from Karad to
(DPR)
Nagaj (State Boarder) Via Vita KhanapurJarandi in Satara and Sangli Districts in the State
of Maharashtra
DISCUSSION ON BORROW SOIL RESULTS
Liquid Limit of borrow soil is less than 70% and Plastic Limit is less than 45%.
Maximum Dry Density of borrow soil ranges from 1.43 gm/cc to 1.73 gm/cc which
satisfies the requirement of sub grade as well as embankment. Thus, it is implies
that the soil from the identified borrow area is suitable for construction.
7.1.3 AGGREGATE QUARRY
Aggregate stone is basic ingredient in road construction. Investigation of

quarry area has been carried out to ascertain the potential source of
aggregate which can be used for the construction of different pavement
layers Granular Sub-base, sand for cement concrete works, GSB etc.
There are many quarries/crushers located in the vicinity of the project

road. Tests were carried out on the collected aggregate sample, to
ascertain various parameters like Aggregate Impact Value, Water
Absorption, and Specific Gravity etc. to determine their suitability vis -à-vis
specifications. All tests were carried out in accordance with following
Code.
 Aggregate Impact Test - As per IS: 2386 (Part 3)

 Water Absorption of Aggregate - As per IS: 2386 (Part 3)
 Specific Gravity of Aggregate - As per IS: 2386 (Part 3)
 Bitumen Coating and Stripping test - As per IS: 6241-1971
 Elongation and Flakiness Index - As per IS: 2386 (Part 1)
The aggregate may be taken from the following locations
Table 7-3: Location of Aggregate
Location Distance from MSH-4

Gardi 4.0 from Vita
Summary of test result is shown below in Table.
Name of Test
Location of
Impact Water Specific Elongation &
Quarry
Test (%) Absorption (%) Gravity Flakiness Test (%)
Gardi 14.62 0.768 2.710 33.60
Table 7-4: Tests Result of Aggregate
From test results, it is observed that Aggregate Impact Value (AIV) for
(DPR)
of Maharashtra
stone crusher is 14.62% & Water Absorption is 0.68%. The Aggregate

Impact Value and Water Absorption value should be less than 35% and 2%
respectively for the material to be used in the base, sub base and Cement
Concrete works. The values of these tests are within limit. Elongation and
Flakiness Index result is 33.60 %. In addition, for the interpretation of the
test results, following cautionary remarks need attention:
 The resistance to wear and tear does not only depend on the hardness of the
rock but also on the shape of the crushed material. The shape (flakiness)
obtained from laboratory may differ considerably from the shapes during the
execution of the works as the samples are taken from the identified source of
a potential quarry during field surveys. Normally, the quality improves at
deeper excavation of the rock.
 Stripping value is an indication if a certain type of rock has affection

(Adhesion) to a certain type of bitumen. The adhesion does not only depend
on the type of rock but also on the type of bitumen. Not only the sulphur
content plays an important role, but also the way of refining the bitumen has
influence on the adhesion. Some oil companies sell types of bitumen with
improved adhesion. As it is not known yet which bitumen will be used for the
execution of the works, the results may be regarded as an indication. If the
origin and the supplier of the bitumen are known, the stripping test will need
to be reassessed for the correct type of bitumen. Only then it may be
confirmed if the quarry is to be rejected for this reason or measures to
improve adhesion are to be taken. Adhesion can be improved by using
hydrated lime as filler or an additive to the bitumen can be used. The type of
additive will depend on the type of rock. Almost all oil companies have their
own types of adhesion improving agents, and are generally added in tenth of
percents of the bitumen content.
 It may be noted that AIV and stripping value test results are prone to have a
wide range of variation. The AIV depends on the aggregate sizes, mostly
governed by the aggregate mineral composition and its formation at the
stage of solidification. The stripping value is also dependent of mineralogical
composition. Hydrophilic aggregates do not adhere to bitumen film causing
deboning
7.1.4 FLY ASH
No thermal power plant is situated at 100 km distance from the project road
hence, use of fly ash is not recommended on the project road.
7.1.5 GRANULAR MATERIAL
(DPR)
of Maharashtra
Granular material is used for the Drainage layer (GSB) in the pavement
crust. The bottom most layer of this layer is laid up to the formation width
of the pavement for the effective drainage so as to improve the
performance of the pavement and to extend the service life of pav ement.
Granular material used in the GSB layer should have Liquid limit and
Plasticity index restricted to 25% and 6% respectively. In case of non -
availability of suitable granular material in vicinity of project area within the
reasonable lead distance, Soil, Sand and Aggregate are to be blended with
suitable proportion (preferably 60:10:30) so as to achieve specified test
value and gradation as per the clause 401 of MORTH specification.
7.1.6 SAND
Sand is generally used in the concrete work during construction. No sand is

available near project Area. The major source of sand may be near the project
roads from Sina River. The sample of sand has been taken from the area and
tested for Fineness Modulus, Water Absorption, Specific Gravity and Silt Content.
Generally the property of sand varies from time to time.The test results are
presented in Following Table.
Table 7-5: Test Results of Sand
Modified CBR at 97% of

Silt Water
Fineness Specific Proctor Test MDD
Content Absorption
Modules Gravity MDD Unsoaked Soaked
% in % OMC
gm/cc % %
3.05 1.15 2.74 0.86 1.825 8.50 15.23 7.56
7.1.7 CEMENT
There are number of factories of cement manufacturing in Maharashtra.

The cement can be procured from the open market. The various brand of
cement like Birla, Binani, Ambuja, J K, Ultra Tech, ACC etc are available
with Ordinary Portland Cement and with various grade of cement like 33,
43 & 53.
The samples of JK cement for cement (both OPC and PPC) were collected
from stockist at market. The samples were tested in accordance with
procedures laid down in IS codes as mentioned against each item;
a. Compressive strength IS: 4031, Pt-6

b. Consistency Test IS: 4031, Pt-4
c. Initial and Final Setting time IS: 4031, Pt-5
(DPR)
of Maharashtra
d. Soundness by Le-chatelier Method IS: 4031, Pt- 3
Table 7-6: Test Results of OPC
S.N. Type of test Result Acceptability as per IS

1 Compressive strength, 3 days 36.5 N/mm² Min 23 N/mm2
2 Compressive strength, 7 days 43.5 N/mm² Min 33 N/mm2
3 Compressive strength, 28 54.5N/mm² Min 43 N/mm2
days
4 Initial setting time 120 min Min 3o minutes
5 Final setting time 170 min Max600 minutes
6 Consistency 28.8% Not prescribed
7 Soundness 0.5 mm Max 10 mm
The OPC cement is found fit for use in construction. Test results for PPC
are as follows:
Table 7-7: Test Results of PPC
Acceptability as
S.N. Type of test Result
per IS
1 Compressive strength, 3 days 29 N/mm² Min 16 N /mm2
2 Compressive strength, 7 d 38.5 N/mm² Min 22 N/mm2
3 Compressive strength, 28 d 44.5 N/mm² Min 33 N/mm2
4 Initial setting time 150 min Min 30 minutes
5 Final setting time 220 min Max 600 minutes
6 Consistency 31.8% Not prescribed
7 Soundness 0.5 mm Max 10 mm
The PPC cement is found fit for use in construction.
7.1.8 STEEL
Sample for steel bars of various sizes (10 mm to 32 mm) of Sail was obtained
from bearby Market. The samples were tested in accordance with procedure laid
down in IS codes as mentioned against each item;
a. Tensile Strength IS: 1786-2008

b. Yield Stress IS: 1786-2008
c. Elongation IS: 1786-2008
d. Nominal Mass IS: 1786-2008
e. Cross-Sectional Area IS: 1786-2008
(DPR)
of Maharashtra
f. Bend Test IS:1599 (1995)

g. Re-bend Test IS:1599 (1995)
The sample wise test results are given in given in following table.. Steel
bars were found fit for use in Structure construction The steel can be
procured from the open market or from the steel rolling factory located
near project road for the RCC construction
TEST RESULTS OF STEEL
Name of Project:
Table 7-8: Brahmini Dam and Diversion
Test Results of Steel System
Proof Cross-
Tensile Nominal
S.no. Size Stress/Yield TS/YS Ratio Elongation(%) Sectional Bend Test Re-bend Test
Strength(N/mm²) Mass(kg/m)
Stress(N/mm²) Area(mm²)
1 2 3 4 5 6 7 8 9 10
1 10mm 531 605.0 0.878 26 0.592 75.45 Satisfactory Satisfactory
2 12mm 531 627.0 0.847 26 0.89 113.12 Satisfactory Satisfactory
3 16mm 558 645.0 0.865 27.5 1.56 198.73 Satisfactory Satisfactory
4 20mm 530 636 0.833 18.5 2.494 317.7 Satisfactory Satisfactory
7.1.9 WATER
Ground water and surface water in the vicinity of the project road is to be
considered as a source of water. At construction site/plant bore well serves
the purpose. Representative water samples were collected and observed
that good quality water is available in sufficient quantity at most of the
place, can be used for construction work. The samples were tested in
accordance with procedure laid down in IS code as mentioned against
each item
a. pH IS 3025
b. Chloride IS 3025
c. Sulphate IS 3025
d. Organic solid IS 3025
e. Inorganic solid IS 3025
f. Suspended matter IS 3025
g. Volume of.02 N NaoH required to neutralize IS 3025
h. Volume of.02 N H2 so4 required to neutralize IS 3025
(DPR)
of Maharashtra
The sample wise test results are given in following table
Table 7-9: Test Results of water Samples
Permissible Limit
of water
Results
No Name of Test Method of Test Unit used for
Test
Construction
Purpose
1. pH (at 25 °C) 1S: 3025 (Pt- 7.90 - 6
11)
Not more than
2000mg/1 for
concrete not
containing
2. Chlorides (as Cl) IS:3025 (Pt-32) 25.79 mg/i
embedded steel and
500mg/1 for
reinforced concrete
work.
3. Sulphate (as SO3) IS:3025 (Pt- 24) 4.12 mg/1 ax.)
4. Sulphate (as SO3) IS:3025 (Pt- 24) 4.12 mg/1 400 (Max.)
5. Inorganic Solids IS: 3025 (Pt-18) 189 mg/1 3000 (Max.)
6. Suspended Matter IS: 3025 (Pt-17) 12 mg/l 2000 (Max.)
Volume of 0.02N
NaOH Required to
7. IS: 3025 (Pt-22) <1 ml 5
neutralize 100 ml
sample of water
Volume of 0.02N
H2SO4 Required to
8. IS: 3025 (Pt-23) 13.1 ml < 25
neutralize 100 nril
sample of water
Looking to result, water satisfied majority of criteria and hence

recommended use in construction works.
7.2 GEOTECHNICAL INVESTIGATION
7.2.1 GENERAL
As per TOR, one trial bore is required at locations where new structures
are proposed. As project road is developed as Two lanes, all the structures
are required to be constructed widening as per the two Lane standards.
The purpose of soil investigation work at proposed site is to evaluate
(DPR)
of Maharashtra
engineering properties of the soil and to determine bearing capacity of the

founding strata. This report provides detail for Geotech Investigation
carried and recommendation for type of foundation and depth.
Geotechnical Investigation was conducted as per TOR and collected
UDS/DS sample and testing the sample of soil and rock.
7.2.2 OBJECTIVES OF GEO-TECHNICAL INVESTIGATION
The objectives of Geotechnical Investigation are to determine the depth of

foundation system and allowable bearing pressure at foundation level.
Following information / data are required to determine these elements:
 The sub-soil stratification;

 Physical characteristics of soil and rock; and
 Index and Engineering properties of soil and rock strata
To collect and analyze the above information both field and laboratory
tests have been carried out. The results have been analyzed to provide the
required recommendations for the design of foundation system.
7.2.3 SCOPE OF STUDY
The sub-surface exploration programme comprise of following activities.
(A) Evaluation of Engineering properties of soil

 Depth, thickness and variability of various soil strata by Rotary drilling;
 Visual identification;
 Field test; and
o Thin walled tube sampling
o Standard Penetration test
 Laboratory tests
o Density
o Moisture content
o Sieve Analysis
o Atterberg Limit
o Specific Gravity
o Direct Shear Test
(B) Evaluation of Engineering properties of Rock
(DPR)
of Maharashtra
 Profile and depth of rock by Diamond core drilling

 Identification and classification (isolated boulder or massive rock
formation); and
 Laboratory tests
o Specific Gravity and Water Absorption
o Density
o Porosity
o Crushing Strength
The scope of the geotechnical investigations includes boreholes at various

structure locations. The following table presents a list of th e various
structures presented in this report as well as the present design
information and scope of the investigation at these structure locations.
Table 7-10: List of the Structures
Name of No. of
S.No Structure BoreHoles
1 Amrapur 1
2
2 Hanmat Badie 1
2
3 Khanapur 1
2
4 Nagaj Phata 1
2
5 Kade Gaon 1
2
6 Bhogawati River 1
2
3
7 Sivli River 1
2
3
8 Rajori River 1
The samples collected were tested in our laboratory at Jawahar Nagar

Jaipur to determine pertinent index and engineering properties. The scope
also included analyzing all field and laboratory data to develop foundation
design and construction recommendations.
7.2.4 FIELD INVESTIGATION
(DPR)
of Maharashtra
7.2.4.1 DRILLING
Core drilling was carried out using rotary type boring machine with
diamond bits. Casing of 150 mm diameter was advanced up to the firm
strata as per IS 1892-1979. In order to extract maximum possible
information from drill holes and to prevent the loss of valuable sub-surface
data obtained during the drilling of rock core (NX size) indexing and storing
of the cores obtained was done as specified by IS 4078 Standards. The
description of the bore-log is formatted as per IS 4464.
7.2.4.2 METHOD OF TAKING SAMPLING
The size of the bore was 150 mm so that undisturbed samples as required for the
various type of test could be obtained, the method of taking and testing soil
samples were as per IS: 1892, IS: 2132 and IS:2720.
7.2.4.3 SAMPLING OF SOILS
 Disturbed soil sample
Disturbed soil samples were collected from boreholes and stored in

accordance with IS: 1892-1979. Disturbed soil samples were obtained after
conducting Standard Penetration Test (SPT) in the boreholes during the
course of boring and stored as per IS: 1892-1979. These samples are used for
grain size analysis; Atterberg’s limits tests. The samples were stored in
polythene bags and numbered appropriately for proper identification.
 Undisturbed soil samples
Undisturbed Soil Samples (UDS) were obtained using thin wall tube
samplers, as per IS: 2132 in such a manner that moisture content and
structure of soil did not alter. The outer periphery of sampler was slightly
oiled from outside to reduce friction. The UDS were taken by attaching thin
walled Shelby tubes having area ratio of 8% of size 100 mm dia and 450 mm
length. It was then attached to the boring rod, lowered to the bottom of the
hole and pressed into the soil. The sampler tubes were serially numbered
immediately on their recovery for proper identification.
 Standard Penetration Test on Soil
The standard penetration tests were conducted inside exploratory bore holes
at depths shown in bore logs as per the procedure stipulated in IS: 2131 -
1981. The split spoon sampler of standard dimensions (i.e. 35 mm Inner
Diameter. and 50 mm Outer Diameter and minimum open length of 600 mm)
was advanced by driving with a drop hammer weighing 65 Kg, falling freely,
(DPR)
of Maharashtra
through height of 75 cm. The split spoon sampler was attached to lower end
of drill rods and lowered to the specific depth and the tests were
performed.Number of blows required for each 15 cm penetration up to the
total penetration was recorded and the number of blows for middle 30 cm
penetration was considered for the standard penetration test.The disturbed
soil sample from tube was carefully stored to carry out further tests.The
values of standard penetration blows - i.e. N values at various borehole
locations are indicated in the respective bore logs. The Standard Penetration
Test was conducted in exploratory borehole at different depths shown in Bore
logs as per the procedure stipulated in I.S.-2131 (1981).
7.2.4.4 ROCK SAMPLING
Representative cores of rock samples were collected in each bore hole. At the
drill site, the reference Numbers for rock samples were recorded by painting on
the rock cores immediately on their withdrawal from the double wall core barrel
and were stored. Care was exercised during drilling work on site so that the
various types of rocks were adequately sampled and their fundamental properties
were evaluated to represent their behaviour under intended loading conditions.
Rock Quality Designation (RQD) and Core Recovery (C.R.) were also worked out
for the rock samples obtained during drilling. The ratio of total length of rock
pieces collected to length drilled, expressed as percentage, and is known as
Core Recovery (C.R.). To obtain Rock Quality Designation (RQD) only those
pieces of rock which are 101.6 mm and longer are measured for their total length.
The above length divided by length drilled, expressed as percentage, is known as
Rock Quality Designation (RQD). The rock cores were placed on the wooden
Core box, specially made for the purpose.
All samples were transported to our laboratory at Jawahar Nagar, Jaipur

for further examination and testing..
7.2.4.5 GROUNDWATER
Groundwater level was measured in the boreholes after drilling and after
sampling was completed. The measured water levels are recorded on the
individual soil profiles.
7.2.5 LABORATORY TESTS
The laboratory testing has been carried out in our laboratory at Jaipur. The
quality procedures in our laboratory confirm to ISO/IEC: 17025-2005.
The laboratory testing programme is aimed at verifying the field

classifications and developing parameters for engineering analysis. All
(DPR)
of Maharashtra
tests are performed in accordance with the current applicable IS

specifications.
The following tests were conducted on selected soil and water samples
recovered from the boreholes:
Table 7-11: List of Laboratory Test
Laboratory Test IS Code Referred

Bulk Density By Calculation
Natural Moisture Content IS : 2720 (Part-02)-1973
Grain size analysis IS : 2720 (Part-04)-1985
Specific Gravity IS : 2720 (Part-03)-1980
Liquid Limit and Plastic Limit IS : 2720 (Part-05)-1985
Unconfined Compression Test IS : 2720 (Part-10)-1991
Unconsolidated Undrained Triaxial Shear IS : 2720 (Part-11)-1993
Test
Consolidated Drained Direct Shear Test IS: 2720 (Part-13) -1986
All test results are presented in the tables and illustrations in the individual
appendices enclosed with Report. The following Laboratory tests as per
respective IS Codes were conducted on rock samples recovered from all
the bores.
Porosity…………………………………………………..………. As per IS: 1124
Specific Gravity and Water Absorption………………………..As per IS: 1124
Unconfined Compressive Strength for soaked samples…....As per IS: 1943
Dry Density…………………………………………..…...As per Lambe Method
7.2.6 TEST RESULTS ANALYSIS
After taking the soil and rock samples from field, lab analysis has been
done. The detailed test report of Geotechnical investigation is enclosed at
nnexure 7-1.
(DPR)
of Maharashtra
Annexure 7-1: Geotechnical Investigation Report
ENCLOSED AS ANNEXURE OF VOLUME-I MAIN REPORT
(DPR)
of Maharashtra
8. TRAFFIC SURVEYS ANALYSIS &

PROJECTIONS
8.1 GENERAL
Traffic gets generated as a result of several interconnected factors,

encompassing the prevailing socio-economic conditions such as
population, gross domestic product, vehicle ownership, sectoral economic
activities etc. Traffic demand estimation, therefore, requires detailed
studies and investigations concerning these factors as well as the
magnitude and characteristics of the existing traffic flows and its past trend
in respect of nature, composition and growth. The Consultant has
undertaken detailed traffic studies and the same are presented in this
chapter.
For making the proper assessment of traffic volume, Consultants, have

carried out the necessary traffic surveys and investigations. The base year
traffic data is the primary input for determination of future traffic demand.
With a view to estimate the base year traffic volume in respect of goods
and passenger carrying vehicles, the Classified Traffic Volume Count
(CTVC) surveys, Turning Movement Count (TMC) Survey, and Axle Load
survey were conducted. For the purpose of traffic estimation and
projections the year 2017-18 has been taken as the base year. The Traffic
survey methodology and locations were given in Inception Report
8.2 OBJECTIVE OF THE PRESENT STUDY
The primary objective of the traffic surveys is to conduct various traffic

surveys for proposing various improvements:
 Determine the mid- block traffic volume on the road section to

ascertain the capacity of handling.
 Determine the turning movement of the traffic at road intersections.
 Determine the characteristics of traffic movement on the project

road.
 Determine the spectrum of axle loads and the vehicle damage

factors of different types of commercial vehicles
 Assess the future growth rate during the design life of the project.
(DPR)
of Maharashtra
8.3 CLASSIFIED TRAFFIC VOLUME COUNT DATA -MID BLOCK
8.3.1 AVERAGE DAILY TRAFFIC (ADT)
The Seven day direction wise traffic volume for different class of vehicles
is added separately and averaged to determine the Average Daily Traffic.
The details of Seven day traffic Count Data on the project roads are given
in Annexure 8-1.
Table 8-1: Average Daily Traffic at Sendapur in Karad
Average Daily Traffic (ADT) PCU

Vehicle
Vehicle Type
Code
KIRAD to NAGAJ to KIRAD to NAGAJ to
Both Both
NAGAJ KIRAD NAGAJ KIRAD
1 Two Wheeler 15000 15046 30046 7500 7523 15023
2 Three Wheeler - Passenger 3942 3826 7768 3942 3826 7768
3 Three Wheeler - Goods 110 117 227 110 117 227
4 Car Jeep Van Taxi 5204 5116 10319 5204 5116 10319
5 Mini Bus 2 4 6 3 6 9
6 Bus 228 254 482 684 762 1446
7 LCV Type 1 (< 3Tonne) 416 486 903 624 729 1355
8 LCV Type 2 (> 3Tonne & < 7.5 Tonne) 146 151 297 219 227 446
9 LCV Type 3 (> 7.5Tonne) 130 154 284 390 462 852
10 Truck 2-Axle 235 248 483 705 744 1449
11 Truck 3-Axle 75 75 150 225 225 450
12 Truck 4-6-Axle 31 33 65 140 149 293
13 Truck =>7-Axle 0 0 1 0 0 5
14 HCM/EME 6 5 11 27 23 50
15 Tractor without Trailer/Agriculture 22 32 54 33 48 81
16 Tractor with Trailer 34 21 55 153 95 248
17 Cycle 12 3 15 6 2 8
18 Cycle Ricksaw 0 0 0 0 0 0
19 Hand Cart 0 0 1 0 0 3
20 Animal Drawn Bullock Cart 0 0 0 0 0 0
21 Animal Drawn Horse/Camel 0 0 0 0 0 0
22 Car - Toll Exempted 11 10 21 11 10 21
23 Bus/Truck - Toll Exempted 2 2 4 6 6 12
Grand Total 25606 25583 51192 19982 20070 40065
(DPR)
of Maharashtra
Table 8-2: Average Daily Traffic at Kadegaon

Vehicle
Vehicle Type KIRAD to NAGAJ to KIRAD to NAGAJ to
Code Both Both
1 Two Wheeler 1315 1317 2632 658 659 1316
4 Car Jeep Van Taxi 1138 1146 2284 1138 1146 2284
5 Mini Bus 8 10 18 12 15 27
6 Bus 185 186 371 555 558 1113
7 LCV Type 1 (< 3Tonne) 269 295 563 404 443 845
9 LCV Type 3 (> 7.5Tonne) 29 40 70 87 120 210
10 Truck 2-Axle 81 81 162 243 243 486
11 Truck 3-Axle 26 30 56 78 90 168
12 Truck 4-6-Axle 14 19 33 63 86 149
13 Truck =>7-Axle 0 0 0 0 0 0
14 HCM/EME 2 3 5 9 14 23
17 Cycle 1 0 1 1 0 1
19 Hand Cart 0 0 0 0 0 0
Grand Total 3224 3324 6548 3448 3623 7077
Table 8-3: Average Daily Traffic at Bhivghat

Vehicle
Vehicle Type
Code
KIRAD to NAGAJ to KIRAD to NAGAJ to
Both Both
1 Two Wheeler 623 568 1191 312 284 596
(DPR)
of Maharashtra
4 Car Jeep Van Taxi 505 494 999 505 494 999
5 Mini Bus 15 10 25 23 15 38
6 Bus 83 80 163 249 240 489
7 LCV Type 1 (< 3Tonne) 56 59 115 84 89 173
9 LCV Type 3 (> 7.5Tonne) 55 52 107 165 156 321
10 Truck 2-Axle 61 63 124 183 189 372
11 Truck 3-Axle 39 45 84 117 135 252
12 Truck 4-6-Axle 25 25 50 113 113 225
13 Truck =>7-Axle 0 0 1 0 0 5
14 HCM/EME 1 2 3 5 9 14
17 Cycle 1 0 1 1 0 1
19 Hand Cart 0 0 0 0 0 0
Grand Total 1576 1500 3077 1930 1882 3816
8.3.2 TRAFFIC VOLUME COMPOSITION
The traffic composition at count stations on the project Roads for seven days are
given in the following tables and the same is graphically presented in the form of
pie chart.
Table 8-4: Traffic Compositions (By Number) for Seven Days
Sr. Type of At Sendapur in at Kadegaon at Bhivghat

No. Vehicle Karad
% weight No. % No. % No.
Vehicles weight Vehicles weight Vehicles
1 Two
59% 30046 40% 2632 39% 1191
wheeler
2 Three
16% 7995 3% 221 2% 75
wheeler
3 Car 20.20% 10340 35.05% 2295 32.56% 1002
4 Mini Bus 0.01% 6 0.27% 18 0.81% 25
(DPR)
of Maharashtra
Sr. Type of At Sendapur in at Kadegaon at Bhivghat

No. Vehicle Karad
% weight No. % No. % No.
Vehicles weight Vehicles weight Vehicles
5 Bus 0.95% 486 5.71% 374 5.36% 165
6 LCV 2.90% 1484 10.77% 705 10.40% 320
7 2 Axle 0.94% 483 2.47% 162 4.03% 124
8 Multi Axle 0.42% 216 1.36% 89 4.39% 135
9 Tractor with
0.11% 55 0.15% 10 0.49% 15
Trailer
10 Others 0.16% 81 0.64% 42 0.81% 25
Total 100.00% 51192 100.00% 6548 100.00% 2605
Figure 8-1: Traffic Compositions observed (By Number) for Seven Days - At
Sendapur in Karad
(DPR)
of Maharashtra
Figure 8-2: Traffic Compositions observed (By Number) for Seven Days - at
Kadegaon
Tractor 2with
Axle
2.47%
TrailerLCV Multi Axle
0.15% Others
10.77% 1.36%
0.64%
Bus
5.71% Two wheeler
Mini Bus 40.20%
0.27%
Car
35.05% Three wheeler
3.38%
Figure 8-3: Traffic Compositions observed (By Number) for Seven Days -At
Bhivghat
(DPR)
of Maharashtra
2 Axle
Tractor with Trailer Multi Axle
4.03% Others
0.49% 4.39%
0.81%
LCV
10.40%
Two wheeler
38.71%
Bus
5.36%
Mini Bus
0.81%
Three wheeler
Car 2.44%
32.56%
(DPR)
from Karad to Nagaj (State Boarder) Via Vita KhanapurJarandi in Satara and Sangli
8.3.3 DIRECTIONAL DISTRIBUTION
The direction wise movement of traffic flow on the project corridor is given
in Table 8-5. It was observed that at all locations on the project corridor
traffic volume is quite evenly distributed in both the directions.
Table 8-5: Directional Distribution of Volume Count Survey
Traffic Survey Location Towards Towards

Nagaj Karad
At Sendapur in Karad 50% 50%
at Kadegaon 49 % 51%
At Bhivghat 50% 50%
8.3.4 HOURLY VARIATION OF TRAFFIC
Hourly variation of traffic volume at count stations on the project corridor is

presented graphically in Figure 8-4, 8-5& 8-6 at the three count stations for
seven days.
8.3.5 DAILY VARIATION OF TRAFFIC
Daily variation of traffic volume of Seven days at count stations on the

project corridor is presented graphically in Figure 8-7, 8-8 & 8-9 at the
three count stations.
Feasibility Study and Preparation of DPR for Upgradation to 2 lane with paved shoulder State Highway-78 (Now NH-166E) having approximate length of DETAILED PROJECT REPORT
105 Km. from Karad to Nagaj (State Boarder) Via Vita KhanapurJarandi in Satara and Sangli Districts in the State of Maharashtra (DPR)
Figure 8-4: Hourly distribution of traffic for seven days volume count Survey At Sendapur in Karad
4500
4000
3500
3000
2500
2000
1500
1000
500
0
12:00 PM
1:00 PM
2:00 PM
3:00 PM
4:00 PM
5:00 PM
6:00 PM
7:00 PM
8:00 PM
9:00 PM
10:00 PM
11:00 PM
9:00 AM
10:00 AM
11:00 AM
12:00 AM
1:00 AM
2:00 AM
3:00 AM
4:00 AM
5:00 AM
6:00 AM
7:00 AM
8:00 AM
Two Wheeler Three wheelers Car Bus LCV
2 Axle Multi Axle Tractor with Trailor Others Total Vehicles
Figure 8-5: Hourly distribution of traffic for Seven days volume count Survey - at Kadegaon
600
500
400
300
200
100
0
9:00 AM
10:00 AM
11:00 AM
12:00 PM
1:00 PM
2:00 PM
3:00 PM
4:00 PM
5:00 PM
6:00 PM
7:00 PM
8:00 PM
9:00 PM
10:00 PM
11:00 PM
12:00 AM
1:00 AM
2:00 AM
3:00 AM
4:00 AM
5:00 AM
6:00 AM
7:00 AM
8:00 AM
Figure 8-6: Hourly distribution of traffic for Seven days volume count Survey At Bhivghat
250
200
150
100
50
0
8:00 AM
9:00 AM
10:00 AM
11:00 AM
12:00 PM
1:00 PM
2:00 PM
3:00 PM
4:00 PM
5:00 PM
6:00 PM
7:00 PM
8:00 PM
9:00 PM
10:00 PM
11:00 PM
12:00 AM
1:00 AM
2:00 AM
3:00 AM
4:00 AM
5:00 AM
6:00 AM
7:00 AM
Figure 8-7: Daily Variation of Traffic for seven days At Sendapur in Karad
40000
35000
30000
25000
20000
15000
10000
5000
0
May 19, 2017 May 20, 2017 May 21, 2017 May 22, 2017 May 23, 2017 May 24, 2017 May 25, 2017
Two wheeler Three wheeler Car Mini Bus Bus LCV 2 Axle Multi Axle #REF! Tractor with Trailer
Figure 8-8: Daily Variation of Traffic for seven days at Kadegaon
4000
3500
3000
2500
2000
1500
1000
500
0
Two wheeler Three wheeler Car

Mini Bus Bus LCV
2 Axle Multi Axle #REF!
Tractor with Trailer
Figure 8-9: Daily Variation of Traffic for seven days At Bhivghat

1600
1400
1200
1000
800
600
400
200
0
Two wheeler Three wheeler Car Mini Bus

Bus LCV 2 Axle Multi Axle
#REF! Tractor with Trailer
(DPR)
8.3.6 SEASONAL VARIATION OF TRAFFIC VOLUME
Seasonal variation trends were observed based on sale of automobile fuel

i.e. Petrol and Diesel, and average seasonal factors are worked out to
arrive at Annual Average Daily Traffic. To get idea of traffic variation at
Satara, data of diesel and Petrol sales at few fuel pumps has been
collected. The seasonal correction factor of every month is shown below.
Table 8-6: Seasonal Correction Factors (SCF) Based on Monthly

Traffic
SVF of SVF of
Month Diesel Vehicles Petrol Vehicles
April-15 1.52 0.72
May-15 1.00 1.00
June-15 0.73 0.74
July-15 0.95 0.88
August-15 0.69 1.14
September-15 0.63 1.21
October-15 0.76 0.74
November-15 0.96 0.88
December-15 1.02 1.09
January-16 1.13 1.21
February-16 0.98 0.67
March-16 1.40 0.93
SVF 0.98 0.94
8.3.7 ANNUAL AVERAGE DAILY TRAFFIC (AADT)
Annual Average Daily Traffic has been worked out by applying the above
obtained seasonal variation factor to the Average Daily Traffic. The AADT
values obtained at various traffic count stations are shown in Annexure 8-
1,
8.3.8 HOMOGENEOUS TRAFFIC SECTIONS
The entire project corridor is of 122/800 Km length. The project road is divided in
two homogeneous sections. The details of these sections are shown in the
following table.
Table 8-7: Homogeneous Sections
Sr. Section Proposed Chainage Length

No. No. From-To (in Km)*
(DPR)
Sr. Section Proposed Chainage Length

No. No. From-To (in Km)*
1 Section-I From Km. 0.000 to Km.47.000 47.0 Km.
2 Section-II From Km. 48.000 to Km.94.155 46.155 km.
8.4 CLASSIFIED TURNING MOVEMENT COUNT AT INTERSECTIONS
The turning movement surveys for estimation of peak hour traffic for the design of
major intersections have been carried out for the Study from 08.00 to 12.00
morning and 16.00 to 20.00 hours in the evening. The details regarding
composition and directional movement of traffic has been furnished. The
methodology for the surveys has been as per IRC: SP: 41.
The data derived from the survey has been used to analyze and to identify
requirements of suitable remedial measures, such as construction of
underpasses, flyovers, interchanges, and grade-separated intersections along
the project road alignment. Intersections with high traffic volume requiring special
treatments either presently or in future in a phased manner has been identified as
per TOR for design (All location where the Project Highway intersects or meets a
NH/SH.
Locations comprising major intersections have been identified during detail

reconnaissance. Data for turning movement survey is vital in identifying the
section for operation as toll road. Identified Location of Turning Movement Count
(TMC) stations are as per following Table.
Table 8-8: Location of Turning Movement Count

1 Bhivghat bus stand T 10:00 - 11:00 2641 337
2 Sendapur tiraha T 12:00 - 1:00 6611 946
3 Kadaipur junction X 3:00 - 4:00 8543 1194
4 SH-136 Karad nagaj X 4:00 - 5:00 5196 843

5 Vita junction X 4:00 - 5:00 15627 2171
As per IRC: 62-1976, “Guidelines for Control of Access on Highways”, grade

separations should be provided across divided rural highways at intersections, if
the ADT (Fast vehicles only) on the cross road within the next five years exceeds
5,000. As per the traffic projections the peak hour traffic volume hall not cross
5000 PCU’s at any Junctions. Hence No grade Separated facilities has been
proposed at any junction.
(DPR)
8.5 ANALYSIS OF AXLE LOAD SURVEY
Traffic loading has a significant impact on pavement perfor mance and

design because the damage that vehicles cause to a road depends on
several factors such as gross load, tyre pressure, type of load, number of
wheels and type of wheel configuration, number of repetitions, sub grade
properties, climatic conditions and type of material used in pavement.
Knowledge of axle loading and the spectrum of axle loads of vehicles
using a highway system are necessary in the development and application
of realistic pavement design and maintenance procedures. The maximum
number of goods vehicles and buses, travelling in both the directions was
intercepted to record their load using electronically operated Axle Load
Pads.
The data collected from the Axle Load Survey has been compiled and
analyzed through “Fourth power” pavement damage law to arrive at the
vehicles damage factor (VDF). The Vehicle Damage Factor is a multiplier
to convert the number of commercial vehicles of different axle loads and
axle configuration to the number of standard axle load repetitions. The
recorded sample size is analyzed to obtain Vehicle Damage Factor (VDF)
and Load spectrum has been presented in table below. The detailed
calculations are given in Annexure 8-3
Table 8-9: VDF Values Obtained
Sr. No. Type of Vehicle Location-1 Location-2

Kadegaon Bhivghat
1 Bus 1.66 1.60
2 LCV 1.95 2.11
3 2 – Axle Truck 5.90 5.82
4 3 – Axle Truck 5.98 6.06
5 Multi Axle Truck 1.31 0.44
Average VDF 4.01 4.14
Table 8-10: Load Spectrum Value at Kadegaon

Loads Loads Loads
185kN- 380kN- 530kN-

185 195 0.0% 380 400 0.0% 530 560 0.0%
195kN 400kN 560kN
175kN- 360kN- 500kN-
175 185 0.0% 360 380 0.0% 500 530 0.0%
185kN 380kN 530kN
165 175 165kN- 1.5% 340 360 340kN- 0.0% 470 500 470kN- 0.0%
(DPR)

Loads Loads Loads
175kN 360kN 500kN

155kN- 320kN- 440kN-
155 165 0.0% 320 340 0.0% 440 470 0.0%
165kN 340kN 470kN
145kN- 300kN- 410kN-
145 155 2.3% 300 320 0.0% 410 440 0.0%
155kN 320kN 440kN
135kN- 280kN- 380kN-
135 145 4.5% 280 300 0.0% 380 410 20.0%
145kN 300kN 410kN
125kN- 260kN- 350kN-
125 135 3.0% 260 280 21.4% 350 380 0.0%
135kN 280kN 380kN
115kN- 240kN- 320kN-
115 125 14.4% 240 260 7.1% 320 350 40.0%
125kN 260kN 350kN
105kN- 220kN- 290kN-
105 115 10.6% 220 240 14.3% 290 320 40.0%
115kN 240kN 320kN
95kN- 200kN- 260kN-
95 105 6.8% 200 220 28.6% 260 290 0.0%
105kN 220kN 290kN
85kN- 180kN- 230kN-
85 95 8.3% 180 200 14.3% 230 260 0.0%
95kN 200kN 260kN
0kN- 0kN- 0kN-
0 85 48.5% 0 180 14.3% 0 230 0.0%
85kN 180kN 230kN
Table 8-11: Load Spectrum Value at Bhivghat

Loads Loads Loads
185kN- 380kN- 530kN-

185 195 0.0% 380 400 0.0% 530 560 0.0%
195kN 400kN 560kN
175kN- 360kN- 500kN-
175 185 0.0% 360 380 0.0% 500 530 0.0%
185kN 380kN 530kN
165kN- 340kN- 470kN-
165 175 1.7% 340 360 0.0% 470 500 0.0%
175kN 360kN 500kN
155kN- 320kN- 440kN-
155 165 0.0% 320 340 0.0% 440 470 0.0%
165kN 340kN 470kN
145kN- 300kN- 410kN-
145 155 2.5% 300 320 0.0% 410 440 0.0%
155kN 320kN 440kN
135kN- 280kN- 380kN-
135 145 5.0% 280 300 0.0% 380 410 0.0%
145kN 300kN 410kN
125kN- 260kN- 350kN-
125 135 3.4% 260 280 21.4% 350 380 0.0%
135kN 280kN 380kN
115kN- 240kN- 320kN-
115 125 16.0% 240 260 7.1% 320 350 0.0%
125kN 260kN 350kN
105kN- 220kN- 290kN-
105 115 10.1% 220 240 14.3% 290 320 0.0%
115kN 240kN 320kN
95kN- 200kN- 260kN-
95 105 5.0% 200 220 0.0% 260 290 40.0%
105kN 220kN 290kN
85kN- 180kN- 230kN-
85 95 7.6% 180 200 14.3% 230 260 40.0%
95kN 200kN 260kN
0 85 0kN- 48.7% 0 180 0kN- 42.9% 0 230 0kN- 20.0%
(DPR)
85kN 180kN 230kN
8.6 SPEED AND DELAY SURVEY ANALYSIS
The Speed and delay survey was carried out to obtain the information on the
average journey time, journey speed and running speed of the project road. One
round trip was made on the entire project road during identified peak period
using new technology vehicle. The survey vehicle was operated in such a manner
so as to maintain the speed of existing traffic flow. Start time, delay occurred,
distance covered and the end time were recorded as per the specified survey
format. The data thus obtained is analyzed and presented in Following Table.
Table 8-12: Analysis of Speed-Delay Survey

Parameters Package-I Package-II
Direction Karad-Vita Vita-Nagaj
47.500 Km
(km)
36.24
Speed (kmph)
36.24
Speed (kmph)
Journey Time 5183
4811
(Second)
Direction Vita-Karad Nagaj –Vita
47.500 Km
(km)
30.04
Speed (kmph)
30.04
Speed (kmph)
Journey Time 4704
5845
(minutes)
8.7 TRAFFIC DEMAND FORECASTING
8.7.1 GENERAL
Forecasting the traffic is very essential for the planning and design of any
infrastructure facility, especially when it is being taken up on commercial format.
The present demand will vastly increase due to the growth of the region and
attraction of more traffic by new facility due to improved level of service offered.
In the present study, an estimate of traffic growth is essential for the development
strategy and the design of the proposed facility. In general, the factors which
influence the growth of traffic are:
(DPR)
 Economic
 Gross National Product / Gross Domestic Product

 Agricultural Output
 Industrial Output
 Demographic
 Population
 Rural / Urban mix of population
 Income
Traffic growth rate has been established for the corridor by giving due
considerations to the above factors. The other aspects considered while working
out the traffic demand estimates including socio-economic development plans,
land use patterns of the region having impact on the traffic growth, the projections
of vehicle manufacturing industry in the country, development plans for the other
modes of transport, O-D and commodity movement behaviour. The growth
factors have been worked out for five-yearly intervals. A thirty year period (as
mentioned in TOR) has been considered for the traffic projection.
8.7.2 APPROACH
The methodology adopted for traffic forecasting incorporates perspective

growth envisaged in economy and changes in transport demand elasticity
over a period of time. Thus, past trend in traffic growth, economic
perspective and transport demand elasticity has been studied in detail for
traffic forecasting. The traffic forecasting is conducted for 30 years period
(i.e. from year 2017 to 2047) as per requirement of TOR.
Projections are made taking into account the traffic flow pattern by origin -
destination pairs and changes in vehicles mix expected during the study
period. This requires estimation of traffic and traffic generation along the
corridor. Since transport demand changes due to shifts in pattern of
economic activities, both temporarily and spatially, consideration has been
made to the potential of generation of transportation services. In view of
this, projection of future traffic incorporates consideration of basic socio-
economic characteristics and rate of change expected during the study
period in the project influence area. To establish the future traffic growth
rates, following approaches have been explored.
 Past trends in Traffic growth on the Project Road.

 Growth of registered motor vehicles.
(DPR)
 Region Vehicle Growth Criteria method

 National Standard Growth Rates
 Transport demand elasticity approach.
The traffic forecasting using each of the above methods is discussed in the
following sections.
8.7.3 GROWTH RATE BASED ON PAST TRAFFIC DATA:
Past traffic data as collected from PWD is available for two locations along the
project roads. The limit time period data are available. The growth rates were
worked out for various categories of vehicles and conclusions were drawn. Non-
Uniformity in past traffic data of PWD may be attributed to errors during collection
and processing of data and policy measures of the Government and other
influences etc. To illustrate this point during recent years some of the mining
activities around the project corridor have been banned by the Government which
has caused a substantial decrease in the traffic. Hence the method is not suitable
for assessment of traffic Growth.
8.7.4 GROWTH OF REGISTERED MOTOR VEHICLES
8.7.4.1 VEHICLE GROWTH CRITERIA METHOD
The growth of traffic is an important factor in deciding the expected traffic

in the future years. Vehicle registration data is a measure of the vehicle
growth in the region. The growth rate of goods and passenger vehicles is
done based on trend analysis. Trend analysis includes best-fitting a curve
for the data obtained on registered vehicle. Linear, log-log form,
polynomial and other curves were compared to other form and hence
linear form was adopted for obtaining traffic growth rates. Time trend
analysis simply assumes that past growth trends or changes in past growth
trends continue in the future. The validity of this assumption especially in
the long run is not beyond question. Nevertheless this analysis has been
carried out with trends in the vehicle registration data for the Maharashtra
state. It has been mentioned that for cars, buses and two-wheelers
operating on the study corridor, both origins and destinations are within the
State of Maharashtra. Therefore, the State of Maharashtra is the area of
influence for all these vehicle types. As the growths of different vehicle
types are likely to be different, an attempt was made to derive growth
factors for each category of vehicles. The number of motor vehicles
registered in Maharashtra state was collected from the respective Office of
the Deputy Transport Commissioner and the same is presented in table
below.
Feasibility Study and Preparation of DPR for Upgradation to 2 lane with paved shoulder State Highway-78 (Now NH-166E) having
approximate length of 105 Km. from Karad to Nagaj (State Boarder) Via Vita KhanapurJarandi in Satara and Sangli Districts in the State
of Maharashtra
Table 8-13: Number of Motor Vehicles Registered In Maharashtra
Vehicle Population as on 31st March 2015

S.
Catetory Year CAGR Year CAGR Year CAGR Year CAGR CAGR
N.
2002 20012 2002-12 2003 2013 2003-13 2004 2014 2004-14 2005 2015 2005-2015 2002-2015
1 Two Wheelers 5023126 13921763 10.73 5587662 15457173 10.71 6216794 16910395 10.52 6926576 18603835 10.38 9.80%
Cars/Jeeps/St.
2 1000318 2750167 10.64 1087885 3065359 10.91 1199356 3325846 10.74 1335429 3629380 10.51 9.64%
Wagons
3 Taxi Cabs 97081 175797 6.12 94920 184066 6.85 102475 188787 6.3 113380 193390 5.48 5.05%
Auto-
4 440018 640040 3.82 463550 655299 3.52 493142 658977 2.94 515249 695619 3.05 3.33%
Rickshaws
Stage/Contact
5 38289 62308 4.99 39346 68390 5.68 40480 73832 6.19 47067 77278 5.08 5.14%
Carriages
6 School Buses 1892 17781 25.11 2008 19845 25.74 2251 23650 26.52 2910 18387 20.24 17.64%
Private
7 Service 6099 9451 4.48 5997 10094 5.34 6361 10732 5.37 7605 11347 4.08 4.53%
Vehicles
8 Ambulance 4187 10557 9.69 4434 11792 10.28 4894 12672 9.98 5823 13738 8.96 8.86%
A…/Multi Axle
9 Veh. 425692 1067825 9.63 456355 1180591 9.97 499195 1273256 9.82 559847 1360214 9.28 8.65%
Trucks/Lorries
10 Tractors 186675 419291 8.43 194902 461932 9.01 201940 519555 9.91 212466 572395 10.42 8.33%
11 Trailors 179995 324824 6.08 186100 337877 6.15 190628 354382 6.4 197169 372054 6.56 5.32%
12 Others 10199 32557 12.31 10678 35734 12.84 11217 41695 14.03 12444 44538 13.6 11.10%
Total Share 7413571. 19432361 10.12% 8133837.0 21488152.00 10.20% 8968733.00 23393779.00 10.06% 9935965.00 25592175.00 9.92% 9.25%
(DPR)
The Maharashtra State has witnessed a steady rise in the number of

vehicles registered during the last fiften year. At the end of March 2015,
256 lakh vehicles were registered in the State. The Cummulative Average
Growth Rate (CAGR) of 9.25 per cent over last 13 years has been
observed.The two wheelers has the highest contribution of 73 per cent with
186 lakh registered at the end of the March 2015.
Table 8-14: Average Annual Growth Rates Based on Vehicle

Registration Data
Vehicle Type Maharashtra State (Year 2002 to 2015)

Two Wheeler 9.80
Cars, Jeep, Van 9.64
Bus 5.23
Trucks 8.65
8.7.4.2 NATIONAL STANDARD GROWTH RATE
Traffic forecast is based on rate of growth of traffic, which further depends on

several factors. As per IRC Publication, SP: 30-1993, the rate of growth of traffic
is normally 8% to 10% per annum on highways. It is also understood that the
growth is based on several factors including socio-economic and demographic
trends. In general, it has been experienced from various traffic studies under
different conditions that the traffic volume increases at the rate of 8% to 10% per
annum.
The vehicular growth rate data at all India level for 11 years have been
compiled and annual growth rate and Annual Cumulative Growth rate has
been worked out.
Table 8-15: Number of Motor Vehicles Registered in India
Light Motor
Two- Goods Miscellaneo Total No. Of
Year Vehicles(Passen Jeeps Cars Taxis Buses
wheelers vehicles us vehicles
gers)
(a) (b)
1 2 3 4 5 6 7 8 9 10
2001 38556026 1777130 1126148 5297219 634357 633900 2948300 4017946 54991026
2002 41581058 1878261 1177245 5748036 688204 635006 2973740 4242787 58924337
2003 47519489 2113781 1180057 6594166 825416 720696 3491637 4562042 67007284
2004 51921973 2167324 1282113 7267174 901889 767593 3748484 4661385 72717935
2005 58799702 2337264 1307926 8072650 939738 678521 3877622 5488296 81501719
2006 64743126 2492726 1376744 9109855 1039845 762341 4274984 5818646 89618267
2007 69128762 2697449 1460364 10146468 1042347 1098422 5118880 6014568 96707260
2008 75336026 2903821 1547825 11200142 1201862 1156568 5600938 6405672 105353854
2009 82402105 3146619 1638975 12365806 1307805 1205793 6040924 6843006 114951033
2010 91597791 3615086 1760428 13749406 3615086 176642 6431926 7552876 127745972
10186458
2011 4016888 1974253 15467473 1789417 1238245 7064495 8045441 141865607
2
11541917
2012 4242968 1987098 17569546 2011022 1296764 7658391 8866332 159490578
5
Source: Transport Research Wing, Ministry of Surface Transport
(a) Include multi axled/Articulated Vehicles/Trucks and Lorries of light motor vehicles
(b) Includes Omni buses/Tractors/Trailors/Others.
Table 8-16: Annual Rate of Growth of Vehicle Population
Two- Light Motor Goods Total No. Of

Year Jeeps Cars Taxis Buses Miscellaneous
wheelers Vehicles(Passengers) vehicles vehicles
(a) (b)
1 2 3 4 5 6 7 8 9 10
2002 7.85 5.69 4.54 8.51 8.49 0.17 0.86 5.60 7.15
2003 14.28 12.54 0.24 14.72 19.94 13.49 17.42 7.52 13.72
2004 9.26 2.53 8.65 10.21 9.26 6.51 7.36 2.18 8.52
2005 13.25 7.84 2.01 11.08 4.20 -11.60 3.45 17.74 12.08
2006 10.11 6.65 5.26 12.85 10.65 12.35 10.25 6.02 9.96
2007 6.77 8.21 6.07 11.38 0.24 44.09 19.74 3.37 7.91
2008 8.98 7.65 5.99 10.38 15.30 5.29 9.42 6.50 8.94
2009 9.38 8.36 5.89 10.41 8.81 4.26 7.86 6.83 9.11
2010 11.16 14.89 7.41 11.19 176.42 -85.35 6.47 10.37 11.13
2011 11.21 11.11 12.15 12.50 -50.50 600.99 9.83 6.52 11.05
2012 13.31 5.63 0.65 13.59 12.38 4.73 8.41 10.20 12.42
CAGR 10.50 8.20 5.30 11.50 11.10 6.60 9.00 7.50 10.20
For Passenger Vehicles, the growth rate is 6.6 % to 11.5 %, While for Freight Vehicles, the growth rate is 7.5 to 9.0 %%.
(DPR)
8.7.5 TRANSPORT DEMAND ELASTICITY APPROACH
This method is based on econometric model and is described in IRC-108. If the

past data on vehicle registration or traffic volume is available for a number of year
and the corresponding data on some economic indicator such as GNP or NSDP
are also available, and then the data can yield an econometric model of the
following type:
Loge P = Ao + A1 Loge NSDP
Where P = Traffic Volume or Vehicle Registration data
NSDP = Net State Domestic Product at Constant Price
Ao = Regression Constant
A1 = Regression Coefficient
The value of A1 is known as the Elasticity Coefficient. The elasticity coefficient is

the factor by which the NSDP growth rate has to be multiplied to arrive at the
growth rate of traffic. The following method has been used to carry out the
regression analysis for deriving growth rate (in %) for different category of
vehicles on the project highway.
The time series data on vehicle registration for the Maharashtra state is available
and the corresponding data on Net State Domestic Product (NSDP) at constant
price of the Maharashtra are given in the table below. From economic indicators
of the State, average yearly growth rate of NSDP is 7.75%. The method takes
into consideration growth in vehicles on road and NSDP growth for a region. This
method yields more realistic forecasting data and hence it is adopted in the
estimation of forecasted traffic.
Table 8-17: Annual Rate of Growth of Net State domestic

Product at 2004-05 Price Level
NSDP at constant Prices Annual Growth

Year
2004-05 Rs. In Cr. Rate in %
2004-05 112636
2005-06 120202 6.72
2006-07 134350 11.77
2007-08 140471 4.56
2008-09 152284 8.41
2009-10 161159 5.83
2010-11 185366 15.02
(DPR)
NSDP at constant Prices Annual Growth

Year
2004-05 Rs. In Cr. Rate in %
2011-12 202749 9.38
2012-13 214391 5.74
2013-14 224632 4.78
2014-15 237530 5.74
CAGR 7.75
8.7.6 ADOPTED MODE-WISE GROWTH RATES
The table below shows the growth rates obtained by various methods as
described above. Traffic growth rate obtained by trend analysis showed a high
growth rate for 2 wheelers & car/jeep vehicles. From the table it may be observed
that the growth rates based on past traffic data does not show any uniform
pattern of traffic growth.
Table 8-18: Growth Rates Obtained By Various Methods
Sr. Method of Traffic 2- Cars/Jeeps Bus Goods

No. Forecasting Wheelers /Taxis Vehicles
1 Time Trend analysis 11.69 12.91 5.23 9.54
National Standard
2 8.20 11.10 6.60 7.50
Growth Rate
As per IRC-108, NSDP
3 7.75 7.75 7.75 7.75
Method
Since trips by passenger vehicles like cars and buses are not very long and
mostly influenced by socio-economic characteristics of the Maharashtra state,
therefore, growth rates of passenger vehicles are adopted from Socio-
econometric model which is directly related to the Origin-Destination movement
of the vehicles. Goods vehicles are having longer trip lengths and the trip making
pattern is mostly influenced by national level parameters like national GDP.
Further, since the project is proposed to be built on a EPC or hybrid Annuity BOT
scheme it would be prudent to analyse with slightly lower growth rates to avoid
risk of over estimation of returns.The following table shows the adopted mode-
wise growth rates for the project corridor.
Table 8-19: Traffic Growth Rates Adopted %
Bus / Multi-
Trucks
3-Axle
2 Axle
Truck
Car /
Year 2-W 3-W Mini LCV Axle Tractor
Jeep
Bus Trucks
2017-21 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
2022-26 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
(DPR)
Bus / Multi-
Trucks
3-Axle
2 Axle
Truck
Car /
Year 2-W 3-W Mini LCV Axle Tractor
Jeep
Bus Trucks
2027-31 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
2032-36 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
2037-41 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0
8.8 PROJECTED TOTAL TRAFFIC VOLUME ON HOMOGENEOUS SECTIONS
The base year (2017-18), classified traffic volume has been projected 10, 15, 20,
25 &30 years for all the homogenous sections. The two scenario Analysis has
been done. In first case no generated traffic has been considered only 7.5 %
Growth rate has been considered. The growth was estimated on an
unconstrained capacity scenario in order to assess the maximum extent of traffic
flow in the corridors under consideration. Annexure 8-8 shows the projected total
traffic volume for for each of the homogeneous sections of the project corridor.
The following tableshows the summary of total traffic volumefor each of the
homogeneous sections of the project corridor.
In second case generated traffic has been considered and same Growth rate has
been considered. The growth was estimated on an unconstrained capacity
scenario in order to assess the maximum extent of traffic flow in the corridors
under consideration. Annexure 8--9 shows the projected total traffic volume on
the project corridor. The following table shows the summary of total traffic
volumefor each of the homogeneous sections of the project corridor.
Table 8-20: Summary of Projected Total Traffic Volume without generates traffic
At Sendapur in at Kadegaon at Bhivghat

Sr.
Year Karad
No.
Vehicles PCU's Vehicles PCU's Vehicles PCU's
1 2017 48674 39008 6478 7636 3198 4528
2 2022 62185 49515 8329 9736 4137 5741
3 2027 79422 63329 10685 12554 5344 7482
4 2032 101426 80988 13696 16181 6878 9704
5 2037 129504 103503 17535 20785 8837 12528
6 2042 165346 132249 22442 26674 11341 16140
(DPR)
8.9 CAPACITY ANALYSIS OF THE HOMOGENEOUS SECTIONS
As per the clause 2.18" Capicity of Four lane Highway" of the Manual of
Specification and Standards IRC SP 84, 2014 the design service volume of
4-lane highway for different type of terrain is as given in table below:
Table 8-21: Design Service Volume of Four Lane Highway
Nature of Terrain Desgin Service Volume in PCU's per day

Level of Service'8' Level of Service'C'
Plain and Rolling 40,000 60,000
Mountainous and 20,000 30,000
Steep
The design service volume for 2-lane Highway with 1.5 m wide paved
shoulders in PCU per day is given in following Table.
Table 8-22: Design Service Volume of Two-lane with

paved shoulder Highway in PCU per day
Nature of Terrain Desgin Service Volume

Plain 18,000
Rolling 13,000
Mountainous and Steep 9,000
As per the traffic projections it emerged that traffic on project roads will not
cross the 15000 PCU's in the duration of 15 yers design period. So Two-
lane road will be able to cater the traffic demand.
(DPR)
Annexure 8-1: Traffic Survey Analysis and Projection Report
ENCLOSED AS VSEPARATE VOLUME OF ANNEXURE OF MAIN

REPORT
(DPR)
Annexure 8-2: Traffic Survey Analysis and Projection Report Of

Junction Volume

REPORT
(DPR)
Annexure 8-3: Axle Load Survey Analysis
ENCLOSED AS SEPARATE VOLUME AS ANNEXURES OF MAIN

REPORT
(DPR)
Annexure 8-4: Speed & Delay Surey
ENCLOSED AS VSEPARATE VOLUME OF ANNEXURE OF MAIN

REPORT
(DPR)
9. IDENTIFICATION OF
IMPROVEMENT PROPOSALS
9.1 GENERAL
Formulation of improvement proposals is a pre-requisite for development of any

project facility. Highway Improvement options ought to be technically sound,
environmental friendly, and economically most feasible. The first step that is
required to identify improvement options is to collect information on the project
corridor primarily from engineering surveys and secondarily from various
agencies concerned. Information on past and present traffic, availability of land,
condition of CD structures, potential sources of construction material,
environmentally sensitive areas and social hot spots has been collected.
Information pertaining to existing urban settlements, present configuration of
intersections, importance of cross road, utility lines, locations of bus stops, truck
parking has also been collected. Close observation of all these parameters
coupled with frequent site visits lead to identification and finalization of
improvement options for the project corridor. This chapter elaborates
establishment of improvement proposals based on the data collected from field
surveys as well as from various secondary sources.
The project corridor does not conform to 2-lane plus standard of IRC. Therefore
while deciding the improvements, the need of highway users, environmental/
social integrity, existing right of way, constraints along the existing road like
congestion etc. have been fully considered. As per the TOR, the project road has
been planned for upgradation to two lane carriage way road in case of rural areas
and 4-lane with or without service roads in case of urban/habited areas wherever
required. The following improvements are required to upgrade it to two lane IRC
standards.
• Widening of the existing road to standard two -lane road with paved
shoulders for rural roads;
• Widening of the existing road to standard 2-lane carriageway with
longitudinal drains and footpaths without service roads, preferably within
existing ROW, for stretches passing through urban areas;
• Widening of existing cross drainage works including construction of new
CD works to 2/4 lane standards;
• Identification of optimal bridge alignments;
• Provision of adequate paved/ unpaved shoulders;
• Provision of adequate cross-fall and super-elevation;
(DPR)
• Easing of sharp horizontal curves;

• Co-ordination of horizontal and vertical alignments;
• Provision of adequate roadside drainage;
• Strengthening of existing pavement;
• Improvement of Road junctions;
• Provision of road furniture, road signage, road markings and safety
devices;
• Provision of bus bays and bus shelters;•
• Provision of way side amenities;
• Provision of toll plaza;
• Arboriculture and Landscaping;
9.2 PROJECT DEVELOPMENT PROPOSALS
In order to upgrade the road to the geometric requirements commensurate

with the design speed and other standards, a number of improvements
have been proposed for the Project Road. The alignment passes through
several villages and town areas of which some have built-up
conglomerations in close proximity of the road. The project development
proposal in view of the project road deficiencies is given in table 9 -1
Table 9-1: Project Road Deficiencies vis-à-vis Improvements Proposed
Sr.
Deficiencies Improvement Proposed
No.
1. Existing road condition bad to fair Strengthening /Reconstruction/ New
and structurally inadequate construction of the pavement to
meet the design loading.
2. Existing urban structures has Widening of existing carriageway to
congestion resulting in delays, traffic four lanes.
jams and accidents.
3 Sharp curves on existing road and Easement of horizontal and vertical
poor sight distance alignment.
4. Existing intersections creating Junction improvement &
hindrance in free flow of through channelisation
traffic
5 Weak / Narrow existing bridges and Widening/ strengthening /
culverts reconstruction of existing bridges
and culverts.
6. Absence of Provision of
(DPR)
Sr.
Deficiencies Improvement Proposed
No.
Truck lay bye Truck lay bye as required
Bus bays Bus bays as required
Foothpath and covered drain Footpath and covered drains in
Way side amenities junctions and other locations
As required
7. Safety Features Road signs makings/ barriers as
required.
9.3 SELECTION OF PROJECT ALIGNMENT AND FORMULATION OF PACKAGES
A detailed study of the Project Highway has been carried out in two
stretches as described here under:
 PACKAGE-I; From Chainage 0+000 to 47+500 of SH-78 (Vita Town).
 PACKAGE-II; From Chainage 47+500 to 94+155 of SH-78 (Nagaj).
 PACKAGE-III; Bypass of Karad and Vita Town.
The present report dealing with Package-II.
9.4 WIDENING PHILOSOPHY
The project roads predominantly traverses through rural areas with intermittent
settlements. There are several minor settlements and villages along the roads
which generally have an intersection coupled with residential developments along
the corridors where it has been observed that there is commercial activity and
movement of pedestrians within the settlements.
The rural sections of project corridor do not pose any major concern. There are
trees on both sides of the road along the entire stretch. Some of these trees are
very old and may require to be cut to accommodate the widening of the existing
carriageway.
The options available for widening in rural areas are i) Symmetrical widening and
ii) Widening eccentrically. The decision of widening on either side of the existing
road is dependent upon which side merits preference and the distance of the
existing centerline from the ROW boundaries.
 The factors influencing the widening preference are:
 Availability of land
 Geometric improvements
 Ribbon developments and settlements
(DPR)
 Location of cultural heritage and religious buildings
 Extent of road side tree cutting
 Construction Management
 Utility Lines
 Land use
 Environmental and Social concerns
It is generally preferable to widen the corridor eccentrically, wherever site

conditions permit to utilize the existing formation completely and to avoid two
longitudinal joints on either side. Also this would ensure uninterrupted traffic
movement during construction.
Generally symmetrical widening has been proposed for the existing road reaches
which shall from part of the improved facility. Eccentric widening has been
proposed at locations involving the construction of new bridge by the side of
existing bridge. For four lane construction, the various choices i.e. symmetrical
and eccentric have been considered for widening the project corridor in
urban/built-up areas. Symmetrical widening is considered to be more suitable in
built-up reaches with 0.5 m. median to accommodate the 4 laning. It will facilitate
construction in stages and makes best use of the land available.
The existing alignment has large number of curves and hairpin bends, some of
which do not conform to National /State Highway Standards. The minor
Realignment has been proposed in these stretches. Accordingly the following
Typical Cross-Sections are developed for the improved facility:
Table 9-2: Proposed Cross Sections for Package-II
Design
Chainage (km)
S.No. From To Length(Km) Manual Refernce

2 48.950 50.175 1.225
2015

4 53.525 54.625 1.100
2015
(DPR)

10 88.400 90.620 2.220
2015
All the above schemes are general policy decisions; these will be
dependent on the precise geometric configuration, realignment, re-
sectioning, reconstruction, exact land widths available etc. Details of the
proposed cross sections are as follows.
Figure 9-1: Proposed Cross Section Details
(DPR)
9.4.1 BYPASSES & REALIGNMENT

Due to the site constrains, two bypasses for Karad and Vita Towns
has been proposed under Package-III. Similarly due the poor
Geometrics the realignment has been proposed at various locations.
The brief summary of realignment are given in following table.
Table 9-3: Summary of Bypasses & Realignment
Design Chainage
(km) Design
Fro Length
S.No. m To (km)
Package-II
1 47.500 48.100 0.600
2 51.400 51.825 0.425
3 75.500 75.750 0.250
4 76.000 76.825 0.825
5 84.300 84.600 0.300
9.5 ALIGNMENT DESIGN
The project roads are to be developed as a partially controlled highway facility

with appropriate measures to provide access to all having access at present. The
design of geometric elements has therefore been done taking into account the
essential requirements of such facility. The geometric designs for horizontal have
been outlined in above paragraphs. These have been followed for fixing the
horizontal alignment and are based on 100 kmph & 60 Kmph speed for plain and
hilly terrain to ensure uniform and consistent design standards with due regards
to safety aspects. In case of few curves, it may not been possible to design them
with 100 kmph /60 Kmph speed due to site constraints, such curves are designed
with lower speed of about 80 kmph /40 Kmph as per IRC standard. Further
relaxation up to design speed has been taken at few curves where existing ROW
and built up structures does not allow higher speed.
Two design alternatives have been considered.
 First Alternative: An effort has been made to keep the longitudinal profile
almost as per the existing profile. Due the hill / ghat, lot of hairpin bend and
curves, it has not possible the attained the design speed in most of the
sections
 Second Alternative: The alignment has been design as per the the IRC SP 73
2015.
(DPR)
Finally the mix of both alternative has been selected after discussion with PWD.
9.5.1 BASE PLAN
Design of the horizontal alignment has been carried out in 3-D civil environment
as per the widening scheme described above on the base plans. Extensive field
checks to verify the feasibility of the proposed alignment have been carried out
and suitable modifications to the alignment have been done wherever considered
essential to safeguard sensitive elements.
Base plan of the existing highway corridor showing all natural and manmade
features has been prepared using the topographical survey data. All the features
within a band width of 60 m have been captured with an unique “description
code” during the survey along with the details of existing carriageway centerline,
edge of pavement, edge of shoulder, toe line of the embankment etc. This data
has been downloaded into CAD environment to prepare the base plans. The
following activities elucidate the preparation of base plans in more details:
 Format survey data to suit the requirements of 3-D civil environment

 Download the data into software
 Define main corridor features by joining the points of centerline, edge of
pavement, edges of shoulders, embankment toe line etc
 Defining all the physical and manmade features like building, shops, trees,
religious structures etc. falling within the existing ROW and beyond.
 Joining the points with same description codes for all physical features like
rivers, buildings, religious structures, shops, telephone poles, electric
poles, cross roads etc within the above specified limits
 Establish break lines for features such as edge of the road, shoulder,
nallahs, top and bottom of ditches, etc;
 Insert the details of existing cross drainage structures such as bridge
number, span arrangement etc.
 Insert details of underground utility services collected from secondary
sources.
 Carrying out field checks to ensure the accuracy of base plans; and
 Update and finalise the base plans with additional survey data if
necessary.
9.5.2 HORIZONTAL ALIGNMENT
The horizontal alignment for upgrading of the existing road to 2-lane road has
been established on base plans using the Highway Design Software, “3-D CIVIL”.
(DPR)
Geometric design of project corridor has been conceptualized for a design speed
of 100 kmph and 60 Kmph for plain and hill section respective as specified by the
IRC. Horizontal curves along the existing alignment generally fulfill the
requirements of NH standards for a design speed of 100/60 kmph. It would be
observed from the base plan that the existing alignment is almost in curves
except for few locations, some of which also conform to NH Standards. There are
many sharp curves where it is required to improve the radius to ease out the
curvature effect. Improvements to geometry of these sharp curves have been
effected without causing much of impact to adjoining properties and land use.
Besides, the alignment traverses through some built up areas. Thus the main
criteria to place the new carriageway was governed by built up/ rural area, ROW
limit, extent of tree cutting, existence of any major feature like canal and location
of cultural/ heritage properties etc.
T he minimum design speed has been adopted 100 kmph & 60 Kmph for Plain
and hilly terrain respectively in accordance with Proposed ROW of 45 m.
However due to the site constraints Radious of Horizontal Curves and design
speed has not been followed as per the IRC SP 1973. At the following location
where design speed is restricted as given below
Table 9-4: Summary of Locations of Design Speed below 100 Kmph and Radious
less Than 400 m in Plain Terrain
Curve Design
Length Speed(Km/Hr)
1 51+587.23m 51+720.55m 133.317m 250.000m 80
2 52+135.97m 52+335.85m 199.874m 200.000m 65 Renavi
3 52+447.44m 52+645.67m 198.228m 300.000m 65
4 58+889.03m 58+905.01m 15.980m 700.000m 80
5 59+020.39m 59+034.53m 14.148m 400.000m 80
6 63+056.43m 63+174.88m 118.447m 400.000m 80
7 63+668.64m 63+878.64m 210.000m 500.000m 65 Khanapur
8 63+953.03m 63+999.55m 46.521m 500.000m 80
9 67+285.16m 67+311.77m 26.617m 125.000m 50 Sultangade
10 70+047.92m 70+056.77m 8.846m 220.000m 65 Bhivghat
11 76+702.27m 76+846.75m 144.485m 250.000m 80
12 80+798.61m 80+964.61m 165.994m 250.000m 80
13 81+156.83m 81+263.40m 106.571m 250.000m 80
14 81+443.88m 81+546.76m 102.877m 250.000m 80
15 81+770.42m 81+872.71m 102.286m 250.000m 80
16 83+694.06m 83+718.99m 24.931m 400.000m 80
17 84+388.64m 84+427.34m 38.695m 250.000m 80
18 84+641.42m 84+669.54m 28.123m 250.000m 80
19 93+398.89m 93+494.63m 95.741m 400.000m 80 Nagaj
(DPR)
Table 9-5: Summary of Locations of Design Speed below 60 Kmph and Radious
less Than 150 m in Hilly Terrain
Design
(Km/Hr)
1 49+178.64m 49+243.66m 65.022m 80.000m 30
2 49+307.07m 49+369.08m 62.010m 60.000m 25
3 49+421.29m 49+464.61m 43.323m 30.000m 20
4 49+532.61m 49+604.22m 71.613m 80.000m 30
5 49+830.92m 49+938.67m 107.757m 200.000m 50
7 53+604.19m 53+650.59m 46.396m 100.000m 40
Renavi Ghat
8 53+699.94m 53+754.12m 54.188m 100.000m 40
9 53+830.62m 53+846.59m 15.975m 15.000m 20
10 53+892.57m 53+952.96m 60.391m 150.000m 40
11 53+999.91m 54+118.17m 118.255m 150.000m 40
12 54+173.29m 54+367.97m 194.681m 100.000m 40
13 54+491.71m 54+592.85m 101.145m 150.000m 40
15 88+548.30m 88+558.74m 10.441m 70.000m 40
16 88+591.31m 88+637.19m 45.881m 100.000m 35
17 88+755.16m 88+755.67m 0.510m 50.000m 30
18 88+798.77m 88+824.00m 25.227m 40.000m 20
19 88+851.53m 88+865.38m 13.845m 20.000m 20
20 88+902.39m 88+962.07m 59.682m 50.000m 25
21 89+048.98m 89+086.47m 37.498m 60.000m 35
22 89+159.01m 89+189.39m 30.384m 22.000m 20
23 89+234.54m 89+257.87m 23.331m 100.000m 40
24 89+401.23m 89+401.31m 0.079m 50.000m 25
25 89+441.26m 89+485.57m 44.312m 40.000m 20
Nagaj Ghat
26 89+561.15m 89+625.11m 63.954m 40.000m 20
27 89+662.42m 89+696.78m 34.360m 30.000m 20
28 89+782.43m 89+810.46m 28.030m 100.000m 35
29 89+868.51m 89+900.72m 32.206m 50.000m 35
30 89+961.53m 89+991.47m 29.933m 20.000m 20
31 90+054.71m 90+060.93m 6.227m 50.000m 35
32 90+159.27m 90+232.88m 73.607m 40.000m 20
33 90+261.30m 90+322.52m 61.217m 60.000m 20
34 90+349.84m 90+368.58m 18.734m 14.000m 20
35 90+421.42m 90+462.47m 41.052m 75.000m 30
36 90+557.49m 90+585.83m 28.336m 100.000m 40
(DPR)
9.5.3 VERTICAL PROFILE
The vertical profile of the Project Corridor has been designed on the basis of
DTM data collected during the topographic survey. For the purpose of creating
existing road profile, only the survey points pertaining to natural ground and
existing pavement have been taken. Care has been taken while deciding
proposed road levels at culverts and bridge locations.
Vertical profile has been designed on the following parameters:
 Deck levels of various bridges have been kept as per IRC stipulations i.e. HFL
+ Vertical clearance + deck height + W.C.
 Deck level of Underpasses (Vehicular) has been kept as Existing Road Level
+ 5.5m + deck height + WC
 Deck Level of culverts has been kept in such a way so as to avoid humps in
the vertical profile of the road
 Deck level of Rail over bridge has been kept as Rail Level + Vertical
clearance for electric track + Deck height + WC
 Minimum – GL or HFL + 0.5 m + Crust thickness
After ensuring above obligatory levels at various points, vertical profile has been
designed by providing smooth gradient. The maximum gradient is 3.3 percent;
Profile of the existing carriage way has also been created using the software and
imported into the drawing having the existing profile of the proposed centerline.
Control points for drawing the finished road profile have been identified at CD
structures and Bridge locations and were marked in the drawing. Limit lines for
accommodating the designed overlay thickness at the center of existing
carriageway and minimum possible profile corrective course have also been
drawn on top of the existing road profile in the drawing. Limit Lines at the existing
horizontal curve locations have been carefully drawn by considering the effect of
existing super elevation along the corridor.
There are local depressions of varying depth in the profile of existing pavement.
These have been eliminated to have streamline profile with vertical curves at
crests and valleys. Rectification of depressions involves the provision of profile
corrective courses with various materials so as to conform to designed profile.
This correction will be necessary in addition to correction of camber to cross-fall.
9.5.4 ALIGNMENT PLAN AND PROFILE
(DPR)
The detailed design of alignment are given in Volume-II Design Report. All
alignment plans & vertical profiles have been prepared to a scale of 1:1000 and
given in Volume-IX Drawings. Each sheet covers the design for 500 m length.
9.6 JUNCTION IMPROVEMENT PROPOSALS
Intersections are an important part of the highway because it controls the

efficiency, the safety and the capacity. All intersections falling on the project
corridor have been studied for the improvement to allow a safe connection to the
corridor and minimum interference to the through traffic. The traffic on the
connected road for major intersections has been studied and projections have
been done for its future development. Before recommending the improvement, all
available options in order of their importance as enumerated ahead have been
considered:
 Major junction with acceleration and deceleration lanes;
 Major junction with channelization of traffic;
 Minor Junction as ‘Left In & Left Out’
 Grade Separated intersections with service road i.e. Flyover
Junction survey in conjunction with traffic analysis and guidelines set forth in IRC
SP: 19 and IRC SP: 41, IRC: 62 and “Manual of Specifications and Standards for
Two- Laning of National Highways through Public Private Partnership”, has been
studied in detail to finalise the requirements of at-grade/grade separated
intersections. All aspects of intersection design in accordance with provisions
given in IRC: 62, IRC: SP 41-1994 and “MOST Type Design for Intersection on
NH” have been considered at the detailed engineering stage.
Based on the above considerations, warranted improvement scheme in respect

of each junction has been finalised. Wherever, the realignment has been
proposed, usefulness of the abandoned road has been examined and if found,
still useable by local commuters, new junctions at both extremes have been
proposed.
With the increased traffic flow, it is anticipated that the saturation capacity
of few intersections along the project road is going to impede smooth
traffic flow. Grade separation along the predominant flow direction to
overcome the problem will be required.
As per IRC:62-1976 grade separation should be provided at intersection of

divided rural highways, the ADT (fast vehicles only) on the cross road
within the next 5 years exceed 5000.Where this traffic figure will be
(DPR)
reached within the next 20 years, the need for such facility should be kept
in view for future construction. As per traffic projections no No Grade
separation facilities have been proposed. The proposed junction
improvment plans are given in Volume-IX.
Table 9-6: Details of the Major Junctions improvement Plans
Cross Road
Location Category of Junction Side
S.No. Width
(Km) Cross Road Type
LHS RHS LHS RHS
Package-II
1 58.975 MDR-26 X-Junction Kharsvadi Ghoti khurd 3.3 3.35
2 63.525 MDR-31 Y-Junction Tashgaon 2.4
Tashgaon-
3 70.100 SH-136 X-Junction Nelkaranji 16.3 9.85
Atpadi Road
4 78.825 MDR-51 X-Junction Banurgarh Jarandi 4.9 6.2
5 82.025 SH-153 X-Junction Pachegaon Ghatandre 6.1 4.6
6 93.73 NH-204 X-Junction Sangola Miraj 7.1 7
Table 9-7: Details of the Minor Junctions improvement Plans
Width
of
Design Cross
Chainag Road
S.No. e (Km) Type Road Leading Towards (m)
1 49.825 Y Village Road , 3.5
2 51.380 Y , Village Road 3.75
3 51.925 Y Renavi , 3.75
4 55.230 Y , Revangaon 3.75
5 56.325 Y Ainwadi , 3.75
6 57.055 T , Dhondgewadi 3.75
7 62.725 Y Jadhavwadi , 3.75
8 63.200 Y Balawadi , 3.75
9 63.750 Y , Tashgaon 3.75
10 66.225 Y Benapur , 3.75
11 67.750 X Benapur , Khapargade 3.75
12 69.425 Y , Tashgaon-Atpadi Road 3.75

13 72.825 Y , Hivare 3.75
14 75.100 Y Palashi , 5.5
15 75.850 Y Palashi , 3.75
16 76.800 Y , Jarandi 3.75
17 79.450 X Banurgarh , Jarandi 3.75
(DPR)
18 83.850 X Pachegaon , Ghatandre Road 3.75

19 86.980 Y , Sindhemala 3.75
20 90.425 Y , Raywadi 3.75
21 92.050 Y Pachegaon , 3.75
22 92.625 Y , Village Road 3
23 93.700 Y , Nagaj Phata 3.75
24 94.155 X Sangola , Miraj 7
9.7 PAVEMENT DESIGN
Pavement is the most significant component of a road and therefore it's

Type of pavement selection and detailed design must be assured to
support the projected traffic loading throughout the design period. Its cost
contributes largest proportion of the total construction cost.
Existing road is not as per the state Highway Standards and it is following
the existing ground level in it most of the length. So the project road need
to be raised from existing ground level in most of the it existing length,
realigned and widened to improve the capacity as well as horizontal
geometrics. Similarly, at number of places, the vertical profile will be
changed to improve the vertical geometrics. This will require reconstruction
after partial or full removal of the existing pavement, depending upon
subgrade condition.
The existing road is almost at ground level, as per the IRC 73, 2014, the
bottom of subgarde shall be 1.0 m above above HFL or Level of water
table or top subgrade shall be at least 0.5 m above the general ground
level. So the new construction has been taken on the length of existing
road wherever require.
9.7.1 TYPE OF PAVEMENT SELECTION
The project is located in moderate rainfall area. Based on the adventage &
limitation and techincal and commercial aspects of the Flexible and rigid
pavement option, the rigid pavement of Cement concrete has been
selected for main carriage way.
9.7.2 DESIGN OF RIGID PAVEMENT
The rigid pavement design has been carried out as per the IRC: 58-2015.
a. Selection of Modulus of Sub-grade Reaction
(DPR)
 For the design purpose effective 8% CBR value has been taken. Based
on the CBR the K value has been taken as per IRC: 58-2015.
 Layer of GSB and DLC has been adopted.
 Effective Modulus of sub-grade reaction for combined foundation of

subgrade and GSB and DLC Sub Base.
 Provision of debonding layer of polythene sheet of 125 Micron thicknesses

between DLC and Concrete Slab.
b. Selection of Flexural Strength of Concrete
 28 Days of Compressive strength of Cement Concrete is => than 40 MPA

Minimum.
 90 Days of Compressive strength of Cement Concrete is => than 48 MPA
 28 Days of Flexural strength of Cement Concrete is => than 4.5 MPA.

Minimum
 90 Days of Flexural strength of Cement Concrete is => than 4.95 MPA
c) Selection of Design Traffic for Fatigue Analysis
Design Traffic
The design traffic is considered in terms of the cumulative number of

standard axles to be carried during the design life of the road. This can
be computed using the following equation:
N = 365 * [(1+r) n -1] * A * D * F
Where,
N=the cumulative number of standard axles to be catered for in the

design in terms of msa
A=Initial traffic in the year of completion of construction in terms of the

number of commercial vehicles per day
D=Lane distribution factor
F=Vehicle damage factor
(DPR)
n=Design life in years
r=Annual growth rate of commercial vehicles
The traffic has been used from the projected traffic computed in
Chapter 8.
For 4-lane section with divided carriageway the lane distribution factor
is assumed as 0.45.
Design Life
For the design of pavement, the design life is defined in terms of the
cumulative number of standard axles that can be carried before
strengthening of the pavement is necessary. The design life has been
taken 30 years.
Vehicle Damage Factors and Load Spectrum
The vehicle damage factor is a multiplier to convert the number of

commercial vehicles of different axle loads and axle configuration to the
number of standard axle load repetitions. It is defined as equivalent
number of standard axle per commercial vehicle. The VDF varies with the
vehicle axle configuration, axle loading, terrain, type of road and from
region to region. The vehicle damage factors arrived are presented in
Volume-I. The Axle load spectrum has also been calculated.
d) Cumulative Fatigue Damage (CFD) Analysis for Bottom up cracking ( BUC)

& Top down Cracking (TDC) and Selection of Slab Thickness
 Assume Trial Thickness of Slab
 Radious of relative stiffness
 Beta Factor in the stress equation will be 0.66 for doweled Transverse Joint
for Carrying out TDC analysis.
 Computation of Bottom Up and Top down cumulative fatigue damage.
e) Total CFD should be less than one otherwise slab thickness must revised and
repeat the process.
The detailed design of the rigid pavement is given in annexure 2-1. The
pavement thickness are given in following table
The thicknesses of various layers for main carriageway are as shown
(DPR)
below:
Table 9-8: Crust Composition by IRC Method
Particular Thickness in mm
Thickness of Pavement Quality Concerte (PQC) of
M40 grade (mm) 300
125 micron PVC sheet 125 micron
Thickness of Dry Lean Concerte (DLC ) of M15
grade (mm) 150
Drainage Layer 100
GSB as Separation Layer 100
Sub grade with min CBR 8 500
The Rigid pavement design is given in Volume-II: Design Report.
9.7.3 DESIGN OF FLEXIBLE PAVEMENT
The basic objective of pavement design is to increase the fatigue life of

pavement by restricting the tensile strain caused by traffic in the
bituminous layer to 70 micro strains and also to construct rut resistant
pavement by limiting the vertical subgrade strain to 200 micro strains
during the design life. This is ensured following the guidelines laid down in
IRC: 37-2012.
 Design Life : The flexible pavement is designed for a minimum design period
of 15 years
 Vehicle Damage Factors: 4.01
 Design Traffic: 30 MSA
 Effective CBR Value: 8.0
The average characteristic deflection (Dc) values to be used for design

purposes have been worked from BBD survey. The thicknesses are
deduced from Figure 9 of IRC 81-1997 in terms of bituminous macadam
construction. The overlay thickness calculated and proposed is presented
in following Table.
Table 9-9: Proposed Overlay Thicknesses on Existing Lane as per IRC: 81-1997
Description BC DBM
(DPR)
For Stretches proposed for overlay

40 mm 90 mm
only
The flexible pavement design is given in Volume-II: Design Report.
9.7.4 PAVEMENT MATERIALS
The general specification and characteristics of material is presented in

following Table 9-11.
Table 9-10: Materials Specification and Characterisation
Sr. Pavement Layers and Sections Remarks

No. Materials Details of
MOR&TH
1 Embankment
Section 305
Construction
2 Sub-grade Section 305 Minimum Soaked CBR 10%
3 Granular Sub-base Minimum compacted
Upper Layer thickness100mm
Section 401
Lower Layer Grading I of Table 400-1
Grading I of Table 400-2
4 Base Course-WMM Thickness of single layer shall
Section 406
be75mm-100mm
5 Prime Coat Section 502
6 Tack Coat Section 503
7 Bituminous Macadam Thickness of single layer shall
Section 504
be30mm-100mm
8 Dense Bituminous Thickness of single layer shall
Section 507
Macadam be50mm-100mm
9 Bituminous Concrete Thickness of single layer shall
Section 512
be25mm-100mm
10 Dry Lean concrete Thickness of single layer shall
Section 601
be100 mm and 150 mm
11 Pavement Quality Minimum compacted thickness
Section 602
Concrete of 150mm
9.8 SLOPE STABILISATION & PROTECTION WORKS
Erosion prevention is one of the major factors in design, construction and

maintenance of highways. The most direct application of erosion control
occurs in drainage design and in the writing of specifications for
landscaping and slope planting. Erosion is minimized largely by the use of
flat side slopes, rounded and blended with natural terrain; serrated cu t
slopes; drainage channels designed with due regard to width, depth,
slopes, alignment, and protective treatment; inlets located and spaced with
erosion control in mind; prevention of erosion at culvert outlets; proper
facilities for groundwater interception; dikes, berms, and other protective
devices to trap sediment at strategic locations; and protective ground
(DPR)
covers and planting.
High embankment will be site specifically designed considering the quality

of the available material, prevalent moisture condition and associated pore
water pressure, bearing capacity of the founding strata and the
requirement of any preloading etc. Stone pitching/gabion walls are
proposed at these locations. Turfing is proposed to be used as the basic
slope stabilisation measure where height of embankment is less than
3.0m.
In cases of retaining walls in urban section as viaduct for grade separator,

reinforced earth walls are preferred over RCC walls because of their cost
advantage and the same is proposed for this project. Other stabilisation
measures which are proposed to be adopted on case to case basis after
thorough study of the problematic site are as under:
 Concrete block pitching

 Launching apron in CC blocks
However the proposed improvement in project does not required the slope
stabilisation and protection walls.
9.9 DRAINAGE
Design methods that develop pavement cross-sections on the assumption

that the controlling factors are stress, strain, deformation and fatigue under
repeated wheel loads, and ignore the effects of wheel load on water
trapped in the pavement structure are a recipe for “designed to fail”
pavement design. The trapped water in the pavement structure under the
wheel loads generates pore pressures which drastically reduce the bearing
capacity or strength of the granular layer and erodes the base and sub-
base material, resulting in damage which may cause premature failure of
the pavement. In super-elevated sections where existing road is in inner
side of curve, existing road crust will cause problem in internal drainage of
the pavement. To obviate such situation, it is recommended that though
top of granular sub-base layer will follow the pavement cross-fall, its
bottom will have negative slope i.e. opposite to cross-fall so that internal
flow could take place away from the existing crust. The following
provisions have been considered to develop a sound drainage network:
 Open chute drain in RCC on slopes of high embankment and as rapids on

high cut sections. Further dissipation basins are provided at the toe of high
embankments to reduce the velocity of water flow.
(DPR)
 Covered lined Drain in urban / builtup Area.
 Road-side earthen drains to capture surface run off from the main
highway.
9.10 BRIDGES & CROSS DRAINAGE STRUCTURES
9.10.1 MAJOR BRIDGES
There no major bridge on Road stretch in package-II.
9.10.2 MINOR BRIDGES
The General arrangement of the proposed Minor bridges are give in the
following tables
Feasibility Study and Preparation of DPR for Upgradation to 2 lane with paved shoulder State Highway-78 (Now NH-166E) having DETAILED PROJECT REPORT
approximate length of 105 Km. from Karad to Nagaj (State Boarder) Via Vita KhanapurJarandi in Satara and Sangli Districts in the State of (DPR)
Maharashtra VOLUME-I : MAIN REPORT
Table 9-11: Details of Proposed Improvement of Major Bridge
Type of Structure
Chaina Proposed Prop
S.N Longitu Propose
ge Latitude No. of Spans with Span Length (m) Span(No.xsize) osed
o. de d Width
(Km) m Type
Found Sub Super
ation Struct Structur
ure e
NIL
Table 9-12: Proposed Imprvement of Minor Bridge

Design Manual
Fig 7.6,
Clause 7.3
17.2771517 Both New
1 74.6206939 52.270 8 2x4.0 16 of
7 side Construction
IRC:SP:73
-2015
Fig 7.6,
Clause 7.3
17.2651340 74.7039499 Both
5 2 side
IRC:SP:73
-2015
Feasibility Study and Preparation of DPR for Upgradation to 2 lane with paved shoulder State Highway-78 (Now NH-166E) having DETAILED PROJECT REPORT
approximate length of 105 Km. from Karad to Nagaj (State Boarder) Via Vita KhanapurJarandi in Satara and Sangli Districts in the State of (DPR)
Maharashtra VOLUME-I : MAIN REPORT
Fig 7.6,
Clause 7.3
17.2523883 74.7502634 Both
5 4 side
IRC:SP:73
-2015
Fig 7.6,
Clause 7.3
17.2184411 74.8124893 Both New
4 75.430 8 1x8.0 16 of
IRC:SP:73
-2015
17.1498451 74.9332069
5 92.280 9.8 1X9.8 11.85 RETAINED
8 1
Widening
as per Fig
7.6,
17.1448579 74.9413977 1X9.44 + 1X9.1 +
6 93.330 One side 37.14 16 Widening Clause 7.3
6 7 2X9.3
of
IRC:SP:73
-2015
Note: 1) All the Minor bridges shall be widened and reconstructed as per section 7.3 of IRC: SP: 73 -2015
2) The repair & Strengthen shall be done as per Section 7 of IRC: SP: 73-20
(DPR)
9.10.3 CULVERTS
The summary of proposed culverts are given below
Table 9-13: Proposed Culverts
Prop
Desig osed
n Typ Manu
S. Chain e of al
No Longitu age Culv Propose Refer
. Latitude de (km) ert d Span Remarks ence
Fig
7.1,
Clause
7.3 of
New IRC:S
17.2699 74.5837 Constructio P:73-
1 2863 444 47.900 BOX 2x2.5 n 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17°16'20 74°35'1 Reconstruct P:73-
2 .40"N 8.06"E 48.455 BOX 1x4.0 ion 2015
Fig
7.4,
Clause
7.3 of
New IRC:S
17.2741 74.5932 Constructio P:73-
3 4219 1847 49.020 Pipe 1X1.2 n 2015
Fig
7.4,
Clause
7.3 of
IRC:S
17.2738 74.5979 Reconstruct P:73-
4 8049 2317 49.610 BOX 1x2.0 ion 2015
Fig
7.4,
Clause
7.3 of
IRC:S
17.2737 74.5997 Reconstruct P:73-
5 9377 5797 49.800 BOX 1x2.0 ion 2015
17.2736 74.6175 New Fig
6 3865 6813 51.750 BOX 1x4.0 Constructio 7.1,
(DPR)
n Clause
7.3 of
IRC:S
P:73-
2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.2774 74.6259 Reconstruct P:73-
7 4178 15 52.860 Pipe 2X1.2 ion 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.2785 74.6283 Reconstruct P:73-
8 7616 307 53.150 BOX 2x2.5 ion 2015
Fig
7.4,
Clause
7.3 of
IRC:S
17.2804 74.6313 Reconstruct P:73-
9 2567 2834 53.530 Pipe 2X1.2 ion 2015
Fig
7.4,
Clause
7.3 of
IRC:S
17.2807 74.6335 Reconstruct P:73-
10 5523 9517 53.730 Pipe 1X1.2 ion 2015
Fig
7.4,
Clause
7.3 of
IRC:S
17.2804 74.6340 Reconstruct P:73-
11 6671 0031 53.980 BOX 1x2.0 ion 2015
Fig
7.4,
Clause
7.3 of
IRC:S
17.2784 74.6336 Reconstruct P:73-
12 2326 6564 54.130 Pipe 1X1.2 ion 2015
Fig
17.2783 74.6337 Reconstruct 7.4,
13 6005 034 54.180 BOX 1x2.0 ion Clause
(DPR)
7.3 of
IRC:S
P:73-
2015
Fig
7.4,
Clause
7.3 of
IRC:S
17.2779 74.6332 Reconstruct P:73-
14 8869 9016 54.200 BOX 1x2.0 ion 2015
Fig
7.4,
Clause
7.3 of
IRC:S
17.2771 74.6332 Reconstruct P:73-
15 2987 354 54.280 BOX 1x2.0 ion 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.2791 74.6403 Reconstruct P:73-
16 7663 9127 55.150 Pipe 1X1.2 ion 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.2797 74.6419 Reconstruct P:73-
17 308 5202 55.325 Pipe 2X1.2 ion 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.2808 74.6446 Reconstruct P:73-
18 4746 7837 55.670 Pipe 2X1.2 ion 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.2810 74.6467 Reconstruct P:73-
19 5895 1024 55.855 Pipe 1X1.2 ion 2015
Fig
7.1,
17.2810 74.6473 Reconstruct Clause
20 4205 7829 55.930 Pipe 2X1.2 ion 7.3 of
(DPR)
IRC:S
P:73-
2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.2777 74.6538 Reconstruct P:73-
21 6312 858 56.720 BOX 1x3.0 ion 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.2763 74.6632 Reconstruct P:73-
22 6898 7803 57.735 Pipe 1X1.2 ion 2015
Wideni
ng as
per
Fig
7.1,
Clause
7.3 of
IRC:S
17.2729 74.6793 P:73-
23 6947 7236 59.520 Pipe 6x0.9 widening 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.2646 74.7056 Reconstruct P:73-
24 0319 1596 62.460 Pipe 2X1.2 ion 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.2641 74.7115 Reconstruct P:73-
25 869 1535 63.085 BOX 1x4.0 ion 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.2620 74.7170 Reconstruct P:73-
26 9762 1272 63.720 Pipe 1X1.2 ion 2015
17.2627 74.7214 Reconstruct Fig
27 5466 6161 64.210 BOX 2x2.5 ion 7.1,
(DPR)
Clause
7.3 of
IRC:S
P:73-
2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.2632 74.7234 Reconstruct P:73-
28 0039 9303 64.435 BOX 2x2.5 ion 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.2636 74.7267 Reconstruct P:73-
29 5685 8509 64.780 BOX 2x2.5 ion 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.2624 74.7316 Reconstruct P:73-
30 5214 4128 65.325 Pipe 2X1.2 ion 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.2603 74.7374 Reconstruct P:73-
31 717 112 66.000 Pipe 2X1.2 ion 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.2507 74.7572 Reconstruct P:73-
32 8797 9278 68.420 BOX 1X5.0 ion 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.2502 74.7583 Reconstruct P:73-
33 0163 0011 68.560 BOX 1x4.0 ion 2015
Fig
17.2391 74.7738 Reconstruct 7.1,
34 1947 2606 70.645 BOX 1X5.0 ion Clause
(DPR)
7.3 of
IRC:S
P:73-
2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.2382 74.7761 Reconstruct P:73-
35 5429 4113 70.885 Pipe 1X1.2 ion 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.2317 74.7857 Reconstruct P:73-
36 6553 8096 72.160 Pipe 1X1.2 ion 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.2281 74.7894 Reconstruct P:73-
37 989 6284 72.730 BOX 2x2.5m ion 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.2258 74.7926 Reconstruct P:73-
38 3395 9177 73.175 SLAB 1x10.0m ion 2016
Fig
7.1,
Clause
7.3 of
IRC:S
17.2231 74.7987 Reconstruct P:73-
39 012 6157 73.855 Pipe 1X1.2 ion 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.2206 74.8074 Reconstruct P:73-
40 2386 1751 74.840 BOX 1x5.0 ion 2015
Fig
7.1,
17.2159 74.8160 Reconstruct Clause
41 2241 0957 75.885 Pipe 3X1.2 ion 7.3 of
(DPR)
IRC:S
P:73-
2015
Fig
7.1,
Clause
7.3 of
New IRC:S
17.2128 74.8201 Constructio P:73-
42 889 1329 76.430 Pipe 3X1.2 n 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.2084 74.8248 Reconstruct P:73-
43 9088 0128 77.210 Pipe 1X1.2 ion 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.2073 74.8307 Reconstruct P:73-
44 8414 6512 77.850 BOX 1x5.0 ion 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.2048 74.8377 Reconstruct P:73-
45 4982 2707 78.645 BOX 1x5.0 ion 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.2031 74.8453 Reconstruct P:73-
46 6542 0884 79.475 BOX 2x2.5 ion 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.2027 74.8473 Reconstruct P:73-
47 331 6886 79.680 Pipe 1X1.2 ion 2015
Fig
7.1,
Clause
17.2006 74.8499 Reconstruct 7.3 of
48 5601 6626 80.075 Pipe 1X1.2 ion IRC:S
(DPR)
P:73-
2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.1988 74.8508 Reconstruct P:73-
49 217 8939 80.305 Pipe 1X1.2 ion 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.1908 74.8634 Reconstruct P:73-
50 7598 692 81.015 Pipe 1X1.2 ion 2015
Fig
7.1,
Clause
7.3 of
New IRC:S
17.1941 74.8568 Reconstruct P:73-
51 0747 3674 81.200 Pipe 1X1.2 ion 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.1938 74.8572 Reconstruct P:73-
52 1854 9778 81.260 Pipe 1X1.2 ion 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.1923 74.8602 Reconstruct P:73-
53 2914 8948 81.600 Pipe 1X1.2 ion 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.1919 74.8622 Reconstruct P:73-
54 5082 2705 81.845 Pipe 1X1.2 ion 2015
Fig
7.1,
Clause
7.3 of
17.1876 74.8656 Reconstruct IRC:S
55 6848 533 82.450 Pipe 1X1.2 ion P:73-
(DPR)
2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.1854 74.8658 Reconstruct P:73-
56 4492 4298 82.680 Pipe 1X1.2 ion 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.1839 74.8660 Reconstruct P:73-
57 8069 6032 82.870 Pipe 1X1.2 ion 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.1825 74.8666 Reconstruct P:73-
58 6189 4438 83.025 Pipe 1X1.2 ion 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17°10'55 74°52'0. Reconstruct P:73-
59 .56"N 61"E 83.085 Pipe 1X1.2 ion 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.1791 74.8686 Reconstruct P:73-
60 7343 2156 83.470 Pipe 1X1.2 ion 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.1786 74.8692 Reconstruct P:73-
61 8569 2374 83.550 Pipe 2X1.2 ion 2015
Fig
7.1,
Clause
7.3 of
62 6505 6572 83.725 Pipe 1X1.2 ion P:73-
(DPR)
2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.1768 74.8720 Reconstruct P:73-
63 2538 2729 83.920 Pipe 1X1.2 ion 2015
Fig
7.1,
Clause
7.3 of
New IRC:S
17.1758 74.8763 Constructio P:73-
64 518 0654 84.390 BOX 1x5.0 n 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.1731 74.8807 Reconstruct P:73-
65 1552 0912 84.930 Pipe 2X1.2 ion 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.1718 74.8849 Reconstruct P:73-
66 8859 0376 85.370 Pipe 2X1.2 ion 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.1711 74.8868 Reconstruct P:73-
67 6654 5068 85.625 Pipe 1X1.2 ion 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.1704 74.8898 Reconstruct P:73-
68 9932 9772 85.955 Pipe 1X1.2 ion 2015
Fig
7.1,
Clause
7.3 of
69 6325 2631 86.320 Pipe 1X1.2 ion P:73-
(DPR)
2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.1710 74.8947 Reconstruct P:73-
70 2618 4008 86.480 Pipe 2X1.2 ion 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.1711 74.8999 Reconstruct P:73-
71 0115 4943 87.030 Pipe 1X1.2 ion 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.1709 74.9043 Reconstruct P:73-
72 1347 8786 87.510 Pipe 1X1.2 ion 2015
Fig
7.1,
Clause
7.3 of
New IRC:S
17.1704 74.9081 Reconstruct P:73-
73 2709 5879 87.915 Pipe 1X1.2 ion 2015
Fig
7.4,
Clause
7.3 of
IRC:S
17.1661 74.9123 Reconstruct P:73-
74 0813 4525 88.570 Pipe 1X1.2 ion 2015
Fig
7.4,
Clause
7.3 of
IRC:S
17.1647 74.9133 Reconstruct P:73-
75 2552 144 88.230 Pipe 1X1.2 ion 2015
Fig
7.4,
Clause
New 7.3 of
17.1641 74.9140 Constructio IRC:S
76 4731 3869 88.875 Pipe 1X1.2 n P:73-
(DPR)
2015
Fig
7.4,
Clause
7.3 of
IRC:S
17.1631 74.9144 Reconstruct P:73-
77 0794 1528 89.000 Pipe 1X1.2 ion 2015
Fig
7.4,
Clause
7.3 of
IRC:S
17.1633 74.9160 Reconstruct P:73-
78 0747 0427 89.170 Pipe 1X1.2 ion 2015
Fig
7.4,
Clause
7.3 of
IRC:S
17.1614 74.9159 Reconstruct P:73-
79 7243 1107 89.385 Pipe 1X1.2 ion 2015
Fig
7.4,
Clause
7.3 of
IRC:S
17.1601 74.9159 Reconstruct P:73-
80 6173 3047 89.570 Pipe 1X1.2 ion 2015
Fig
7.4,
Clause
7.3 of
IRC:S
17.1591 74.9152 Reconstruct P:73-
81 3095 4454 89.730 Pipe 1X1.2 ion 2015
Fig
7.4,
Clause
7.3 of
IRC:S
17.1581 74.9165 Reconstruct P:73-
82 191 9897 89.940 SLAB 1x3.0 ion 2015
Fig
7.4,
Clause
7.3 of
83 9655 8396 90.080 SLAB 1x3.0 ion P:73-
(DPR)
2015
Fig
7.4,
Clause
7.3 of
IRC:S
17.1566 74.9183 Reconstruct P:73-
84 3734 1089 90.325 SLAB 1x3.0 ion 2015
Fig
7.1,
Clause
7.3 of
New IRC:S
17.1540 74.9198 Reconstruct P:73-
85 8886 9161 90.725 SLAB 1x3.0 ion 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.1525 74.9262 Reconstruct P:73-
86 3651 5764 91.455 SLAB 1x4.0 ion 2015
Fig
7.1,
Clause
7.3 of
New IRC:S
17.1523 74.9300 Reconstruct P:73-
87 7515 6563 91.855 Pipe 1X1.2 ion 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.1463 74.9378 Reconstruct P:73-
88 5744 4334 92.925 Pipe 2X1.2 ion 2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.1446 74.9445 Reconstruct P:73-
89 6902 1927 93.675 Pipe 1X1.2 ion 2015
Fig
7.1,
Clause
7.3 of
90 0544 1586 93.780 Pipe 1X1.2 ion P:73-
(DPR)
2015
Fig
7.1,
Clause
7.3 of
IRC:S
17.1450 74.9471 Reconstruct P:73-
91 6744 0468 93.960 Pipe 1X1.2 ion 2015
Note 1) all Culverts shall be widen up to Approach Road width as per proposed TCS
and Site Conditions.
2) Overall width of all culverts shall be equal to the roadway width of the
approaches.
3) Widening of Culverts and their sizes shall be as per site conditions and it
shall not be treated Change of Scope.
4) The Repairs shall include the replacements of railing/parapets, flooring and
protection works of the existing culverts.
The Detailed design & Drawings are given in Volume-II: Design Report.
And Volume-IX
9.11 FACILITIES FOR PEDESTRIANS
Pedestrian movement along any road is always expected near built up areas, bus
bays and intersections. Safe crossing facilities for pedestrians are proposed at
major intersections and Passenegers. These facilities are planned in accordance
with the relevant provisions contained in IRC-11, IRC-17 and IRC-103. At
intersections, controlled form of crossing is achieved through provision of 3 m
wide zebra crossing, accompanied by STOP line. Pedestrian guard rail has also
been proposed at locations to safe guard the pedestrian movement at urban
locations.
9.11.1 LIGHTING
The provision for lighting at the following locations of the Project Highway has
been considered:
 Bus Shelter Locations:
 Built-up sections on the Project Highway both in the median of main

carriageway and on the service roads on either side.
Table 9-14: Highway Lighting for Package-II
(DPR)
Design Location Remarks

S.No.
Chainage (Km)
1 65.650 Toll Plaza As per Schedule D
2 73.650 Truck Lay-bye As per Schedule D
Bus Shelter locations
51.000 (LHS) Single Arm Post –
1
Renavi 1 No.
2 51.250 (RHS) Single Arm Post – 1 No.
3
Khanapur 1 No.
5
Sultangade 1 No.
7
Bhivgat 1 No.
9
Hivre 1 No.
11
Palashi 1 No.
13
Nagaj 1 No.
Built-up Locations
1 Km 62.800 to Km 64.000 Khanapur Double Arm Post - 40 Nos.
Double Arm Post
2 Km 70.125 to Km 70.300 Karanje
- 6 Nos.
9.11.2 BUS BAYS WITH PASSENGER SHELTERS
Bus Buys with Passengers bus shelters have been proposed without busbays.
Their location has been decided after the field study of day to day travel
characteristics of commuters. Location details of pick up bus bays are given in
(DPR)
table below.
Table 9-15: Bus Shelters Locations Package-II
Design
S.No. Side Location Section
Chainage
1 51.000 LHS
Renavi
2 51.250 RHS
3 62.450 LHS
Khanapur
4 62.700 RHS
5 66.150 LHS
Sultangade
6 66.500 RHS
7 69.700 LHS Vita-Nagaj
Bhivgat
8 69.950 RHS Section
9 72.600 LHS
Hivre
10 72.850 RHS
11 75.400 LHS
Palashi
12 75.700 RHS
13 93.100 LHS
Nagaj
14 93.350 RHS
9.11.3 PROPOSAL FOR TRUCK LAY BYES
As per the detailed field surveys and reconnaissance, truck lay bye are proposed
at following locations
Design Chainage
S.No. Side Village
(Km)
Package-II
1 Km. 52.750 Both Renavi
2 Km. 73.650 Both Hivare
9.11.4 CATTLE CROSSING
No seperate Facility for cattle crossings has been considered in project.
9.12 TRAFFIC CONTROL DEVICES /ROAD SAFETY DEVICES /ROAD SIDE

FURNITURE
9.12.1 GENERAL
Traffic Control Devices, Road Safety Devices and Road Side Furniture
comprises of road signs, road markings, object markers, hazard markers,
studs, delineators, attenuators, safety barriers, pedestrian guard rails,
(DPR)
boundary stones, km stones, etc. Guidelines given in IRC:8, IRC:25,

IRC:26, IRC:35, IRC:67, IRC:79, !RC:103 and Section 800 of MORTH
Specifications has been used for providing these items on the Project
Highway.
9.12.2 ROAD SIGNS
Cautionary, mandatory and informatory signs have been provided

depending on the situation and function they perform in accordance with
the IRC: 67-2012 guidelines for Road Signs.
9.12.3 ROAD MARKINGS
Road markings perform the important function of guiding and controlling

traffic on a highway. The markings serve as psychological barriers and
signify the delineation of traffic paths and their lateral clearance from traffic
hazards for safe movement of traffic. Road markings are therefore
essential to ensure smooth and orderly flow of traffic and to promote road
safety. The Code of Practice for Road Markings, IRC: 35-2015 has been
used in the study as the design basis. The location and type of marking
lines, material and colour is followed using IRC:35-2015 – “Code of
Practice for Road Markings”.
a) Longitudinal markings" All curves upto 750 m radii has been

provided with traffic lane line marking meant for curves sections i.e.
with shorter interval as per IRC:35. Flyover and VUPs/PUPs and
their approaches of 300 m be provided with traffic lane line marking
meant for intersections. The traffic lane line shall be continues for
curves having radii less than 450 m, where general operating speed
is 100 kmph. In order to ensure the conspicuity of road markings,
median side edge line has been placed at least 350 mm from the
vertical face of kerb
b) Diagonal and chevron markings: Chevron marking has been
provided for all entry/exit and shall be in continuation of shoulder
edge line. Diagonal marking shall be provided in case of opposite
stream of traffic.
c) Bus and truck lane marking: Bus and truck lane marking has been
provided with adequate chevron marking at diverging/ merging
locations with main carriageway. The continuity of shoulder edge
line has been maintained while making chevron markings.
d) Stop line and give way marking: Stop line and Give way marking
provision has beentaken for side road, which shall also be in the
continuity of shoulder side edge line
(DPR)
e) Longitudinal marking to toll booths: The traffic lane marking running

through the four lane shall be continued till the toll booth, in such a
way that traffic from each lane of project highway is guided to
discharge uniformly to different toll booths. Toll booth shall be
provided with chevron marking and hazard markers. There shall be
transverse bar marking to alert the traffic about the approaching
f) Object markingsL To streamline the traffic through the defined
pathway and also to discourage zigzag vehicular movements, the
paved surfaced between edge line and the adjacent raised islands/
separators/barriers shall be provided with diagonal markings.
Typical applications would come in junctions and in truck! Bus lay -
bye, where the diagonal markings along with carriageway edge line
would enable the driver to notice the raised hazards. The shoulder
and median edge line shall be continuous through and through and
shall be broken lines where vehicles are allowed to cross like in
continuity line.
9.12.4 ROAD DELINEATORS AND OBJECT MARKERS
These are roadway Indicators, hazard markers and object markers as

given in IRC: 79. Roadway delineators are intended to mark the edges of
the roadway so as to guide drivers on the alignment ahead. Object
markers are used to indicate hazards and obstructions within the vehicle
flow path, for example, channelling islands close to the intersections.
Delineators and object markers are provided as per the details given in the
drawings and are provided in accordance with the provisions of IRC: 79 -
1981. They are basically driving aids and should not be regarded as
substitutes for warning signs, road markings or barriers. Delineators are
provided for all curves of radius less than 600m. They are not provided at
locations where Chevron sign boards are provided.
9.12.5 REFLECTIVE PAVEMENT MARKERS (ROAD STUDS)
The provision for Reflective Pavement Markers (RRPM) i.e. road studs has
been provided to improve the visibility in night time and wet weather
conditions. These shall be prismatic retro-reflective type conforming to
ASTM 0 4280. RRPM shall be provided on curves and approaches,
bridges and approaches and junction influence. The RRPM on shoulder
edge line shall be Red in colour and that on median edge line shall be
Amber colour. RRPM shall be provided for traffic lane for all curves less
than 400 m radii and shall be white in colour. The RRPM on traffic lane line
shall be placed at the centre of gap of lane line marking. The RRPM shall
be provided for pedestrian crossing to make them visible and shall be red
(DPR)
colour.
Alternatively, Solar Powered Road Markers are more effective and draw
attention of drivers and shall be provided at locations like at SI. 6 & 8 and
also other locations where performance of normal road studs are not that
effective due to street lightings and other roadside activities .
9.12.6 TRAFFIC IMPACT ATTENUATORS
Attenuators shall be provided at hazardous locations and gorge areas if

required so as to act as energy absorber.
9.12.7 SAFETY BARRIER
In addition to adequate provisions for roadway width, geometric elements and

junction improvement, the following provisions are proposed to enhance the
safety of road users. Due consideration has been made for the provisions
contained in IRC: SP 44-1994, “Highway Safety Code”. Also, various measures
have been proposed to increase traffic control for the High-speed highway.
The main function of safety barrier is to improve road safety for all road users by
reducing the consequences of crashes into potentially hazardous locations.
Safety barrier of rigid, flexible or semi-rigid type are proposed at the following
locations
 Non-traversable road side embankments

 Where embankment height is 3m or more
 Where embankment is retained by a retaining structure
 On valley sides of highway in hill sections
 Miscellaneous hazardous locations (like proximity to water structures, non-
collapsible sign supports, buildings etc.)
 Major bridge approaches
The Location of safety barrier are as follows.
(DPR)
Table 9-16: Locations of Safety Barriers for Package-II
Location stretch Design Chainage(Km)

Number
From To Side
1 49.16 49.18 Both side
2 49.18 49.24 Both side
3 49.24 49.26 Both side
4 49.29 49.31 Both side
5 49.31 49.37 Both side
6 49.37 49.38 Both side
7 49.41 49.42 Both side
8 49.42 49.46 Both side
9 49.46 49.48 Both side
10 49.52 49.53 Both side
11 49.53 49.60 Both side
12 49.60 49.62 Both side
13 49.80 49.83 Both side
14 49.83 49.94 Both side
15 49.94 49.97 Both side
16 49.98 50.00 Both side
17 50.00 50.15 Both side
18 50.15 50.20 Both side
19 51.50 51.59 Both side
20 51.59 51.72 Both side
21 51.72 51.81 Both side
22 52.08 52.14 Both side
23 52.14 52.34 Both side
24 52.34 52.40 Both side
25 52.41 52.45 Both side
26 52.45 52.65 Both side
27 52.65 52.69 Both side
28 53.58 53.60 Both side
29 53.60 53.65 Both side
30 53.65 53.67 Both side
31 53.68 53.70 Both side
32 53.70 53.75 Both side
33 53.75 53.77 Both side
34 53.81 53.83 Both side
35 53.83 53.85 Both side
36 53.85 53.87 Both side
37 53.88 53.89 Both side
38 53.89 53.95 Both side
39 53.95 53.97 Both side
(DPR)
40 53.98 54.00 Both side

41 54.00 54.12 Both side
42 54.12 54.13 Both side
43 54.16 54.17 Both side
44 54.17 54.37 Both side
45 54.37 54.38 Both side
46 54.46 54.49 Both side
47 54.49 54.59 Both side
48 54.59 54.62 Both side
49 55.60 55.72 Both side
50 55.72 55.99 Both side
51 55.99 56.10 Both side
52 58.97 59.02 Both side
53 59.02 59.03 Both side
54 59.03 59.15 Both side
55 62.98 63.06 Both side
56 63.06 63.17 Both side
57 63.17 63.25 Both side
58 66.04 66.15 Both side
59 66.15 66.20 Both side
60 66.20 66.31 Both side
61 67.25 67.29 Both side
62 67.29 67.31 Both side
63 67.31 67.35 Both side
64 68.28 68.40 Both side
65 68.40 68.50 Both side
66 68.50 68.62 Both side
67 69.99 70.05 Both side
68 70.05 70.06 Both side
69 70.06 70.12 Both side
70 71.21 71.32 Both side
71 71.32 71.34 Both side
72 71.34 71.45 Both side
73 72.48 72.60 Both side
74 72.60 72.60 Both side
75 72.60 72.69 Both side
76 72.74 72.86 Both side
77 72.86 72.94 Both side
78 72.94 73.05 Both side
79 74.31 74.43 Both side
80 74.43 74.43 Both side
81 74.43 74.55 Both side
82 76.26 76.38 Both side
(DPR)
83 76.38 76.48 Both side

84 76.48 76.59 Both side
85 76.61 76.70 Both side
86 76.70 76.85 Both side
87 76.85 76.94 Both side
88 79.66 79.78 Both side
89 79.78 80.03 Both side
90 80.03 80.15 Both side
91 80.71 80.80 Both side
92 80.80 80.96 Both side
93 80.96 81.05 Both side
94 81.07 81.16 Both side
95 81.16 81.26 Both side
96 81.26 81.35 Both side
97 81.35 81.44 Both side
98 81.44 81.55 Both side
99 81.55 81.64 Both side
100 81.68 81.77 Both side
101 81.77 81.87 Both side
102 81.87 81.96 Both side
103 82.27 82.39 Both side
104 82.39 82.48 Both side
105 82.48 82.60 Both side
106 83.29 83.41 Both side
107 83.41 83.43 Both side
108 83.43 83.54 Both side
109 83.64 83.69 Both side
110 83.69 83.72 Both side
111 83.72 83.77 Both side
112 84.30 84.39 Both side
113 84.39 84.43 Both side
114 84.43 84.52 Both side
115 84.55 84.64 Both side
116 84.64 84.67 Both side
117 84.67 84.76 Both side
118 85.22 85.34 Both side
119 85.34 85.34 Both side
120 85.34 85.41 Both side
121 87.71 87.82 Both side
122 87.82 87.97 Both side
123 87.97 88.08 Both side
124 88.41 88.45 Both side
125 88.45 88.45 Both side
(DPR)
126 88.45 88.48 Both side

127 88.52 88.55 Both side
128 88.55 88.56 Both side
129 88.56 88.58 Both side
130 88.59 88.59 Both side
131 88.59 88.64 Both side
132 88.64 88.68 Both side
133 88.74 88.76 Both side
134 88.76 88.76 Both side
135 88.76 88.78 Both side
136 88.78 88.80 Both side
137 88.80 88.82 Both side
138 88.82 88.83 Both side
139 88.83 88.85 Both side
140 88.85 88.87 Both side
141 88.87 88.89 Both side
142 88.89 88.90 Both side
143 88.90 88.96 Both side
144 88.96 88.98 Both side
145 89.01 89.05 Both side
146 89.05 89.09 Both side
147 89.09 89.12 Both side
148 89.14 89.16 Both side
149 89.16 89.19 Both side
150 89.19 89.20 Both side
151 89.21 89.23 Both side
152 89.23 89.26 Both side
153 89.26 89.28 Both side
154 89.36 89.40 Both side
155 89.40 89.40 Both side
156 89.40 89.42 Both side
157 89.43 89.44 Both side
158 89.44 89.49 Both side
159 89.49 89.51 Both side
160 89.54 89.56 Both side
161 89.56 89.63 Both side
162 89.63 89.65 Both side
163 89.65 89.66 Both side
164 89.66 89.70 Both side
165 89.70 89.72 Both side
166 89.77 89.78 Both side
167 89.78 89.81 Both side
168 89.81 89.83 Both side
(DPR)
169 89.83 89.87 Both side

170 89.87 89.90 Both side
171 89.90 89.94 Both side
172 89.94 89.96 Both side
173 89.96 89.99 Both side
174 89.99 90.01 Both side
175 90.01 90.05 Both side
176 90.05 90.06 Both side
177 90.06 90.08 Both side
178 90.15 90.16 Both side
179 90.16 90.23 Both side
180 90.23 90.24 Both side
181 90.26 90.26 Both side
182 90.26 90.32 Both side
183 90.32 90.33 Both side
184 90.34 90.35 Both side
185 90.35 90.37 Both side
186 90.37 90.37 Both side
187 90.40 90.42 Both side
188 90.42 90.46 Both side
189 90.46 90.49 Both side
190 90.53 90.56 Both side
191 90.56 90.59 Both side
192 90.59 90.61 Both side
193 90.87 90.98 Both side
194 90.98 91.09 Both side
195 91.09 91.20 Both side
196 91.67 91.79 Both side
197 91.79 91.98 Both side
198 91.98 92.10 Both side
199 92.59 92.70 Both side
200 92.70 92.76 Both side
201 92.76 92.87 Both side
202 93.34 93.40 Both side
203 93.40 93.49 Both side
204 93.49 93.55 Both side
(DPR)
9.12.8 KILOMETER STONE DETAILS
The details of kilometre stones are in accordance with IRC: 8 -1980

guidelines. Kilometre stones are located on the left-hand side of the road
as one proceeds from the station from which the Kilometre count starts. On
divided roads with a central median, kilometre stones would be provided at
the left on both sides of the road i.e., independently for each direction of
travel. Kilometre stones shall be fixed at right angles to the centre line of
the carriageway.
200m Stones: The details of 200m stones conform to IRC: 26-1967 and
IRC:25-1967. 200m stones are located on the same side of the road as the
kilometre stones.
Road boundary stones shall be provided at the boundary on both sides of
the Right of Way. These shall be spaced at 50 m. The boundary stones
shall be of cement concrete as per Type Design given in IRC:25. The
boundary stones shall be painted with cement primer and enamel paint
and marked ‘RBS’ by paint.
9.12.9 WORK ZONE TRAFFIC MANAGEMENT PLANS (WTMPS)
The traffic diversion plan during construction shall be prepared as per

IRC:SP:55 for the entire project highway. Separate traffic diversion plan shall be
prepared forstructures and CD works.
9.13 LANDSCAPING AND TREE PLANTATION
The tree and shrubs of required number andtype at the appropriate

locations within the Right of Way have been considered for the projct
highway.
(DPR)
10. ENVIRONMENTAL IMPACT ASSESSMENT
10.1 GENERAL
The purpose of this chapter is to introduce the scope and objectives of the
project work in general and Environmental screening & Environmental
Impact Assessment (EIA) relates to the road project for widening/new
construction as per the guidelines of the Ministry of Environment and
Forests & Climate Change (MoEF & CC) of the Government of India (GoI)
and Government of Maharashtra (GoM).
10.2 NEED OF EIA
The road Project is generally intended to improve the economic and social
welfare of the people. At the same time it may also create some adverse
impact on the surrounding environment. People and properties may be in
the direct path of road works are affected. The environmental impact of
highway project may include damage to sensitive eco-systems; soil
erosion, changes to drainage pattern and thereby ground water, loss of
productive agricultural lands, resettlement of people, disruption of local
economic activities, demographic changes and accelerated urbanization.
Highway development and operation should, therefore, be planned with
careful consideration of the environmental impact. To minimize these
adverse effects that may be created by the highway development project,
the techniques of Environmental Impact Assessment (EIA) become
necessary. Identification and assessment of the potential environmental
impact is an integral part of the project cycle. The Environmental Impact
Assessment studies have been carried as a part of planning process to
enable a full consideration of alternatives, and to avoid later delays and
complications.
10.3 OBJECTIVE OF EIA
The expected contract period for construction work is 24 months. The

design life (or operation period) of the project is 15 years from the start of
operation.
 Ensuring environmental factors are considered in the decision making

process.
 Ensuring that possible adverse environmental impacts are identified and
avoided or minimized.
 Informing the public about the proposal.
(DPR)
 Avoid irreversible changes and serious damage to the environment.

 Safeguard valued resources, natural areas and ecosystem components.
10.4 ENVIRONMENTAL IMPACT ASSESSMENT (EIA) PROCESS
The first phase of an environmental assessment is called an Initial

Environmental Examination (IEE) and the second is Environmental Impact
Studies (EIS) or simply detailed EIA.
10.5 ENVIRONMENTAL CLEARANCE
The GoI EIA Notification of 2006, 2009 and 2013 (replacing the EIA
Notification of 1994), sets out the requirement for Environmental
Assessment in India. This states that Environmental Clearance (EC) is
required for specified activities/projects, and this must be obtained before
any construction work or land preparation (except land acquisition) may
commence. Projects are categorized as A or B depending on the scale of
the project and the nature of its impacts.
Category A projects requires Environmental Clearance from the National

Ministry of Environment and Forests (MoEF&CC). The proponent is
required to provide preliminary details of the project in the form of a
Notification, after which an Expert Appraisal Committee (EAC) of the
MoEF&CC prepares comprehensive Terms of Reference (ToR) for the EIA
study, which are finalized within 60 days. On completion of the study and
review of the report by the EAC, MoEF&CC considers the recommendation
of the EAC and provides the EC if appropriate.
Category B projects require environmental clearance from the State

Environment Impact Assessment Authority (SEIAA). The State level EAC
categorizes the project as either B1 (requiring EIA study) or B2 (no EIA
study), and prepares TOR for B1 projects within 60 days. On completion of
the study and review of the report by the EAC, the SEIAA issues the EC
based on the EAC recommendation. The Notification also provides that
any project or activity classified as category B will be treated as category a
if it is located in whole or in part within 10 km from the boundary of
protected areas, notified areas or inter-state or international boundaries.
As per MoEF&CC notification dated 22 August 2013, " Projects to expand

national highways upto 100 kilometers length and which involve additional
right of way or land acquisition up to 40 meters on existing alignments and
60 meters on re-alignments or by-passes, will no longer come under the
purview of the Environmental Impact Assessment Notification, 2006".
(DPR)
Similarly as per the notification MOEF& CC on 1st December, 2009,

regarding the EIA Clearance for State Highway, it specified all state
highway augmentation projects those are located at above the 1000 M
from MSL shall come under the category B project
The existing Road is currently status of State highway and it is located

below the 1000 m NSL. Hence, the project road does not require
Environmental Clearance,
10.6 BASELINE PARAMETERS MONITORING
The baseline environmental monitoring has been carried out at the project
roads aas per TOR. M/s Nilawar., a NABET accredited organization in
Highway sector (category A), has been appointed for providing the
consultancy services for carrying out Baseline Environmental Monitoring
as per latest CPCB guidelines. The detailed of test results is enclosed as
separate results. The summary of test results are given below.
10.6.1 AMBIENT AIR QUALITY
Ambient air quality along the project road was monitored at 5 locations for
five parameters viz: Sulphur Dioxide (SO2), Oxides of Nitrogen (NOX),
Carbon mono Oxides (CO), Suspended Particulate Matter (SPM) and
Respirable Particulate Matter (RPM). The study area represents mostly
rural environment all along the road except few settlements. The major
sources of air pollution in the region are vehicular traffic and dust arising
from field / road activities. The air quality is to be correlated with the
existing traffic on the crossing. Generally the traffic has influence on
ambient air quality. The selection of locations has been done keeping in
view the land use of area, traffic pattern /characteristics and settlement
aspects.
Table 10-1: Ambient Air Quality Monitoring Locations
Sr. Description of Sample GPS Coordinates

No. monitored stations Code Latitude Longitude
1. Dhoki Town A-1 N 18°22'13.3" E 076°05'43.0"
2. Ter Village A-2 N 18°19'06.0" E 076°08'06.6"
3. Pimpla Kh. Village A-3 N 17°52'33.5" E 076°00'45.0"
4. Sawargaon Village A-4 N 18°35'04.4" E 075°30'39.3"
5. Handongri Village A-5 N 18°27'53.7" E 075°42'39.2"
The monitoring has been carried out with the help of Reparable Dust
Sampler RDS APM 460 DX on a continuous 24 hour basis for One Month.
The instrument has been fixed at a height of 3 m above ground level and in
(DPR)
downwind direction. Monitoring was done at a frequency of twice a week at

more or less uniform intervals during May-June, 2017 to generate a one
season data. At such location and each sampling day, continuous 24 hours
sampling was done for Suspended Particulate Matter (SPM), Respirable
Suspended Particulate Matter (RSPM), Sulphur Dioxide (SO2), Oxides of
Nitrogen (NOx), Carbon Monoxides (CO). Sampling and Analysis of air
samples were conducted as per established standard method and
procedure. The details ambient air quality results are given in Voume-IV(A)
EIA & EMP Report . The summary of test results presented in following
Table.
Table 10-2: Results Ambient Air QualityLevel
Sr. Sample SPM RSPM SO2 NOx CO

Location Values
No. code μg/m3 μg/m3 μg/m3 μg/m3 μg/m3
Minimum 113.2 73.7 13.6 24.5 321.8
Dhoki
1 A-1 Maximum 124.7 79.0 18.4 33.1 446.6
Town
Average 119.8 76.7 15.9 28.7 418.9
Minimum 83.1 54.0 13.3 26.2 226.6
2 A-2 Ter Village Maximum 95.5 69.5 19.9 31.3 425.3
Average 89.9 63.4 17.2 28.7 334.2
Minimum 100.0 63.5 15.7 22.9 292.4
Pimpla Kh.
3 A-3 Maximum 110.0 75.0 19.0 28.8 331.3
Village
Average 106.2 69.9 17.4 25.6 307.5
Minimum 111.5 69.7 12.7 21.6 167.8
Sawargaon
4 A-4 Maximum 120.5 77.9 19.3 28.9 237.6
Village
Average 115.7 73.3 16.6 24.9 198.3
Minimum 109.6 76.5 16.3 21.5 386.4
Handongri
5 A-5 Maximum 119.0 84.9 18.5 24.1 418.3
Village
Average 114.0 80.5 17.3 22.7 401.8
The ambient air quality result at 5 locations in project area reveals that the
values of SPM; RSPM; SO2; NOx and CO are well within the prescribed
limits of National Ambient Air Quality Standards of respective categories of
areas. The Nodal Agency should monitor the air quality during proje ct
construction in consultation with the Regional office of the State Pollution
Control Board, if ambient air quality value exceeds the permissible limits
prescribed by CPCB during construction, suitable mitigation measures has
to be adopted to minimize the adverse impact on the environment.
10.6.2 NOISE MEASUREMENTS
The environmental assessment of noise from the industrial activity,
(DPR)
construction activity and vehicular traffic can be undertaken by taking into

consideration various factors like potential damage to hearing,
physiological responses, and annoyance and general community
responses.
Day and night-time Leq have been calculated from hourly Leq values and
compared with the stipulated standards as given in following Table 10 -2
Table 10-3: Ambient Standards in Respect of Noise

Area Leq. Limits in dB(A)
Category of Area
Code Day Time Night Time
A Industrial Area 75 70
B Commercial Area 65 55
C Residential Area 55 45
D Silence Zone 50 40
Note: 1. Day-time is reckoned in between 6:00 am and 10:00 pm.
2. Night time is reckoned is between 10:00 pm and 6.00 am.
3. Silence Zone is defined as areas upto 100 m around such
premises as hospitals, educational, institutions and Courts. The
Silence Zones are to be declared by the competent authority.
Noise quality in the project corridor was monitored at the 5 locations using
digital noise meter mostly close to the project road covering industrial,
commercial, and residential areas for measuring the present status of
ambient noise level. The stations were selected judiciously based on
considerations like free exposures of equipment away from temporary
noise generating sources to monitor true background levels, accessibility
of the location during day & night and security & safety of the instruments.
A sound level meter was used for monitoring of background noise level.
Monitoring at each location was conducted on a 24-hour basis to evaluate
the day and nighttime Leq to compare with the standards..
Table 10-4: Ambient Noise Level
Sr.
Parameters N-1 N-2 N-3 N-4 N-5
No.
1 Range 39.5 - 50.8 38.9 - 49.1 39.3 - 50.8 37.9 - 48.3 38.7 - 48.1
2 Ld 47.8 45.8 46.1 44.8 45.7
3 Ln 41.7 40.7 41.4 39.4 40.7
4 Ldn 49.7 48.3 48.9 47.1 48.3
10.6.3 WATER QUALITY
Selected water quality parameters of surface and ground water resources

within 10- km radius of the study area have been studied to assess the
(DPR)
water environment and evaluate anticipated impact of the project.

Understanding the water quality is essential in preparation of
Environmental Impact Assessment and to identify critical issues with a
view to suggest appropriate mitigation measures for implementation. The
surface water and ground water samples have been taken and tested for 2
and 10 locations respectively.
Table 10-5: Ground Water Sample locations
Sr. GPS Coordinates

Description of monitored Sample
No
stations Code Latitude Longitude
.
Borewell Bhatshirpura
1. GW-1 N 18°31'20.5" E 076°04'23.7"
Village
2. Borewell Dhoki Town GW-2 N 18°22'25.7" E 076°06'43.8"
3. Dugwell Ter Village GW-3 N 18°19'03.6" E 076°08'11.1"
4. Dugwell Waruda Village GW-4 N 18°15'12.2" E 076°04'47.8"
5. Dug well Pimpla Kh. Village GW-5 N 17°52'34.6" E 076°00'45.8"
6. Hand Pump Katgaon Village GW-6 N 17°48'44.6" E 076°05'11.2"
Hand Pump Sawargaon
7. GW-7 N 18°35'04.4" E 075°30'39.3"
Village
8. Dug Well Warud Village GW-8 N 18°29'44.9" E 075°35'39.3"
9. Handpump Kodgaon Village GW-9 N 18°11'35.5" E 075°57'10.8"
Borewell Bramhangaon
10 GW-10 N 18°14'44.8" E 075°31'29.7"
Village
Table 10-6: Surface Water Sample locations
Sr. Description of monitored Sample GPS Coordinates

No. stations Code Latitude Longitude
1. Terna Dam Near Dhoki Town SW-1 N 18°19'56.7" E 076°07'32.4"
Details of water quality monitoring results of the rivers at location and ground
water locations are presented in following Tables. The salient water quality
parameters are statistically analyzed and presented in below tables depicting
minimum, maximum, and standard deviation. The test results of surface and
ground water locations are given in following tables.
of Maharashtra
Table 10-7: Surface Water Quality in the Study Area
As Per IS 10500 of 2012

Sr. No. Parameters Units SW-1
Acceptable Permissible
Physical Parameters
0
1 Ambient Temperature C 26.8 - -
2 Colour Hazen CL 5 25
3 Odour - AG UO UO
4 Taste - AG AG AG
5 Turbidity NTU <5 5 10
6 pH at 25 0C - 8.5 6.5 – 8.5 NR
Inorganic Parameters - -
7 Electrical Conductivity μS/cm 621 - -
8 Total Dissolved Solids mg/l 262 500 2000
9 Total Suspended Solids mg/l <5 - -
10 Total Alkalinity as CaCO3 mg/l 164 200 600
11 Total Hardness as CaCO3 mg/l 124 300 600
12 Calcium Hardness as CaCO3 mg/l 60 - -
13 Calcium as Ca++ mg/l 24.0 75 200
14 Magnesium as Mg++ mg/l 15.4 30 100
15 Sodium as Na mg/l 77 - -
16 Potassium as K mg/l 20 - -
17 Chlorides as Cl mg/l 58 250 1000
18 Sulphates as SO4 mg/l 25 200 400
19 Nitrates as NO3 mg/l 7.48 45 NR
20 Fluoride as F mg/l 0.34 1 1.5
21 Dissolved Oxygen mg/l 6.8 - -
Pollutants
22 Amonical Nitrogen as NH3-N mg/l 1.16 - -
23 Nitrite Nitrogen as NO2-N mg/l 0.07 - -
24 H2S mg/l BDL - -
25 Total Phosphate as PO4-P mg/l 0.24 - -
26 Cyanide as CN mg/l BDL 0.05 NR
27 Phenolic Compounds mg/l BDL 0.001 0.002
28 Total Oil & Grease mg/l BDL 0.01 0.03
29 B O D 3 days 27 0C mg/l 2.4 - -
of Maharashtra
As Per IS 10500 of 2012

Sr. No. Parameters Units SW-1
Acceptable Permissible
30 COD mg/l 7.7 - -
31 Pesticides mg/l Absent Absent 0.001
32 Poly Nuclear Hydrocarbon (PAH) mg/l BDL - -
Trace Metals
33 Aluminium as Al mg/l BDL 0.03 0.2
34 Arsenic as As mg/l BDL 0.01 NR
35 Boron as B mg/l 0.10 0.27306 0.35298
36 Cadmium as Cd mg/l BDL 0.01 NR
37 Chromium as Cr6+ mg/l BDL 0.05 NR
38 Copper as Cu mg/l BDL 0.05 1.5
39 Iron as Fe mg/l 0.14 0.3 1
40 Lead as Pb mg/l BDL 0.05 NR
41 Manganese as Mn mg/l 0.01 0.1 0.3
42 Mercury as Hg mg/l BDL 0.001 NR
43 Selenium as Se mg/l BDL 0.01 NR
44 Zinc as Zn mg/l BDL 5 15
45 Nickel as Ni mg/l 0.03 0.02 NR
Microbiology
46 Coliform MPN/100 ml 460 - -
of Maharashtra
Table 10-8: Ground Water Quality in the Study Area
As Per IS 10500 of 2012

Sr.
Parameters Units GW-1 GW-2 GW-3 GW-4 GW-5 GW-6 GW-7 GW-8 Acceptabl Permissibl
No.
e e
Physical Parameters
1 Ambient Temperature 0C 25.8 26.3 26.2 25.9 25.9 25.1 26.1 25.9 - -
2 Colour Hazen CL CL CL CL CL CL CL CL 5 25
3 Odour - AG AG AG AG AG AG AG AG UO UO
4 Taste - AG AG AG AG AG AG AG AG AG AG
5 Turbidity NTU <5 <5 <5 <5 <5 <5 <5 <5 5 10
6 pH at 25 0C - 7.9 8.1 7.7 7.7 7.4 8.0 7.7 7.6 6.5 – 8.5 NR
Inorganic Parameters - -
7 Electrical Conductivity μS/cm 1360 1046 1999 1769 1998 1237 850 973 - -
8 Total Dissolved Solids mg/l 590 460 1728 653 1160 426 278 378 500 2000
9 Total Suspended Solids mg/l <5 <5 <5 <5 <5 <5 <5 <5 - -
10 Total Alkalinity as CaCO3 mg/l 144 124 252 292 54 218 178 308 200 600
11 Total Hardness as CaCO3 mg/l 408 160 496 524 940 100 228 300 300 600
12 Calcium Hardness as CaCO3 mg/l 196 108 284 284 508 72 100 136 - -
13 Calcium as Ca++ mg/l 78.4 43.2 113.6 113.6 203.2 28.8 40 54.4 75 200
14 Magnesium as Mg++ mg/l 50.9 12.5 50.9 57.6 103.7 6.7 30.7 39.4 30 100
15 Sodium as Na mg/l 114.0 85.3 83.2 108.2 74.0 107.1 29.6 114.5 - -
16 Potassium as K mg/l 10.2 1.1 44.6 13.0 4.0 6.4 1.9 1.9 - -
17 Chlorides as Cl mg/l 182.6 125.1 123.1 180.7 407.0 91.3 31.8 47.6 250 1000
18 Sulphates as SO4 mg/l 36.4 50.4 242.4 54.4 292.4 48.8 9.2 12.8 200 400
19 Nitrates as NO3 mg/l 19.0 3.3 26.1 14.2 1.5 3.7 2.2 7.4 45 NR
20 Fluoride as F mg/l 0.54 0.33 0.33 0.33 0.2 0.3 0.3 0.2 1 1.5
Pollutants
21 Amonical Nitrogen as NH3-N mg/l 2.99 1.82 6.59 0.53 0.50 0.40 1.01 3.93 - -
22 Nitrite Nitrogen as NO2-N mg/l 0.01 0.00 0.01 0.00 0.0 0.0 0.0 0.0 - -
23 H2S mg/l BDL BDL BDL BDL BDL BDL BDL BDL - -
24 Total Phosphate as PO4-P mg/l 0.57 1.15 0.42 0.58 1.45 0.67 2.17 0.30 - -
25 Cyanide as CN mg/l BDL BDL BDL BDL BDL BDL BDL BDL 0.05 NR
26 Phenolic Compounds mg/l BDL BDL BDL BDL BDL BDL BDL BDL 0.001 0.002
27 Total Oil & Grease mg/l BDL BDL BDL BDL BDL BDL BDL BDL 0.01 0.03
28 COD mg/l 3.8 3.8 11.5 3.8 7.68 19.2 23.04 19.2 - -
of Maharashtra
As Per IS 10500 of 2012

Sr.
Parameters Units GW-1 GW-2 GW-3 GW-4 GW-5 GW-6 GW-7 GW-8 Acceptabl Permissibl
No.
e e
Absen Absen Absen Absen Absen Absen Absen Absen
Pesticides mg/l Absent 0.001
29 t t t t t t t t
Poly Nuclear Hydrocarbon
mg/l BDL BDL BDL BDL BDL BDL BDL BDL - -
30 (PAH)
Trace Metals
31 Aluminium as Al mg/l BDL BDL BDL BDL BDL BDL BDL BDL 0.03 0.2
32 Arsenic as As mg/l BDL BDL BDL BDL BDL BDL BDL BDL 0.01 NR
33 Boron as B mg/l 0.11 0.12 0.15 0.19 0.08 0.09 0.09 0.09 1 5
34 Cadmium as Cd mg/l BDL BDL BDL BDL BDL BDL BDL BDL 0.01 NR
35 Chromium as Cr6+ mg/l BDL BDL BDL BDL BDL BDL BDL BDL 0.05 NR
36 Copper as Cu mg/l 0.01 BDL 0.02 BDL 0.02 0.01 BDL 0.02 0.05 1.5
37 Iron as Fe mg/l 0.54 0.39 0.08 0.06 0.22 0.06 0.06 0.03 0.3 1
38 Lead as Pb mg/l BDL BDL BDL BDL BDL BDL BDL BDL 0.05 NR
39 Manganese as Mn mg/l BDL BDL BDL BDL 0.06 0.15 BDL BDL 0.1 0.3
40 Mercury as Hg mg/l BDL BDL BDL BDL BDL BDL BDL BDL 0.001 NR
41 Selenium as Se mg/l BDL BDL BDL BDL BDL BDL BDL BDL 0.01 NR
42 Zinc as Zn mg/l BDL BDL BDL BDL BDL BDL BDL 0.07 5 15
43 Nickel as Ni mg/l 0.07 0.02 0.04 0.03 0.05 0.07 0.05 0.05 0.02 NR
Microbiology
MPN/10
44 Coliform <3 <3 <3 <3 <3 <3 <3 <3 - -
0 ml
(DPR)
10.6.4 SOIL
The soil samples have been collected from 8 locations.
Table 10-9: Soil Sample Locations
Sr. Description of monitored Sample GPS Coordinates

N. stations Code Latitude Longitude
1. Agriculture Soil Bhatshirpura S-1 N 18°31'25.0" E 076°04'35.2"
2. Agriculture Soil Ter S-2 N 18°18'58.0" E 076°07'56.5"
Agriculture soil Waruda
3. S-3 N 18°15'03.7" E 076°04'55.2"
Village
Agriculture soil near terna
4. S-4 N 18°20'14.2" E 076°07'25.0"
dam
Waste Soil Pimpla Kh.
5. S-5 N 17°53'09.4" E 075°59'58.2"
Village
Agriculture soil Katgaon
6. S-6 N 17°48'49.6" E 076°05'10.4"
Village
Agriculture soil Sawargaon
7. S-7 E 075°30'42.0" E 075°30'42.0"
Village
Agriculture soil Warud
8. S-8 E 075°36'21.1" E 075°36'21.1"
Village
10.7 ECOLOGICAL ENVIRONMENT
10.7.1 PROTECTED AREA NETWORK
The Protected area Network comprises Marine Protected Areas, National Parks,
sanctuaries, Conservation Reserves and Community reserves. There are 103
existing national parks in India covering an area of 40,500 km2, which is 1.23% of
the geographical area of the country, whereas there are 6 existing National Parks
in Maharashta covering an area of 1274 km2, which is 0.42% of the geographical
area of the State (National Wildlife Database, April 2015). There are 531 existing
wildlife sanctuaries in India covering an area of 117,607.72 km2 , which is 3.58 %
of the geographical area of the country (National Wildlife Database, August,
2015)., whereas there are 41 existing wildlife sanctuaries in Maharashtra
covering an area of 7602 km2, which is 2.47 % of the geographical area of the
State (National Wildlife Database, August, 2015).
Table 10-10: Details of National Parks and sanctuaries
Name of State & State No. of % oF

Area km²
Union Territory Area km² NPs/WLS Area
National Parks
Maharashtra 3,07,713 6 1274 1.15
India 32,87,263 103 40,500 1.23
(DPR)
sanctuaries
Maharashtra 3,07,713 41 7602 2.47
India 3287263 531 117,607.72 3.58
No Protected Area is located to close proximity of the project roads area.

Thus no impact on rare or endangered species of flora and fauna within
and outside the project area, no impact on economically important plants
such as medicinal plants, no impediments to wildlife movement, and no
positive and negative effects on the aquatic life has been anticipated. .
Figure 10-1: Details of Protected area Network in the State of

Maharashtra
10.7.2 FOREST LAND
The proposed alignment of the project road is passing through Forest area.
The proposed improvement has been planed within the available ROW in
forest area. Hence, no forest land need to be diverted under the
project for package-I & Package-II respectively as per Forest
Conservation Act, 1980. The details of the forest along the project
road are given in following table
Table 10-11 : Summary of Forest Land need to be diverted for

Both Packages
Chainage (m)
S.No. Forest Type forest Length (m)
From To
Package-I
1.00 Surli Reserve Forest 11150.00 12400.00 1250.00
(DPR)
Package-II
2.00 Ghatnandre Unclassed 86050.00 86090.00 40.00
3.00 Nagaj Reserve Forest 87985.00 88500.00 515.00

4.00 Raiwadi Unclassed 88500.00 90200.00 1700.00
10.7.3 FAUNA IN THE AREA
The important fauna include: in project area are Leopard, Sloth bear, Nilgai,
Chinkara, Spotted Deer, Small Indian Civet, Toddy Cat, Jackal, Hyena, Jungle
Cat, Common Langur, common Mongoose, Ruddy Mongoose, Pale Hedgehog
hare, Five Striped Palm Squirrel, Indian Pangolin, Porcupine, Bush Rat, Painted
Partridge, Grey hornbill, Blackbird, Alexandrine Parakeet, Spotted Dove, Yellow
legged Green Pigeon, White-browed Fantail Flycatcher, White–throated Fantail
Flycatcher, Crested Tree Swift, Little Egret, Cattle Egret, Little cormorant, Small
Kingfisher, Lesser Pied Kingfisher, and Peafowl. The common reptiles and
amphibians are Python, Rat Snake, Buff-striped keelback, Green keelback, Red
Sandboa, Russell’s Sandboa, Trinket snake, Blind snake, crocodile, Gharial,
Otter and Turtles. .
10.8 KEY ENVIRONMENTAL LAWS AND REGULATIONS
All Environmental acts, Policy guidelines of both State as well as Central

Government are applicable to this project. Table 10-1 presents
Environmental regulations and legislations relevant to this project, along
with their competent authority for implementation.
Table 10-12: Summary of Relevant Environmental Legislations
Clearance Reason for

S. No Act / Rules Purpose Applicable Authority
/Permission Applicability
Environmental Impact
To accord environmental
Assessment Notification,
clearance to new The proposed
Environment 14th Sep-2006 and No MoEF.
1 development activities listed state Highway is
Clearance subsequent amendments SEIAA
in schedule of EIA beow 1000 MSL
under the Environment
notification.
Protection Act-1986
Forest Conservation Act
(1980) No forest land
To check deforestation by need to be
Forest Clearance
Forest Conservation Rules restricting conversion of diverted under
2 Diversion of Forest No.
2003 forested areas into non- the project for
Land
forested areas package-I &
GOM Notification Package-II
regarding Mangroves
In 1986, when the MoEF
enacted the Environmental
MOEF &
Protection Act, linear
Linear stretches CG, GoI,
stretches of roadside
Notified of roadside Regional
plantation along many of the
Tree Cutting in Protected plantation not Office /
3a Highways were declared as No
forest land Forest declared as State
protected forest.
Clearance notified protected Forest
Thus, removal of trees from
forest Department
Protected Forests including
roadside trees given a
protected status shall require

clearance from the MoEF.
Applicability of the provisions
of Forest (Conservation) Act,
1980 to the linear (roadside)
plantations was modified by a
notification from the GoI,
MoEF dated 18th Feb 1998.
The 1998 MoEF Notification
states: In the case of the
“notified to be protected”
roadside plantations, the
clearance may be obtained
from concerned Regional
Offices of MoEF, irrespective
of the area of plantation lost.
If the concerned Regional
Office does not accord the
decision within 30 days of the
receipt of fully completed
application, the proponent
agency may proceed with the
widening/expansion under
intimation to the State Forest
Department and MoEF
Tree cutting on State Government and No, Private land District
3b No
private land Local Law shall be acquired Collector

state and
national
The Wildlife Protection Act wildlife
The Wildlife (Protection) has allowed the Government boards,
Act, 1972 & Orders of to establish a number of Central
Honorable Supreme Court National Parks and Empowered
4 Wildlife Clearance No
and Wildlife protect rules Sanctuaries over the past 40 Committee
1995 and subsequent years, to protect and of Hon‘ble
amendments conserve the flora and fauna Supreme
of the State Court and
MOFE &
CC
The Wildlife (Protection)
Act, 1972 & Orders of Chief
Permission to
Honorable Supreme Court Wildlife
4a cross the wildlife No
and Wildlife protect rules Warden of
corridor
1995 and subsequent State
amendments
Environment Protection
State CRZ
Act-1986 and Coast Project is not
Coast Regulation Protection and regulation of Authority
5 Regulation Zone No located in Coast
Clearance environment of coast area and NOEF
notification 1991, 2011 & area
& CC
amendments
Ground Water The no part of the
withdrawal of For development and District
6 (Regulation, Development No project area has
ground water withdrawal of ground water Collector
and Management) Rules, come under the

2007 dark zone.
Permission from the
Archaeological Survey of
There is no
India for carrying out any
The Ancient Monument Ancient
construction activities within
Archaeological and Archaeological Sites Monument and
7 the prohibited and regulated No ASI, GoI
permission and Remains Act, 1958, Archaeological
areas of the ancient
and the rules, 1959 Site along the
monuments and
Project Highway
archaeologically protected
sites.
To control air pollution by &
Air (Prevention and
Transport controlling This act will be
Control of Pollution) Act,
emission of air Department. applicable during
1981 and it rules
Pollutants as per the construction for
Consent to
prescribed standards. (establishments
8 establish Project/ Yes SPCB
of hot mix plant,
plants/ machinery
To control water pollution by construction
Water Prevention and
controlling discharge of camp, workers'
Control of Pollution) Act
pollutants as per the camp, etc.
1974and it rules
prescribed standards
Air (Prevention and To control air pollution by &
Control of Pollution) Act, Transport controlling
Consent to operate This act will be
1981 and it rules emission of air Department.
9 Project/ plants/ Yes applicable during SPCB
Pollutants as per the
machinery during operation
prescribed standards.

Water Prevention and To control water pollution by
Control of Pollution) Act controlling discharge of
1974 and it rules pollutants as per the
prescribed standards
This act will be
applicable as
vehicular noise
on project routes
Environmental Protect act The standards for noise for
required to
1986 day and night have been
Ambient Noise assess for future
10 Noise Pollution promulgated by the Yes SPCB
Level years and
(Regulation and Control MoEF&CC for various land
necessary
Rules ) 2000 uses.
protection
measure need to
be considered in
design.
No Thermal
Reuse large quantity of fly
Fly Ash Notification, 1999 Power Plants are
ash discharged from thermal
11 Use of Fly Ash as amended upto 17th No located in 100 MoEF
power plant to minimize land
August 2003: Km. radios of
use for disposal
project road
Hazards wastes (
Management Handling
Hazards waste
`12 and Tran boundary Yes SPCB
Authorization
Movement) Rules- 2009
under Environmental

Protect act 1986
West Ghat EZA Environment Protection Regulation of various
13 Not clear MOEF&
notification Act-1986 activities in west ghat
Table 10-13: Summary of Relevant Other Legislations
Sr. No. Act / Rules Purpose Applicable Reason for Applicability Authority
National Environment Address Grievances regarding the
Grievances if any will be dealt
1 Appellate Authority Act process of environmental Yes NEAA
with, within this act.
(NEAA) 1997 clearance.
To provide for conservation of
biodiversity, biodiversity, National
National Bio-Diversity Act
2 sustainable use of resources fair Yes biodiversity
2002
and equitable sharing of the Board
benefits from use of resources.
Office memorandum Conserve top soil, aquatic
In case of renewal of quarries
dated 18.05.12,by MoEF biodiversity, hydrological regime
3 Yes and opening of new borrow SEIAA
in view of Apex Court etc. by haphazard and unscientific
areas
order dated 27.2.2012 mining of minor minerals
Contractor need to stock
Public Liability and Protection form hazardous hazardous material like
4 Yes ----
Insurance Act 1991 materials and accidents. diesel, Bitumen, Emulsions
etc.
Chief
Safe transportation, storage and
5 Explosive Act 1984 No Blasting is not involved Controller of
use of explosive material
Explosives
Regulate use of minor
Minor Mineral and District
6 For opening new quarry. Yes minerals like stone, soil, river
concession Rules Collector
sand etc.
Central Motor Vehicle Act These rules will be applicable
To check vehicular air and noise Transport
7 1988 and Central Motor Yes to road users and
pollution. Department
Vehicle Rules1989 construction Machinery.
The construction of project
Department of
The mining act has been notified road will require aggregate
8 The Mining Act Yes mining. State
for safe and sound mining activity. through mining from
Gov.
riverbeds and quarries
A large number of
The Building and Other To regulate the employment and
construction workers skilled,
Construction Workers conditions of construction workers Ministry of
semiskilled or unskilled will
9 (regulation of employment and to provide for their safety, Yes Labor and
be employed temporarily
and conditions of service) health and welfare measure and for Employment
during Construction Phase of
Act, 1996 other matter incidental thereto
the project
Provides for declaration of certain
highways to be National Highways
and for matters connected
The National
10 therewith. Acquisition of Land for No MORTH
Highways, 1956
National Highway works. Also
covers legal framework for private
participation.
Procedures for conduct of
The National Highways allocation
Rules 1957 and and use of funds for highway
11 no MORTH
National Highways construction. NH rules 2008 have
Fee Rules, 2008 rules for collection of fees on
National highway sections.
(DPR)
10.9 MITIGATION & ENHANCEMENT MEASURES
The Impacts on environmental parameters and proposed mitigation measures

are given in the following table
Table 10-14: Potential impacts and mitigation measures
Environment
Potential Impact Mitigation measures
Attributes
Physical environment
Topography Impact low but permanent due to Stone aggregates shall be sourced only
&Geology removal of stones aggregate and from licensed existing quarries.
sand from identified quarries. Earth borrow areas identified during
Land filling in low-laying area. DPR stage shall be revisited to assess
Leveling and earth moving its environmental sensitivity and ensure
Road building material it is not an ecologically sensitive area.
West part of West Ghat located in
project area. However project alignment
will not adverse impact
Soils Physical & chemical Dumping of construction waste at
contamination of soil. approved locations protected by berms.
Compaction and structural Reuse of construction waste
damage. Storage of construction material in
accordance with IRC norms
Climate
Temperature Low spatially restricted short-term Tree plantation will be proposed to
/Rainfall/Humidity impact improve the micro climate of the area.
Land
Loss of productivity The total 7.493 Ha land need Compensation to the affected persons.
to be acquired for Package-II . Land acquisition, compensation
packages, resettlement and
rehabilitation for affected people.
Water
Environment
Surface water Degradation of some water Use of sediment traps, silt fencing,
quality parameters like pH, sodding/grass turfing etc for
COD, BOD, TDS, Turbidity minimization of soil movement;
etc. Provision of adequate cross drainage
structures.
Monitoring of water quality during
construction and operation
Ground water  It
Water will be used construction. Provision of separate water facilities for
will be taken from ground water construction camp.
and surface water sources Water will be taken in such a way that
local water will not be affected
Environment
Air Increased gaseous pollution along Asphalt plant, Crusher, Batching Plant,
(DPR)
Environment
Potential Impact Mitigation measures
Attributes
with fugitive dust emission will be sited 1km in down wind direction
from nearest settlements.
Vehicles and construction equipments to
be maintained properly.
Construction materials & waste will be
properly covered during transportation to
avoid spillage & dispersion.
Necessary bypasses on Major
Habitations aare planed as part of DPR
Noise Construction phase impact low to Construction plant& machinery to be
moderate, specially restricted and located 1 km away from settlements.
reversible. bypass proposed to avoid settlements,
During operation phase beneficial this will save settlement from increased
impact in the initial phase levels of noise during construction.
persistence of such beneficial Proper traffic management near
impact will depend on the future sensitive receptors.
traffic volume & quality of
maintenance of Road
Ecology
Protected Area There are no national park,
Network sanctuaries, reserves and other
protected areas within or in close
proximity of the project area.
Flora No. forest land need to be CCompensatory plantation, along
diverted for non Forest use. roadside; as per State Government
Nearly 5800 trees may be Guidelines for each tree removed.
impacted due to proposed
development
Socio Environment
Socio Environment Displacement of people. Resettlement of peoples as per
Demolition of structure provision of New LA Act 2013
Influx of construction workers
Religious Structure Few Religious Structures are These structures have been saved by
located along the project Road changing alignment at these locations.
Road safety
Public health and Migration of workers may lead to Ensure sanitary measures at
road safety sanitation problem creating construction camp to prevent water born
congenial condition for disease disease and vector born disease.
vectors \Safe traffic management at construction
area.
10.10 CONSULTATION
Extensive consultations were made with local communities and government
(DPR)
agencies like Forests and Wildlife, State Pollution Control Board, Economics and
Statistics to incorporate their views and suggestions. The Local communities
have strongly aganist the project if land acquisition and mango trees would
impact. They disseminated much important information and made several
suggestions and demands. Main demands include adequate compensation and
assistance for loss of land and assets, employment in road construction and petty
contract provision of safety measures; side drains in built-up areas, avenue
plantation, provision of water harvesting/ponds and road furnitures. Most of their
demands have been integrated in design.
10.11 ENVIRONMENTAL MANAGEMENT PLAN (EMP)
The Project specific Environmental Management Plan (EMP) has been

formulated with an intend to set out action required to avoid or mitigate all
impacts and the responsibility for taking each action. Responsibility is made
legally binding when actions are subsequently specified in contracts.
Environmental Monitoring Plan (EMoP) has been prepared to ensure that the
intended environmental mitigations are realized and these results in desired
benefits to the target population causing minimal deterioration to the
environmental parameters. All costs for implementing the mitigation measures
and monitoring plan will be included in the Bill of Quantities (BOQ) by the
contractor as implementation of the EMP will be the responsibility of the
contractor.
Maharshatra PWD, will ensure the effective implementation of the environmental

management plan. There is a need for the PIU to organize its environmental unit
to ensure that contractors maintain environmental safeguard compliance. To
provide regular monitoring information and technical advice to the PIU a
Construction Supervision Consultant will be engaged who will be responsible to
examine environmental compliances and suggest corrective actions.
(DPR)
11. SOCIAL IMPACT ASSESSMENT
11.1 INTRODUCTION
The Social Impact Assessment has been prepared to understand social

and economic profile of the project area, assessment of scale and
magnitude of social impact. This report also considers impact on
vulnerable population like Scheduled Caste, Schedule Tribe and BPL. The
social impact assessment (SIA) has been carried out. Based on impact
identified during SIA, mitigation measures are proposed, but, within the
preview of New LA Act, 2013. The following sections discuss social impact
assessment and Resettlement Action Plan, study methodology, R&R
principles applicable to the project, estimate of land acquisition and
institutional arrangement.
11.2 SOCIAL IMPACT ASSESSMENT
Social impact assessment is done to identify impacts because of

Development of 2-lane plus paved shoulder road. The development of
project road shall not require acquisition of land. However some of
tempreary structures are going to affect due to the proposed road
improvement. To address and minimize adverse impacts, a Resettlement
Plan is prepared with following objectives
 To avoid wherever feasible or at least minimize involuntary

resettlement, by exploring all viable project alternatives;
 Determine the magnitude of adverse social impacts and propose

mitigation measures with the agreed policy provisions;
 Outline results of stakeholders’ consultation and incorporate the

outcome of these consultations in the social management plan;
 Develop institutional mechanism for implementation of the R&R

management plan and monitoring and evaluation of the R&R
implementation schedule;
 Provision of adequate budget in the project.
11.3 SCOPE OF LAND ACQUISITION AND RESETTLEMENT
The existing road has 16 25 m ROW for Package-II respectively. The

18 m & 25 m ROW has been proposed for 2-lane & 4-lane Cross
Section along both the Packages alignment. As already mentioned
(DPR)
earlier, most part of the proposed alignment is running along the

existing alignment except bypasses alignment. The summary of
available land and land need to acquire are given in the following
table. Notification under section 3(A) of National Highways Act,
1956 has already been prepared & submitted.
Table 11-1: Summary of Land need for Package-II
Package-
Sr. No. Particular
II
1 Total Land Required 82.7 Ha
2 Total Land Available 67.78
3 Land Need to be acquired 14.92
11.4 TREE CUTTING & UTILITIES SHIFTING
For assessment of tree cutting and utilities shifting the formation width 18
m and 25 m has been considered for 2-lane and 4-lane cross section. The
summary of tree cutting and utilities shifting are given in the following
table.
Table 11-2: Summary of Utility for Package-II
S.NO. UTILITY PKG-2
1 Electric Pole 113

2 Transformer 0
3 Well 0
4 Lights Poles 0
5 Tree 1 3363
6 Tree 2 211
7 Coconut 10
11.5 SOCIOECONOMIC INFORMATION AND PROFILE
The proposed Project is confined to rehabilitation and upgradation of

existing road alignments and the social assessments undertaken have not
brought forth any adverse impact on the tribal groups within the area of
influence of the Project road. The project construction will not have any
adverse consequences on the socioeconomic condition and would also not
lead to any disruption in their community life or culture of these
communities.
(DPR)
11.6 STAKEHOLDERS CONSULTATION AND PARTICIPATION
Public consultations were conducted. Aiming at promotion of public

understanding and fruitful solutions of developmental problems such as
local needs and problem and prospects of resettlement, various sections of
APs and other stakeholders were consulted through focus group
discussions and individual interviews. Several additional rounds of
consultations with APs and communities will form part of the further stages
of project preparation and implementation.
To keep more transparency in planning and for further active involvement

of APs and other stakeholders the project information will be disseminated.
The EA will provide relevant resettlement information, including information
from the above mentioned documents in a timely manner, in an accessible
place and in a form and language(s) understandable to affected persons
and other stakeholders.
11.7 LEGAL FRAMEWORK
The legal framework and principles adopted for addressing resettlement

issues in the Project have been guided by the existing legislation and
policies of the GOI, the Government of Maharashtra.
All compensation and other assistances will be paid to all APs prior to
commencement of civil works. After payment of compensation, APs would
be allowed to take away the materials salvaged from their dismantled
houses and shops and no charges will be levied upon them for the same.
The value of salvaged materials will not be deducted from the overall
compensation amount due to the APs. A notice to that effect will be issued
intimating that APs can take away the materials.
11.8 ENTITLEMENTS, ASSISTANCE AND BENEFITS
In case of land acquisition, the date of publication of preliminary

notification for acquisition under of the Land Acquisition Act will be treated
as the cut-off date. Land and structures affected under the project will be
compensated at replacement cost. APs who settle in the affected areas
after the cut-off date will not be eligible for compensation. They, however,
will be given sufficient advance notice, requested to vacate premises and
dismantle affected structures prior to project implementation. Their
dismantled structures materials will not be confiscated and they will not
pay any fine or suffer any sanction.
11.9 RELOCATION OF HOUSING AND SETTLEMENTS
(DPR)
The EA will provide adequate and appropriate replacement land and

structures or cash compensation at full replacement cost for lost land and
structures, adequate compensation for partially damaged structures, and
relocation assistance, according to the Entitlement Matrix. The EA will
compensate to the non-title holders for the loss of assets other than land,
such as dwellings, and also for other improvements to the land, at full
replacement cost. The entitlements to the non-titleholders will be given
only if they occupied the land or structures in the project area prior to the
cut-off date.
11.10 INCOME RESTORATION AND REHABILITATION
The entitlement proposed for the project has adequate provisions for
restoration of livelihood of the affected communities. The focus of
restoration of livelihoods is to ensure that the APs are able to at least
regain their previous living standards. To restore and enhance the
economic conditions of the APs, certain income generation and income
restoration programs are incorporated in the RP. To begin with providing
employment to the local people during the construction phase will enab le
them to benefit from the project, reduce the size of intrusive work forces
and keep more of the resources spent on the project in the local economy.
It will also give the local communities a greater stake and sense of
ownership in the project.
(DPR)
12. COST ESTIMATES
12.1 GENERAL
This chapter deals with Cost Estimation and Analysis of Unit Rates for various
items of road & bridge works. Every component has been quantified in detail to
arrive at the project cost estimate.
The cost estimates for the improvement of project road is prepared based n the
EDSR issued by the Govt. of Maharashtraon 22th September 2017. For the items
not covered in E-DSR, rates of Puna DSR are considered. Leads of materials are
considered in rate analysis as per guidelines given in E-DSR. Present market
rates of various materials like Bitumen, cement, steel etc. are considered. The
project corridor involves 2 different road stretches, hence as per the directives of
PWD Govt. of Maharashtra, different rate analysis for each roads have been
prepared and rates taken in the estimate accordingly.
 The basic rate of material has been taken from E-DSR. The basic rates has
included the taxes, Labour Amenities, Labour Cess and insurance charges.
 Royalty has been added for Sand and Metal
 The rate of bitumen has been adjusted as per IOCL price as on the 1st, June,
2017.
 The lead for each road has been added separately
Rates adopted are inclusive of cost of transportation with all lead & lift,
VAT, Royalty tax etc complete FOR at site.
12.2 SPECIFICATIONS
The specification for the works shall generally confirm to the stipulation
made in “Specification for Road and Bridge Works (V th revision)” of
MORT&H and Circulars issued by PWD.
12.3 BOQ & COST ESIMATES
12.3.1 EARTH WORK
 Earthwork calculation has been carried out based on P&P drawings.
 Widening width is calculated specifically for each TCS, by deducting

available width from required width. Existing shoulder is considered
as per levels.
(DPR)
 Reconstruction/Raising has been considered as per proposals
 Embankment slope of 1:2 has been considered for quantification
12.3.2 SUB BASE AND BASE
 For calculation of GSB quantity, width has been taken as per TCS.
 GSB is taken in complete formation width.
 Wherever raising/strengthening from GSB is proposed the same has

been done but with due consideration to the vertical profile.
 Appropriate Filter layer as Drainage layer below GSB
12.3.3 PAVEMENT
 Width of PQC & DLC has been taken as per TCS and thickness as
per pavement design..
12.3.4 DRAINAGE & PROTECTION WORK
 Length of RCC drain and Earthen Drain has been taken as per TCS
and proposals
 Geosynthetic Blanket, W beam Crash Barrier has been considered

as per embankment height.
 Suitable Toe wall, RE/Ret wall have been calculated as per

requirements in High Embankment sections.
 Guard Rail for separation of pedestrian from Traffic is taken as per

Sch-C.
12.3.5 TRAFFIC SIGNS MARKINGS & ROAD APPURTENANCES
 Traffic signs boards are provided as per Geometry of the road, no of

villages, no of junctions.
 Edge line & centre line has been calculated for main carriageway
 All km stones have been considered as per requirement.
 Delineators and Chevron signs are considered at all curves with

radius < 1000m.
(DPR)
 Street Lighting has been considered at Built up stretches, and Bus

Shelters.
 High mast lighting is considered at Major Junctions.
 Overhead Gantry and Cantilever signboards have been taken.
12.3.6 TRAFFIC MANAGMENT DURING CONSTRUCTION
 Men at work boards are considered suitably.
12.4 CAPITAL COST ESTIMATES
The civil cost estimates have been worked out as per guidelines of
MORTH and PWD as contained in circulars issued by it from time to
time. The Total Project Cost of Package-II has been worked out as
281.67 Cr. respectively. The summary of cost for Package-I &
Package-II for EPC is given in following Table.
Table 12-1: Estimated Capital Cost of Package-II
Amount
Sl. No Bill. No. Description (Crores) % Cost
1 Bill No.1 Site Clearance And Dismantling 5.93 2.52%
2 Bill No.2 Earth Work 33.99 14.42%
3 Bill No.3 Granular Sub-Base 22.91 9.72%
4 Bill No.4 Bituminous Courses 0.00 0.00%
5 Bill No.5 Concrete Pavement 108.34 45.95%
6 Bill No.6 Slab, Box And Pipe Culverts And Underpass 11.11 4.71%
7 Bill No.7 Major And Minor Bridges 4.77 2.02%
8 Bill No.8 Drainage And Protection Works 22.65 9.61%
Traffic Signs, Marking And Other
9 Bill No.9 Appurtenances 8.81 3.74%
10 Bill No.10 Bus Bay And Truck Lay Bay 4.66 1.98%
High mast, Electric Pole, traffic management,
11 Bill No.11 median, utility ducts. 1.90 0.81%
12 Bill No.12 Toll Plaza 5.00 2.12%
13 Bill No.13 Major And Minor Junctions 5.69 2.41%
Grand Total 235.77 100.00%
Civil Cost (A) 235.77
A Contingencies At 2.8% 6.60
B Total Civil Construction Cost (B) 242.38
(DPR)
Agency Charges @ 3% Of Civil Construction

C Cost (B) 7.27
Supervision Charges @ 3% Of Civil
D Construction Cost (B) 7.27
E Maintenance Charges @ 2.5% Of Civil Cost (A) 5.89
Price Of Escalation 5% Per Year Of A, As Per
F Phasing 18.86
Total Project Cost 281.67
Utility Relocation (Electric Poles And Pipe
1 Lines) 3.39
2 Land Acquisition And Rehabilitation 12.00
3 Environmental Monitoring 3.75
Total Capital Cost Of Project 300.82
(DPR)
13. ECONOMIC ANALYSIS & FINANCIAL

ANALYSIS
13.1 INTRODUCTION
Economic Analysis of an infrastructure project is undertaken to ascertain the
importance and benefits of the project to the society at large. These improvements
will result in reduction in the travel time as well as the vehicle operating costs of the
passengers/cargo/vehicles. There is a cost attached to the improvements provided.
These are the initial improvement cost, environmental and social cost as well as the
maintenance cost which are anyway required to keep the improved facility in good
condition. Since the infrastructure projects are social projects, it is important to justify
its need from the perspective of the community. Mainly two type of tools are available
for undertaking economic analysis of the development of highway project.
 IRC: SP-30 combined with updated Road User Cost Study RUCS-20011,
hereafter referred as RUCS and
 Highway Development and Management model hereafter referred as HDM-42.
Both the tools are independent in evaluation, though the approach to analysis is the
same – ‘with and without project comparison’ – and also the input data is same. The
RUCS VOC model in conjunction with IRC: SP-30 is developed for Indian conditions
and hence cannot be adapted to other countries, whereas an HDM-4 (Version 1.3)
model is designed to be used in a wide range of environments. Configuration of
HDM-4 provides the facility to customize system operation to reflect the norms that
are customary in the environment under study. Default data and calibration
coefficients can be defined in a flexible manner to minimize the amount of data that
must be changed for each application of HDM-4.
13.2 APPROACH AND METHODOLOGY
A Life Cycle Analysis has been adopted to undertake the economic analysis of the
proposed improvement project. The tangible benefits have been assessed following
the approach of “without the project,” i.e.- the base case and “with the project”
scenario. The benefits are:
 Savings in vehicle operating costs (VOC);
 Savings in travel time costs due to reduction in congestion and higher travel
speeds as a result of construction of bypasses- both in terms of capacity as well
as riding quality;
 Savings in maintenance costs.
Once the benefits are estimated, the investment made towards construction of
bypasses and improvement in existing alignment, along with the annual investments
towards routine and periodic maintenance have been compared with it to arrive at the
1
Updated Road User cost study, Final Report Volume-1 Traffic and Transportation Division, Central Road Research Institute, New Delhi 2001
2
HDM-4 is an analytical tool f or engineering and economic assessment of road investments and maintenance.
(DPR)
following indicators:
i) Economic Internal Rate of Return (EIRR)
ii) Net Present Value (NPV)
iii) Net Present value to Cost Ratio (NPV/C)
In the present study the consultant has used Economic Internal Rate of Return
(EIRR) method for economic analysis
13.3 ECONOMIC ANALYSIS BYPASS
For assessing the economic analysis following steps are assumptions are taken.
Step-1: Alternative Formation
Three alternative scenarios have been considered for carry out the economic
analysos of the proposed bypass project.
 Case I : 'Do Nothing Case': The traffic on the existing road alone is plying
 Case II : After improvement and developing the Project Roads
Based on the traffic data the traffic projection has been done for all the cases.
Step 2: Traffic Projections
To calculate yearly traffic volume in terms of PCU/day with a 5 percent growth rate
from the year 2017 to 2038. 10 percent of this daily traffic is considered as peak
hourly traffic for the purpose of calculating distance-related and time-related
congestion factors. Both these congestion factors are to be calculated for a rise and
fall (RF) value of '0' m/km and Roughness (RG) of 4000 mm/km for existing road and
proposed improvement & bypass respectively.
Step 3: Calculation of Congestion Factor
The distance-related and time-related congestion factors are separately calculated
and are corrected by multiplying a factor of 0.8. This is to consider the effect of
assuming 10 percent of total daily traffic to represent peak hourly traffic for 24 hours
in the computations of congestion.
Step 4: VOC Calculation
Total Vehicle Operating Costs are calculated for the above three cases using the
economic costs of VOC given in Updated Road User Cost study conducted by CRRI
and the Congestion Factors determined in Step 3.
Step 5: IRR Calculation
Based on the Data the EIRR has been calculated. From the analysis is emerged that
EIRR of the proposed Improvement roads under package has been worked out
 Package-I: Karad to Vita Design Ch. Design Ch. Km. 0/000 to Km. 47/500-
15.49 %.
(DPR)
 Package-II: Vita to Nagaj Design Ch. Design Ch. Km. 47/500 to Km.
94/155-14.25 %.
13.4 CONCLUSION
The road projectis desirable from the society’s point of view. The project corridor as a
whole is found to be economically viable with positive net present values and EIRR
greater than 12%. Hence, based on the above results, the project is recommended
for immediate implementation. The detailed calculation of Economic Analysis are
enclosed at Annexure 13-1 for all three roads.
(DPR)
Annexure 13-1: Economic Analyis

REPORT
(DPR)
14. CONCLUSIONS & RECOMMENDATIONS
14.1 CONCLUSION
 The Maharashtra State Highway MSH-78 road stretch connects the two
districts, Satara and Sangli. This important highway starts from Guhagar, a
port in Ratnagiri district, and enters Sangli district at 151.28 km after
traversing Ratnagiri and Sataradistricts. Guhagar is in Chipalun city and
belongs to Konkan region. This road stretch is one of the most important
links connecting coastal area and west district of Maharashtra. This road
stretch is a major communication route for transportation of agriculture
product from coastal area to rest of Maharashtra and raw materials for
Industrial use and fish and other sea products etc. from Konkan to
remaining Maharashtra. The link will facilitate the tourists and pilgrims.
 Thus the road stretch is of great importance from industrial, commercial,
tourist, strategic and national point of view and justifies its fitness to be
declared as the National Highway and improve it. This link has been
identified in the Road Master Plan of Maharashtra PWD 2001-2021. In this
context the Ministry of Road Transport & Highway has decidedto upgrade
and improve the SH-78 through NH Division of State PWD. The NH
Division of PWD has divided the preparation of DPR work in the various
packages. The present report is dealing with Upgradation to 2 lane with
KhanapurJarandi in Satara and Sangli Districts in the State of
Maharashtra.
 Presently, due to the deficient vertical and horizontal alignment mostly only
local traffic is using the Project road. Once the proposed corridor may
improved the regional traffic may start to follow this link. Hence, the
improvement is much needed. Once this link will improve the trafficic
movement may become easy.
 The existing project roads are deficient in horizontal and vertical alignment,
degraded earthen or no shoulder in most stretches, inadequate and damaged
cross drainage structures and absence of side drains, safety installations,
protection works and road furniture.
 Proposed corridor will facilitate transportation of products to & from Satara &
Sangali Districts. The corridor shall also provide better opportunity for their
expansion. In addition to this, the proposed road improvement shall reduce
the travel time. Development of the proposed link shall act as a catalyst for
business activities and economic conditions of the area.
 As per the base year (2017-18) data, classified traffic volume has been
projected up to the horizon year (2040-41) with 5% Growth Rate per annum.
The growth was estimated on an unconstrained capacity scenario in order to
assess the maximum extent of traffic flow in the corridor under consideration.
As per the traffic projection the Daily Traffic volume will be below 15000 PCUs
upto 31st March 2044, except Karad City. The two laning would thus be
(DPR)
sufficient for this section upto the year 2044 or even beyond. Four-laning are
only required in Town. City Area.
 A detailed study of the Project Highway has been carried out in two stretches
as described here under:
a. PACKAGE-I; From Chainage 0+000 to 47+500 of SH-78 (Vita Town).
b. PACKAGE-II; From Chainage 47+500 to 94+155 of SH-78 (Nagaj).
c. PACKAGE-III; Bypass of Karad and Vita Town.
The present Report is limited to package-II only
 Total road will be improved Single /intermediate/ 2-lane to 2-lane with Paved
and granular shoulder largely in consistent to Indian Road Congress (IRC)
guidelines. Widening and improvement components will include (i)
improvement in pavement conditions and road geometry (ii) reconstruction/
widening and provision of additional cross drainage (CD) structures, (iii)
provision of lined drains in built-up sections, junction improvement, protection
works, bus bays/truck lay byes and installation of safety measures etc. All the
proposals are in conformity with the provisions of IRC: SP: 73-2015 and
guidelines and directions issued by PWD.
 Based on the detailed design of alignment, improvement/New construction of
the Roads /Structures and CD works the construction cost of the project has
worked out as per EDSR issued by the Govt. of Maharashtraon 14th June
2017. For the items not covered in E-DSR, rates of Puna DSR are
considered. Leads of materials are considered in rate analysis as per
guidelines given in E-DSR. Present market rates of various materials like
Bitumen, cement, steel etc. are considered. The project corridor involves
Three different road stretches, hence as per the directives of PWD Govt. of
Maharashtra, different rate analysis for each roads have been prepared and
rates taken in the estimate accordingly.
 The Total Project Cost of Package-II has been worked out as Rs. 281.67 Cr.
respectively. The total Capital cost of Package-II has been worked out Rs.
Rs300.82 Cr. including Land acquisition and utilities shifting cost.
 Environmental impact has been carried out as per GoI and GOM Guidelines.
Project categorization has been done using Rapid Environment Assessment
(REA) checklist after screening survey and initial consultations. Project
interventionism limited to improvement and widening of existing road withany
bypass/new alignment. The project road does not pass through or located
near wildlife sanctuary, national park, protected area network or any other
similar eco-sensitive areas. Most of impacts are mainly temporary and
localized in nature which can be mitigated by effective implementation of
Environmental Management Plan (EMP) included with the IEE.
 As per environmental impact assessment Notification 2006 and its
amendments of Ministry of Environment, Forests and Climate Change
(MOEFCC), the project is not under purview of environmental clearance.
 No forest land need to be diverted under the project for package-I & Package-
II respectively as per Forest Conservation Act, 1980.
(DPR)
 Social Impact assessment has been done as per TOR. No permanent

negative social impact has been identified. Only some of the temporary
structures need to be removed from existing ROW.
 The existing road has 16 25 m ROW for Package-II respectively.
The 18 m & 25 m ROW has been proposed for 2-lane & 4-lane
Cross Section along both the Packages alignment. As already
mentioned earlier, most part of the proposed alignment is
running along the existing alignment except bypasses alignment.
The total 14.92 Ha land need to be acquired for Package-II.
Notification under section 3(A) of National Highways Act, 1956
has already been prepared.
 The various alternative options for project implementation have been
discussed with their advantage and limitations. Based on the Discussion
with the PWD it is emerged that due to the low traffic BOT (Toll) Model
(Premium /VGF) shall not be suitable for development of the State
Highways. The Conventional BOT (Annuity) Mode is also not suitable due
because, it would increase the deferred annuity liability and thereby
maximize pre-emption of future budgetary resources. Hence the it has
decided to adopt EPC Mode for development the project road pacages
 The Economic analysis of the proposed roads under this package has
been carried out as per IRC: SP-30 combined with updated Road User
Cost Study RUCS-2001. The EIRR of the has been worked out 14.25 %
for Package-II, which is more than minimum threshold level of 12 %.
14.2 RECOMMENDATIONS
The Detailed Project Report revealed that the after the development of project
road it shall improve transport efficiency in Satara & Sangali & road network of
Maharshtra. This will be realized by (i) Improving the region & highway
network, (ii) Facilitating safe and appropriate road usage, (iii) Increasing
efficiency of transport services and (iv) Enhancing GoM capacity for road
asset development and management. Project immediate outcome will be
improved accessibility to social services and markets, increased fuel
efficiency, reduced travel time, accidents, vehicle emissions and better
employment opportunities outside agriculture, both through improved access
to economic centers and increased industrial activities in the project area.
Apart from this the developments of this road link enhance the land values
many fold along the proposed Project Road. Hence, looking at above
potentials it is recommended that this Improvement of road may be taken.

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Feasibility Study and Preparation of DPR for Upgradation to 2 lane with paved

DETAILED PROJECT REPORT

N.H. DIVISION KOLHAPUR

Feasibility Study and Preparation of DPR for

Choice Consultancy Services Pvt. Ltd

Thoughts Consultants Jaipur Pvt. Ltd.

0. EXECUTIVE SUMMARY .................................................................................................. 1

0.9.12 Project Facilities ....................................................................................... 27

2.7.2 Road and Pavement Investigations ......................................................... 54

3.3.2 Design Speed ........................................................................................... 72

4.8 HORIZONTAL ALIGNMENT ................................................................ 96

6.2.3 Total Station Traverse (Secondary Control) ......................................... 134

7.2.6 TEST RESULTS ANALYSIS ................................................................... 159

9.5.2 Horizontal Alignment ........................................................................... 204

10.4 ENVIRONMENTAL IMPACT ASSESSMENT (EIA) PROCESS ........... 245

12.4 Capital cost estimates ............................................................................ 274

Table 0-1: Location of Built-Up Sections Along existing MSH-78 ........ 3

Table 0-26: Summary of Land need for Both Packages ....................... 30

Table 7-1: List of Borrow Area Sample .......................................................... 147

traffic ................................................................................................................ 188

Table 10-5: Ground Water Sample locations ................................................. 249

Figure 0-1: Project Highway Location Map ................................................ 1

Annexure 4-1: Road and Pavement Inventary ............................................... 105

ADT - Average Daily Traffic

0.1 ABOUT STATE HIGHWAY-78 (NEW NH 166E)

The Maharashtra State Highway MSH-78 road stretch connects the

Figure 0-1: Project Highway Location Map

Figure 0-2: Map of NH 166 E in Maharashtra along with Projct Highway

0.2 NEED OF THE PROJECT

The existing road is deficient horizontal and vertical alignment,

0.3 EXISTING PROJECT ROAD CHARACTERISTICS

The existing road is 2-lane /intermediate carriageway with/without earthen

Table 0-2: Salient Features of Existing Road for Package-II

Figure 0-3: The Details of Major Towns on existing SH-78

The photographs of existing project road showing various

Figure 0-4: The photographs of existing road

Figure 0-5: Poor Geometric Conditions

Figure 0-6: Pavement Condition of Project Road

0.4 TRAFFIC SURVEYS ANALYSIS

0.4.1 TRAFFIC VOLUME COUNT SURVEY

Table 0-3: Average Daily Traffic

% weight No. Vehicles

1 Two wheeler 39% 1191

3 Car 32.56% 1002

4 Mini Bus 0.81% 25

5 Bus 5.36% 165

6 LCV 10.40% 320

7 2 Axle 4.03% 124

8 Multi Axle 4.39% 135

9 Tractor with Trailer 0.49% 15

Total 100.00% 3077

0.4.2 SEASONAL VARIATION OF TRAFFIC VOLUME

Table 0-5: Seasonal Correction Factors (SCF) Based on Monthly Traffic

SVF of Diesel SVF of Petrol

April-15 1.52 0.72

Table 0-6: Annual Average Daily Traffic

Table 0-7: Summary of Peak Hour Flow at Various Intersections

Sr. Type of Peak Hour Total 8

3 Kadaipur junction X 3:00 - 4:00 8543 1194

4 SH-136 Karad nagaj X 4:00 - 5:00 5196 843

Sr. Type of Peak Hour Total 8

As per IRC: 62-1976, “Guidelines for Control of Access on Highways”, grade

0.4.5 ANALYSIS OF AXLE LOAD SURVEY