Mendhar To Jaran Wali Gali

P.M.G.S.
Y
JAMMU
DETAILED PROJECT REPORT
CONSTRUCTION OF RURAL ROADS

PROPOSED UNDER PRADHAN MANTRI GRAM SADAK YOJANA
(P.M.G.S.Y)
DISTRICT POONCH
Name of the Road
: Upgradation/Widening of Road
from Mendhar to Jaranwali Gali
Length of road
: 21.00 Kms
Construction Cost
: Rs. 3243.38 Lacs
Maintenance Cost
: Rs. 259.47 Lacs
Total Cost
: Rs. 3502.85 Lacs
Package No.
: JK 11-146
Block
: Mendhar
CHIEF ENGINEER
PMGSY (JKRRDA)
JAMMU
A. Contents
1.
Technical Report
2.
Planning and Basic Design Consideration
3.
Topographic Survey.
4.
Soil and Materials Survey
5.
Traffic Survey
6.
Hydrological Survey
7.
Geometric Design Standards
8.
Alignment Design
9.
Pavement Design
10.
Design of Cross Drainage
11.
Protective Works & Drainage
12.
Land Acquisition
13.
Utility shifting/relocation
14.
Road Safety and Traffic Management
15.
Specification
16.
Environmental Issues
17.
Analysis of Rates
18.
Cost Estimate
19.
Construction Program
B. Proforma
1.
2.
3.
4.
5.
6.
7.
Proforma B
Package Summary
Proforma C
Check List for PIU & STA
Format F1
Package-wise Summary Sheet
Format F2A
Roads proposed in PMGSY for Rural Connectivity
Format F2B
Pavement Layers
Format F3
Typical Cross Section of Existing Pavement
Format F4
Typical proposed cross section in Straight Section Flexible
Pavement
8. Format F5
Summary: Cost Estimate
9. Format F6
Cost estimate for Road Construction Works Pavement Works
10.Format F7
Cost estimate for Cross Drainage Works Slab Culvert
11.Format F8
Rate of Materials supplied at site Rate Analysis
12.Format F9A
Certificate of Ground Verification from Executive Engineer / Head
of PIU
13.Format F9B
List of DPRs verified on Ground
14. Environmental Checklist
15.Checklist for community consultation on engineering
C. List of figures
Figure-1
Figure-2
Figure-3
Figure-4
Figure -5
Road Map of India and state

District Map
Block Maps showing all existing connectivity like District/block
HQ, new townships, National and State highway network,
mandis, hospitals, colleges, schools etc.
Strip plan showing land and alignment details
Quarry Map
D. Annexure
Annexure-1
Annexure-2
Annexure-3
Annexure-4
Details of soil tests (Section 4.2)

Detailed hydraulic calculation of all replaced and proposed new
culverts (Section 6.7)
Chainages-wise Cut/fill volume
Transect walk report
1.
Technical Report
1.1
Objectives of Pradhan Mantri Gram Sadak Yojna (PMGSY)

Rural Road connectivity is a key component of rural development by
promoting access to economic and social services and thereby generating
increased agricultural incomes and productive employment opportunities. It
is also a key ingredient in ensuring poverty reduction.
It was against this background of poor connectivity that the Prime Minister
announced in 2000, a massive rural roads program. The Prime Ministers
Rural Road Program (Pradhan Mantri Gram Sadak Yojana, PMGSY) set a target
of:
1.3
Achieving all-weather road access to every village/habitation with a

population greater than 1000 by 2003
Providing all-weather road access to all villages/habitations of population

greater than 500 people [250 in case of hill States (North-Eastern states,
Sikkim, Himachal Pradesh, Jammu & Kashmir and Uttaranchal), the desert
areas and tribal areas] by the end of the Tenth Five Year Plan, i.e., 2007
Core Network
The rural road network required for providing the basic access to all villages/
habitations is termed as the Core Network. Basic access is defined as one allweather road access from each village/ habitation to the nearby Market
Centre or Rural Business Hub (RBH) and essential social and economic
services.
A Core Network comprises of Through Routes and Link Routes. Through

routes are the ones which collect traffic from several link roads or a long
chain of habitations and lead it to a market centre or a higher category road,
i.e. the District Roads or the State or National Highways. Link Routes are the
roads connecting a single habitation or a group of habitations to Through
Roads or District Roads leading to Market Centres. Link Routes generally have
dead ends terminating on habitations, while Through Routes arise from the
confluence of two or more Link Routes and emerge on to a major road or to a
Market Centre.
The Core Network may not represent the most convenient or economic route
for all purposes. However, since studies show 85-90% of rural trips are to
market centres, the Core Network is likely to be a cost-effective conceptual
frame work for investment and management purposes, particularly in the

context of scarce resources.
The Sub-project road from Mendhar to Jaranwali Gali Road, is a link road with
Code {LO28,L029, L030, L031, L32, L033,L034, & L035} in MENDHAR
block of {poonch} District. This road directly connects the habitations of
{ Ari(L), Harni, Phamranar, Gursai Hurmuta, Gursai Nahlla, Gursai & Jaranwali Gali } with
populations of {3000,1030,3044,3227, souls } respectively. Thus this link road
serves the total population of {14500 souls }.
1.4
Geography
The upgradation/widening road takes off from Mendhar to Jaranwali Gali Road. The
whole road passes through Mountainous terrain.
1.5
1.6
Climatic Condition
The terrain traverses from 650 to 750 M above MSL and is steep terrain in nature. The average
rainfall is about 500mm per year and the temperature ranges between (-) 3-15C during winter and
18-37C during summer.
The Sub-Project Road
The road passes through hilly terrain .The road provides connectivity to
Villages Ari(L), Harni, Phamranar, Gursai Hurmuta, Gursai Nahlla, Gursai & Jaranwali Gali
three Primary schools, four, Middle schools, three High Schools & one Higher
Sec. School are also connected by this road. Protection works and CD Works
are to be provided through the road.
District:
Block:
Road Name:
Road Code:
Package No:
Road Length:
Start Point:
End Point:
Sl.No.
Poonch
Mendhar
Mendhar to Jaranwali Gali
LO28,L029, L030, L031, L32, L033,L034, & L035

JK-11-
21.00 Kms
Gohlad (Lower)
Jaranwali Gali
Habitation
benefited
Population benefited
Chainage
1.
Ari (L)
Direct
3000
Indirect
4500
From
1/00
To
2/925
2.
Harni,
1030
2000
2/950
7/00
3.
Gursai Hurmuta
3300
3600
7/00
9/300
4.
Gursai Nahlla
1498
2300
9/300
11/500
5.
Phamranar
3044
3872
11/500
16/200
6.
Gursai
3227
10000
16/200
19/500
7.
Jaranwali Gali
2290
2895
19/500
21/00
2.
Planning and Basic Design Consideration
2.1
Key maps
Figure-1 Section of Block Maps showing all existing connectivity like District/block
HQ,
new townships, National and State highway network, mandis, hospitals, colleges,
schools etc.
R0AD FROM MENDHAR TO

JARANWALI GALI
SN
o.
PHOTOGRAPHS
CHAINAGE
Chainage 0.00km
Take off point of road private shopes on both sides
of road.
Chainage 0.100km
Agriculture land on left side of road.
Shops on right side of road.
Chainage 0.175km
Agriculture land on both side of road.
Chainage 0.375
Chainage 0.500km
Chainage 0.575km.
House on left side of road.
Chainage 0.650km
Private land on both side of road alignment.
Chainage 0.900km
Agriculture land on both side of road alignment.
Chainage 1.000km
Private land of both sides of road alignment.
Chainage 1.200km
Private land on both side of roa d alignment.
11
Chainage 1.300km
Private land on both side of road alignment.
12
chainage 1.400km
Damaged R/wall. Private land on both side of the
road
13
Private land on both side of the road.
14
Chainage 1.800km
House on left side of the alignment of road.
15
Chainage 2.00km
Private shops on both side of the road
16
Chainage 2.100k
Private house on both side of the road
17
Chainage 2.200km
Hair pin curve. Private land on both side of the road
18
Chainage 2.300km
3.00 M Span R.C.C Culverts. Private land on both
side of the road
19
Chainage 2.450km
Hair pin curve. Private land on both side of the road
20
Chainage2.650km
Scupper. Private land on both side of the road
21
Chainage 2.700km
Shops on both side of the road.
22
Chainage2.825km
Damaged hume pipe culvert. Private land on both
side of the road
23
Chainage 2.900km
Private land on both side of the road alignment.
24
Chainage 3.000km
Damaged R/WALL. Private land on both side of the
road alignment.
25
Chainage 3.200km
3.00M span R.C.C culvert. Private land on both side
of the road alignment.
26
Chainage 3.400km
27
Chainage 3.600km
28
Chainage 3.800km
29
Chainage 3.900km
Private land on both side of alignment of road.
30
Chainage 4.000km
Private land on both side of the road alignment..
31
Chainage 4.300km
Private land on both side of alignment of road.R/wall
on left side of the road alignment.
32
Chainage 4.800km
33
Chainage 5.000km
34
Chainage 5.100km
35
Chainage 5.150km
36
Chainage 5.200km:
37
Chainage 2.900km
38
Chainage 5.525km
3.00M span culvert.Private land on both side of
alignment road.
39
Chainage 5.825km
40
Chainage 5.925km
41
Chainage 6/00km
R/wall on Left side of road.
42
Chainage 6/500km
B/wall on Left side of road.
43
Chainage 6/600km
44
Chainage 6/700km
Private house on both side of the road alignment..
45
Chainage 6/800km
Mosque on left side of the road alignment..
10 M Span Bridge.
46
Chainage 6/900km
10 M Span Bridge.
47
Chainage 7/00km
B/wall on left side of the road alignment..
48
Chainage 7/100km
49
Chainage 7/200km
50
Chainage 7/300km
B/Wall on left side of the road alignment..
51
Chainage 7/400km
52
Chainage 7/500km
53
Chainage 7/500km
54
Chainage 7/600km
Private house on right side of the road alignment..
55
Chainage 7/700km
Private house on left side of the road alignment..
56
Chainage 7/800km
Private land on left side of the road alignment..
57
Chainage 7/900km
Private land on rigth side of the road alignment..
58
Chainage8/00km
Private land on right side of the road alignment..
59
Chainage8/100km
60
Chainage8/200km
61
Chainage8/300km
62
Chainage8/400km
63
Chainage8/500km
64
Chainage8/600km
65
Chainage8/800km
66
Chainage9/00km
67
Chainage9/200km
68
Chainage9/400km
69
Chainage9/600km
70
Chainage9/900km
Forest land on left side of the road alignment..
71
Chainage10/00km
Damage B/wall on right side of the road alignment..
72
Chainage10/200km
Slide on the road alignment..
73
Chainage10/400km
Forest land on both side of the road alignment..
74
Chainage10/600km
75
76
Chainage10/800km
78
Chainage11/00km
79
Chainage11/500km
80
Chainage11/700km
81
Chainage11/900km
82
Chainage12/200Km
83
Chainage12/300Km
84
Chainage12/500Km
Shops on both side of the road alignment..
85
Chainage12/700Km
Private shops on left side of the road alignment..
86
Chainage12/800Km
87
Chainage13/00Km
88
Chainage13/100Km
89
Chainage13/300Km
Private shops on both side of the road alignment..
90
Chainage13/500Km
91
Chainage13/600Km
92
Chainage13/800Km
Damage R/wall on left side of the road alignment..
93
Chainage13/900Km
94
Chainage14/00Km
95
Chainage15/600Km
96
Chainage15/800Km
97
Chainage16/00Km
98
Chainage16/300Km
99
Chainage16/700Km
100
Chainage17/00Km
101
Chainage17/300Km
102
Chainage17/400Km
103
Chainage18/00Km
104
Chainage18/500Km
105
Chainage18/800Km
106
Chainage18/900Km
107
Chainage19/00Km
108
Chainage19/100Km
Forest land both side of the road alignment..
109
Chainage19/200Km
Private land left side of the road alignment..
110
Chainage19/400Km
111
Chainage19/500Km
112
Chainage19/700Km
113
Chainage19/800Km
114
Chainage19/925Km
115
Chainage20/00Km
116
Chainage20/00Km
117
Chainage20/100Km
118
Chainage20/300Km
119
Chainage20/400Km
120
Chainage20/600Km
121
Chainage20/800Km
122
Chainage20/900Km
Private land both side of the road alignment..
123
Chainage21/00Km
Preliminary alignment investigation
Road Design Brief

Table 2.1 Road Design Brief
S
l.
1
Location
Issue
Design Solutions
Ch. 0.00km
The
road
is
connecting
Mendhar
village with
Jaranwali Gali
village. The
road starts between the
builtup area .
Ch.0 to 0.500 km
The road passes trough built

up area on both sides of
alignment.
Ch. 0.500 to 1.0

km
This chainage has Cross

drainage
structure
&
protection work exists.
Ch 1.0 to 1.300
km
The road passes through

agricultural and private land.
Ch. 1.300 to
2.450 km
The road passes

agricultural land.
Ch. 2.450 to
2.900 km
The road has hair pin bend

from RD 2/175-2/300.
Ch. 2.900
to3.200 km
The road passes through

agricultural and private land.
Ch. 3.200 to
4.600km
The proposed road passes

through agricultural land.
Ch. 4.600
to5.175 km
Road passes through fields &

hilly terrain.
1
0
Ch. 5.175 to
5.750km
The alignment of road passes

through private land.
1
1
Ch. 6.00 to 700

km

1
2
Ch. 7.00 to 800

km

1
3
Ch. 8.00 to 9.00

km

1
4
Ch. 9.00 to 10.00

km

Ch. 10.00 to
through
Protection
work
proposed to protect
is
2.5
Transect Walk Summary

Table 2.2 Transect Walk Summary
Chainage
Exist
ing
Land
Widt
h*
Additio
nal
Land
Requir
ed
LH
R
S
HS
3
4
2
5
4
4
4
2
0+150
1+700
2+700
0+325
3
4
4
6
2+425
2+900
2/925-3/00
3/00-4/00
5.00-5.500
6/00 7.00
8/00 9/00
10/00-11/00
11/00-12/00
12/50012/900
13/0013/500
13/500/14/0
0
14/00-15/00
15/00-16/00
17/00-18/00
18/0019/500
19/50020/00
20/50021/00
2.
5
2.
5
2.
5
2.
5
2.
5
2.
5
2.
5
2.
5
2.
5
2.
5
2.
5
2.
5
2.
5
2.
5
2.
5
2.
5
2.
5
Type of Loss
LHS
RHS
Shops
Houses
Masque
AGRICULT
URE LAND
Agriculture
Land
Agriculture
Land
School
Shops
Houses
Shops
NALLAH
Agriculture
Land
Agriculture
Land
Agriculture
Land
Agriculture
Land
Agriculture
Land
Agriculture
Land
Agriculture
Land
Agriculture
Land
Agriculture
Land
Forest
Land
Forest
Land
Agriculture
Land
Forest
Land
Agriculture
Land
Agriculture
Land
Agriculture
Land
Agriculture
Land
Agriculture
Land
Agriculture
Land
Agriculture
Land
Agriculture
Land
Agriculture
Land
Agriculture
Land
Agriculture
Land
Agriculture
Land
Agriculture
Land
Agriculture
Land
Forest Land
Village
Ari (L)
Harni
Gursai
Hurmut
a
Gurssai
Nahlla
Forest Land
Agriculture
Land
Forest Land
Agriculture
Land
Agriculture
Land
Phama
nar
Jaranwa
li Gali
Remarks/Sugg
estions
1. Total No. of People present for the Transect walk :

Male ;133
, Female: 123
, Total 256
2. Demographic information where the Walk was conducted :Population
various villages
Is about 20200 consists mainly of SC &ST.
3. No. of Govt. Employees present : NIL
4. No. of Contractors Employees : : NIL
5. No. of participants from Minority community :
SC:
,
ST:
,
Women :
Transect walk done
Yes
Transect walk summary table included
Photographs taken
Yes
Major changes in alignment perceived
Design brief provided
No
Yes
No
No
Yes
Yes
No
No
Topographic Survey
3.1
General
Topographic survey true to ground realties have been done using Dumpy
level, tape staff,
The in-house standards, work procedures and quality plan prepared with
reference to IRC: SP 19-2001, IRC: SP 20, IRC: SP 13 (in respect of surveys for
rivers/streams) and current international practices have been followed during
the above survey.
3.2
Traversing
Traverse has been done by using prismatic compass.
3.3
Leveling
Leveling has been done using Dumpy level with height of instrument method.
3.4
Cross Section & Detailing

Cross sections were taken at 25 m interval and at closer interval in curved
portion of the existing road. All physical features of the road were recorded.
3.5
Data Processing
All data from topographic survey recorded by dumpy level were recorded on
graph sheets manually and final alignment, plan, profile were prepared
3.6
3.7
200 reference pillars and 20 TBM are required to established.
Checklist
Reference pillars given

TBM with northing-easting given
Yes
Traverse survey carried out
Cross section and detailing carried out
Yes
No
No
Yes
Yes
No
No
4.
Soil and Materials Survey
4.1
General
The soil and material investigations were done following the guidelines of IRC:
SP: 20-2002 and IRC: SP: 72-2007 and other relevant IS codes. The potential
sources of borrow areas for soil and quarry sites have been identified.
4.2
Soil sample collection and Testing

Soil samples have been collected along and around the road alignment at
three (3) locations per km, from the adjoining borrow areas, as well as one
sample is collected from the existing road. Soil Classification tests like grain
size analysis and Atterbergs limit were conducted for all the samples
collected. Standard Proctor test and the corresponding 4 day soaked CBR test
were conducted for one test per km. The following tests were conducted as
detailed below:
4.3
Grain size analysis as per IS : 272 (Part 4) 1985

Atterbergs limit as per IS : 2720 (Part 5) 1985
Standard Proctor density test as per IS : 2720 (Part 7) 1980
4 day soaked CBR test as per IS : 2720 (Part 16) 1985
Analysis of Test Results
The laboratory soaked CBR value ranges from 5%
laboratory test results will be summarized in Table 4.1
to
Table 4.1 CBR values for different stretches

Sl.No.
Section
CBR (%)
1
Km 1st RD 0-600
6.3%
nd
2
Km 2
6.9%
3
Km 3rd
6.7%
4
Km 4th
7.7%
5
Km 5th
7.1%
6
Km 6th
4.8%
7
Km 7th
6.3%
8
Km 8th
5%
Km 9th
6.50%
10
Km 10th
5.1%
11
Km 11th
7.3%
12
Km 12th
7.3%
13
Km 13th
5.6%
14
Km 14th
6.5%
15
Km 15th
6.1%
16
Km 16th
8.1%
17
Km 17th
8%
7% .The soil
18
19
20
21
4.4
Km 18th
Km 19th
Km 20th
Km 21st
8%
6.1%
5.7%
7.6
Coarse and Fine Aggregates

Information regarding the source of aggregate and sand will be gathered. The
stone aggregates shall be procured from Chhitayari. where as the sand shall
be used from Akhnoor. The source and the lead distance from the quarry to
project site will be finalized in discussion with the PIU. The aggregates and
sand where available and acceptable shall be used for bituminous work,
concrete works, other pavement works.
Figure -3
Quarry Map
4.5 Checklist
Borrow pit suitable
Yes
SSI for existing ground
Investigation for coarse/fine aggregate
Quarry map
No
Yes
Yes
Yes
No
No
No
5.
Traffic Survey
5.1
General
In the present scenario of new connectivity, 3 day, 24 hr traffic volume count
has been conducted on the already completed or similar type of PMGSY road
in the vicinity of the project road. The Classified Volume Count survey has
been carried out in accordance with the requirements of the TOR and
relevant codes (IRC: SP: 19-2001, IRC: SP: 20, IRC: SP: 72-2007).The surveys
have been carried out by trained enumerators manually under the monitoring
of Engineering Supervisor.
5.2
Traffic Data and Analysis

The traffic count done was classified into different vehicle category as given
below:
Motorized vehicle comprising of light commercial vehicle, medium

commercial vehicle, heavy commercial vehicle, trucks, buses, agricultural
tractors with trailers, car, jeep, two wheelers etc.
Non- motorized vehicles comprising of cycle, rickshaw, cycle van, animal
drawn vehicle etc.
The number of laden and un-laden commercial vehicles was recorded during
the traffic counts. Traffic volume count for this project road was done during
July to September season.
Average of 3 day traffic data is presented in Table 5.1.
Table 5.1 Average Daily Traffic at (Mendhar to Jaranwali Gali)
5.3
Sl. No.
Type of Vehicle
Day-1
Day-2
Day-3 Average
1
Car, Jeep, Van, Auto Rickshaw
50
60
55
55
2
LCV
70
75
65
70
3
Scooters/Motorbikes
80
85
90
85
4
Bus / Minibus
7
6
6
6
5
Trucks
10
9
8
9
6
Tractors with trailer
30
32
35
32
7
Tractor without trailer
30
32
35
32
8
Cycles
8
8
4
7
9
Cycle Rickshaw / Hand Cart
10
Horse cart / Bullock Cart
11
Pedestrian
100
110
105
105
Total commercial vehicle per day (cvpd) 100
Total motorised vehicle per day
130
Total non-motorised vehicle per day
6
a) Traffic volume and mix do not vary along the road
b) Traffic volume and mix vary along the road
c) Traffic volume and mix will vary along the road in the future
d) There is a potential for through traffic using the road
e) % of loaded vehicles
Traffic Growth Rate and forecast
Table 5.2 Average Annual Daily Traffic at {GODRA} (both ways)

Sl. No.
1
2
3
4
5
6
7
Type of Vehicle
Car, Jeep, Van, Auto Rickshaw
LCV
Scooters/Motorbikes
Bus / Minibus
Trucks
Tractors with trailers
Tractors without trailers
8
Cycles
9
Cycle Rickshaw / Hand Cart
10
Horse cart / Bullock Cart
11
Pedestrian
Total commercial vehicle per day (cvpd)
Total motorised vehicle per day
Total non-motorised vehicle per day
ADT
AADT
Growth
Rate
213.83
6%
55
70
85
12
19
32
25
7
28
298
7
6.
Hydrological Survey
6.1
General
Hydrological survey is necessary for design of adequate and safe Cross
Drainage Structures so that the rain water can pass as per natural slope.
Hydrological survey of the proposed road is based on the following
observations:
6.2
Rainfall Data
Catchments Area
Time of Concentration
Existing Cross Drainage Structures
Rainfall Data
Rainfall Data as applicable for the project road were collected with maximum
rainfall occurring in the months of July to September.
6.3
Catchment Area
The Catchments area is calculated by gathering local information and
topographical survey data as it was not possible to calculate from
topographical sheets due to their unavailability.
6.4
Time of Concentration
Time of concentration (tc) in hours is calculated from the formula of (0.87 x

L3/H)0.385, where L is distance from the critical point to the structure site in km and
H is the difference in elevation between the critical point and the structure site in
meters.
6.5
Existing Cross Drainage Structures

Table-6.1 List and condition of existing culverts
Sl.
1
2
3
4
5
7
8
9
12
13
14
15
16
17
18
19
20
21
Chainage (km)
0/775 KM 1ST
0/925
0/775
1/75 KM 2ND
1/400
1/600
2/00 KM 3ND
2/300
3/100 KM 4th
3/200
3/300
3/625-650
3/725
3/800
4/75 KM 5th
4/200
4/350
4/500
Description of Existing Structure

Type
Span/ Dia. (m)
Condition
Slab Culvert
2
POOR
Bridge
40
-DOPipe Culvert
1
-DOSlab Culvert
2.5
-DOSlab Culvert
2
-DOSlab Culvert
1.00
-DOSlab Culvert
10.00
-DOSlab Culvert
3.00
-DOPipe culvert
1
-DOSlab Culvert
3.00
-DOSlab Culvert
2
-DOSlab Culvert
2
-DOSlab Culvert
2
-DOPipe culvert
1.00
-DOSlab Culvert
2
-DOSlab Culvert
2
-DOSlab Culvert
2
-DOSlab Culvert
2
-DO-
22
23
24
25
26
27
28
29
30
31
32
33
34
35
36
37
38
39
40
41
42
43
44
45
46
47
48
49
50
51
52
53
54
55
56
57
58
59
60
61
62
63
64
65
66
67
68
69
70
71
4/650
4/875
5/200 KM 6th
5/250-275
5/450-475
5/525
5/675
5/800
6/900 KM 7th
6/00-00/
6/450-475
6/525
6/675
6/800
6/900
7/00 KM 8th
7/250-275
7/450-475
7/525
7/675
7/800
8/200 KM 9th
8/450-475
8/525
8/675
8/800
8/900
9/100 KM 10th
9/525
9/675
9/800
9/800
10/100 KM 11th
10/525
10/675
11/100 KM 12th
11/525
11/675
12/100 KM 13th
12/525
12/675
KM 14th
13/525
13/675
13/525
13/625
KM 15th 14/675
14/525
14/625
KM 16th 15/675
15/525
Slab Culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Scupper
Scupper
Scupper
Scupper
Slab culvert
Scupper
Scupper
Scupper
Slab culvert
Slab culvert
2
3.00
1.00
2.00
1.00
1.00
3.00
1.00
2.00
1.00
2.00
2.00
2.00
1.00
1.00
3.00
2.00
2.00
1.00
2.00
1.00
2.00
2.00
2.00
10.00
1.00
1.00
1.00
2.00
1.00
1.00
2.00
1.00
1.00
2.00
1.00
3.00
3.00
3.00
3.00
1.00
3.00
3.00
3.00
1.00
2.00
-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-
72
73
74
75
76
77
78
79
80
81
82
83
84
85
86
87
88
89
90
91
92
93
94
15/625
KM 17th
16/525
16/625
KM 18th
17/675
17/525
17/625
KM 19th
18/200
18/675
18/725
KM 20th
19/200
19/675
19/725
19/800
19/900
KM 21st
20/500
20/300
20/675
20/800
16/675
17/100
18/100
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
1.00
3.00
3.00
3.00
3.00
3.00
3.00
3.00
3.00
3.00
3.00
3.00
-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
Slab culvert
1.00
3.00
3.00
3.00
3.00
3.00
2.00
3.00
1.00
2.00
-DO-DO-DO-DO-DO-DO-DO-DO-DO-DO-
19/300
20/400
7.
Adopted Geometric Design Standards
7.1
General
The geometric design standards for this project conform to PMGSY guidelines
and the guidelines as stated in IRC-SP 20:2002. Recommended design
standards vis--vis the standards followed for this road are described below.
7.2
Terrain
The classification of terrain was selected from hilly classification for which
following criteria will be applicable.
Terrain
classification
Cross slope of the country
Mountainous
7.3
25-60%
1 in 4 to 1 in 1.67
Design Speed
The proposed design speed along this project road will be selected from the
following table:
Road
classificat
ion
Rural
Roads
(ODR and
VR)
7.4
Mountainous
terrain
Ruling
25
Min.
20
Right of Way (ROW)

The requirement of ROW for this road is as follows (as specified in IRC-SP
20:2002):
Road
classification
Rural roads
(ODR and VR)
7.5
Mountainous and Steep

Terrain
Open Area
Built-up Area
Norm
al
Range
Norm
al
Range
12
12
12
Roadway Width
Roadway width for this road is given below:

Terrain
Classification
Mountainous and
Steep
Roadway Width (m)

6.0
7.6
Carriageway Width :
3.75m.
7.7
7.8
The width of carriageway for this project road is
Shoulders
It is proposed to have 1.20m wide shoulder as the case may be on both
sides .
Roadway width at cross-drainage structures 6.0mtrs.
The roadway width at culvert locations for this road is 6.0mtrs.
7.9
Sight Distance
The safe stopping sight distance is applicable in the geometric design. The
sight distance values for this road as per IRC recommendations are presented
below:
Design Speed
(km/hr)
20
30
40
50
7.10 Radius
Curve
Safe Stopping Sight

Distance (m)
20
30
45
60
of
Horizontal
According to IRC recommendations/standards, the minimum radius of

horizontal curve for this project road is given below:
Terrain
Category
Mountainous
Radius of Horizontal Curve (m)

Ruling
Absolute
Minimum
Minimum
23
14
To minimize extra land arrangement, minimum radius used is 20 m and

design speed in these curves are also restricted to 20 km/hr.
7.11
Camber & Super elevation

A camber adopted on this road section is given below. The maximum super
elevation is 5.0% for this project road.
Surface type
Earth road
WBM Gravel road
Thin bituminous road
7.12
Vertical Alignment
Camber (%)
Low rainfall
High rainfall
(Annual rainfall <1000mm)
(Annual rainfall >1000mm)
4.0
5.0
3.5
4.0
3.0
3.5
The present road is in mountainous terrain and vertical alignment has been
designed well within ruling gradient.
Generally, minimum gradient of 0.3% for drainage purpose is considered for
designing the vertical alignment of this road. Vertical curves are not required
when grade change is less than 1%, however a minimum vertical curve is
provided to avoid vertical kink.
7.13
Vertical Curves
For satisfactory appearance, the minimum length of vertical curve for
different design speed is given in IRC-SP 20:2002. Vertical curves will be
designed to provide the visibility at least corresponding to the safe stopping
sight distance. Valley curves will be designed for headlight sight distance.
7.14
Side slope
Side slope for this rural road where embankment height is less than 3.0m is
given in
Above
the
Radius of Curve (m)
Upto 20
21 - 60
60
table
Extra Widening for 5.50 m
below.
wide single lane
0.9
0.6
Nil
Condition
Slope (H:V)
carriageway, (m)
N.A
7.15
Extra Widening of Pavement

The Extra Widening of Pavement at Curve as per IRC guideline is given
below:
8.
Alignment Design
8.1
General
The basic aim of highway design is to identify technically sound,
environment-friendly and economically feasible highway alignment. The
ensuing sections deals with obligatory points, which control highway
alignment, design of cross-section, highway geometric design &
methodology, design of miscellaneous items.
The main components included in the highway design are:
8.2
Cross-sectional elements
Embankment
Horizontal alignment
Vertical profile
Junctions and/or Interchanges
Road furniture
Miscellaneous items
Horizontal alignment
Table 8.1 Features of Horizontal Alignment (Example)
Chainage
From
(km)
To
(km)
Leng
th
Description
(km)
21.00
0/000
Reason for
deviation from
existing
alignment, if
necessary
N.A
The whole region is in

mountainous terrain and
certain perinial nallah
cross the alignment of
road at various points.
Checklist
a) Centre line of the existing and proposed horizontal alignment coincide
Table 8.2 Horizontal Curve details

(Example)
Curv
e No.
IP
Chaina
ge
Radiu
s
Ls
(m)
(m)
Spee
d
(Kmp
h)
Def Angle
Lc
Ltotal
(m)
(m)
S.E.
D
Hand
of
Curv
e
Chainag
e (m)
Sl.
N
O.
CurveSt. of
CurveEnd of
CurveSt. of
Level
Chainage
diferenceGrade
(%)Grade out
CurveEnd of
N.A
Grade in (%)
curveType of
curveLength of
8.3
Level of pvi
4
5
Vertical alignment
Table 8.3 Vertical Curve Details (Example)
8.4
Design of Junctions
The proposed alignment intersects cross roads and forms junctions.
locations of junctions are given below:
The
Table 8.4 List intersections, type and proposed modifications

S
l.
Type of
intersection
Location
(km)
N.A
Exiting condition
Proposed
modification
9.
Pavement Design
9.1
General
9.2
Considering the subgrade strength , projected traffic and the design life, the
pavement design for low volume PMGSY roads was carried out as per
guidelines of IRC: SP: 72 2007, or IRC SP:77 Design of Gravel Road and
IRC SP:62-2004 Cement Concrete roads. In built up area for hygienic and
safety reasons
Pavement Design Approach
9.2.1 Design Life

A design life of 10 years was considered for the purpose of pavement design
of flexible and granular pavements.
9.2.2 Design Traffic
The average annual daily traffic (AADT) for the opening year as well as the
total commercial vehicle per day (CVPD) was presented in Table 5.2.
9.2.3 Determination of ESAL applications
Only commercial vehicles with a gross laden weight of 3 tonnes or more are
considered. The design traffic was considered in terms of cumulative number
of standard axles to be carried during the design life of the road. The
numbers of commercial vehicles of different axle loads are converted to
number of standard axle repetitions by a multiplier called the Vehicle
Damage Factor (VDF). An indicative VDF value was considered as the traffic
volume of rural road does not warrant axle load survey.
For calculating the VDF, the following categories of vehicles was considered
as suggested in paragraph 3.4.4 of IRC: SP: 72 2007.
Laden heavy/medium commercial vehicles

Un-laden /partially loaded heavy/medium commercial vehicles
Over loaded heavy/medium commercial vehicles
Indicative VDF values considered 10% of laden MCV and 10% laden HCV as
overloaded &
given below:
Vehicle
Un-laden /Partially
Laden
type
laden
HCV
2.86
0.31
MCV
0.34
0.02
Lane distribution factor (L) for Single lane road = 1.0 Cumulative ESAL
application = To x 4811 x L, where To = ESAL application per day. The
Cumulative ESAL application for the project road as per paragraph 3.5 of IRC:
SP: 72 2007 is presented below
9.2.4
Subgrade CBR
The subgrade CBR range of5%-9% was considered and the traffic falls in the
T-5 category.
Design alternatives considered
9.4
Specify
design
alternati
ve
selected
marginal
materials.
Soil stabilization
and use of
locally available
Shoulder
widthEarthen full
To
Rigid
Fro
m
Flexible
Paveme
nt
Hard shoulder
0.875 m each
side
Chainage
Justification
Design Alternatives
Full widthHard
9.3
Pavement composition
Flexible Pavement
The designed pavement thickness and composition was calculated by
referring Figure 4 (Pavement design catalogue) of IRC: SP: 72 2007. The
ratio between heavy commercial vehicles and medium commercial vehicles
as given in Chapter 5 should be maintained as far as possible.
The pavement layers provided are given below:
Top Layer
Premix Carpet with Type B Seal

Coat
20 mm
Bituminous
Macadam
Bituminous Layer
50mm
Base Layer
WBM Grading III & WBM

Grading II
150+ 75 mm
Sub Base
Layer
Granular Sub-base Grading II
300mm
Top layer of WBM will be treated with bituminous surface.
10.
Design of Cross Drainage Works
10.1
General
On the basis of hydrological survey, 158 No. new cross drainage structures
are recommended for the project road.
10.3
Design Feature
Design Standards for culverts has been prepared based on standard codes
and guidelines of IRC: SP: 20: 2002 and similar type of ongoing projects.
General features of the designed cross drainage structures are given below:
For hume pipe culvert, minimum road width has been taken as 6.00 m,
Width of culvert : 6.00m with parapet.
10.4
Hydraulic calculation for Culvert

The design discharge was calculated by the rational method considering peak
runoff from catchment using the formula,
Q = 0.028 x P x A xIc
Where P = Coefficient of Run Off for the catchments characteristics, A =
Catchments Area in Hectares & Ic = Rainfall Intensity
Small bridge-site length of which exceeds 15 m to be jointly visited by STA
and S.E. Design as per SP-20 & SP-13 and relevant IRC Codes for Bridges.
Causeways and submersible bridges Design to be done as per SP-20 and
SP-82:2005.
Sl. No.
Table 10.2 Proposed Culverts

Chainage
Type of
Span/dia
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
21.
22.
23.
24.
25.
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
41.
42.
43.
44.
45.
46.
47.
48.
49.
50.
0/25
0/425
0/575
0/750
0/850
0/950
1/100
1/200
1/700
2/100
2/200
2/300
2/400
2/500
2/800
2/900
3/100
3/200
3/225
3/500
3/800
3/900
3/975
4/125
4/200
4/300
4/400
4/500
4/600
4/700
4/800
4/900
5/100
5/200
5/300
5/400
5/500
5/600
5/700
5/800
5/900
6/100
6/200
6/275
6/300
6/400
6/700
6/800
6/900
7/250
Culvert
R.C.C
H.P.C
R.C.C
H.P.C
H.P.C
H.P.C
H.P.C
R.C.C
HPC
R.C.C
R.C.C
R.C.C
R.C.C
HPC
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
H.P.C
H.P.C
H.P.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
2.00
1.00
2.00
1.00
1.00
1.00
1.00
3.00
1.0
3.0
2.0
3.0
2.0
1.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
1.0
1.0
1.0
2.0
2.0
2.0
2.0
3.0
2.0
3.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
51.
52.
53.
54.
55.
56.
57.
58.
59.
60.
61.
62.
63.
64.
65.
66.
67.
68.
69.
70.
71.
72.
73.
74.
75.
76.
77.
78.
79.
80.
81.
82.
83.
84.
85.
86.
87.
88.
89.
90.
91.
92.
93.
94.
95.
96.
97.
98.
99.
100.
101.
7/350
7/500
7/600
7/700
7/800
7/900
8/100
8/150
8/300
8/400
8/500
8/600
8/700
8/800
8/900
8/950
9/100
9/200
9/300
9/400
9/500
9/675
9/800
9/850
9/975
10/100
10/200
10/300
10/400
10/700
10/800
10/900
11/100
11/200
11/225
11/600
11/800
12/75
12/150
12/175
12/300
12/500
12/525
12/800
12/900
13/00
13/50
13/200
13/500
13/700
13/800
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C
R.C.C Bridge
HPC
R.C.C
HPC
R.C.C
HPC
HPC
HPC
R.C.C
R.C.C
R.C.C
R.C.C
HPC
R.C.C
R.C.C
HPC
R.C.C
R.C.C
HPC
HPC
HPC
R.C.C
HPC
HPC
R.C.C
R.C.C
HPC
HPC
R.C.C
R.C.C
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
2.0
3.0
3.0
3.0
3.0
3.0
1.0
1.0
10.0
1.0
2.0
1.0
2.0
1.0
1.0
1.0
2.0
2.0
2.0
2.0
1.0
3.0
3.0
1.0
3.0
3.0
1.0
1.0
1.0
3.0
1.0
1.0
3.0
2.0
1.0
1.0
2.0
3.0
102.
103.
104.
105.
106.
107.
108.
109.
110.
111.
112.
113.
114.
115.
116.
117.
118.
119.
120.
121.
122.
123.
124.
125.
126.
127.
128.
129.
130.
131.
132.
133.
134.
135.
136.
137.
138.
139.
140.
141.
142.
143.
144.
145.
146.
147.
148.
149.
150.
151.
152.
14/25
14/300
14/500
14/800
15/50
15/150
15/200
15/300
15/400
15/500
15/600
15/700
15/800
15/900
16/100
16/200
16/400
16/500
16/800
16/900
17/00
17/100
17/200
17/300
17/375
17/400
17/500
17/600
17/700
17/775
17/800
17/900
17/975
18/100
18/200
18/300
18/500
18/600
18/800
18/700
18/900
18/975
19/100
19/200
19/500
19/575
19/825
19/900
19/950
20/100
20/250
HPC
R.C.C
R.C.C
HPC
HPC
HPC
HPC
HPC
HPC
HPC
HPC
HPC
HPC
HPC
R.C.C
R.C.C
R.C.C
HPC
HPC
HPC
HPC
R.C.C
R.C.C
R.C.C
HPC
R.C.C
R.C.C
R.C.C
HPC
HPC
HPC
HPC
HPC
HPC
R.C.C
R.C.C
HPC
R.C.C
HPC
R.C.C
HPC
R.C.C
R.C.C
HPC
R.C.C
HPC
HPC
R.C.C
HPC
R.C.C
HPC
1.0
2.0
3.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
1.0
2.0
2.0
2.0
1.0
1.0
1.0
1.0
3.0
3.0
3.0
1.0
3.0
3.0
3.0
1.0
1.0
1.0
1.0
1.0
1.0
3.0
3.0
1.0
3.0
1.0
3.0
1.0
3.0
3.0
1.0
3.0
1.0
1.0
3.0
1.0
3.0
1.0
153.
154.
155.
156.
157.
158.
159.
160.
20/350
20/425
20/500
20/575
20/825
20/900
20/925
20/975
HPC
R.C.C
R.C.C
HPC
HPC
R.C.C
R.C.C
R.C.C
1.0
3.0
3.0
1.0
1.0
3.0
3.0
3.0
Protective Works & Drainage

11.1
General
Its a mountainous terrain, with quite a number of small non-perennial
nallahs crossing the alignment which requires CD structures.Rain water from
the road surface also needs to be drained out requiring CD structures.
11.2
Road side drain

As the insufficient drainage of surface water leads to rapid damage of road,
road side drain has been proposed as shown in drawing volume has been
provided particularly on the location of habitation areas.
11.3
Protective Works
Necessary protection works consisting of Kaccha pacca stone masonry
retaining walls and Breast walls are proposed where required as good quality
stones are available
Table 11.1 gives the chainage-wise protection works adopted.
Table 11.1 List of protective works
Sl.
No.
Chainage
Type of protective works
Comments
LHS
RHS
0/700-0/1000
110 x (ht)
110 x (ht)
Breast wall
1/450-600
80 x 3(ht)
30 x (ht)
Breast wall
3/200-300
75 x 3(ht)
Breast wall
3/400-500
60 x 3(ht)
Breast wall
4/200-350
80 x 3(ht)
Breast wall
4/700-900
60x 3(ht)
Breast wall
5/100-150
30x 3(ht)
30x 2(ht)
Breast wall
5/350-500
80x3(ht)
40 x 2(ht)
Breast wall
5/700-800
60 x 3(ht)
60 x 2(ht)
Breast wall
10
7/600-630
30x3(ht)
30x 2(ht)
Breast wall
12
7/800-900
60 x 3(ht)
Breast wall
13
8/500-600
60 x 3(ht)
Breast wall
14
9/50-100
50 x 3(ht)
Breast wall
15
9/400-475
75 x 3(ht)
Breast wall
16
10/200-300
60 x 3(ht)
Breast wall
17
10/600-700
60 x 3(ht)
Breast wall
18
10/800-850
50 x 3(ht)
Breast wall
19
11/50-75
25 x 3(ht)
Breast wall
20
11/350-400
30 x 3(ht)
Breast wall
21
11/500-600
40 x 3(ht)
Breast wall
12.
Land Requirement
12.1
General
The existing roa
d is generally an earthen track. Thus the project road is a
new connectivity road. The existing Right of Way (ROW) is varying from 9.0 m
to 12.0 m.
12.2
Proposed ROW
The width of carriageway has been considered as 3.00 m in accordance with
the IRC-SP 20: 2002. The total roadway width is limited to 6.0 m with 1.20 m
earthen shoulder on either side of carriage way. The proposed ROW generally
varies from 12 m depending upon the embankment height and the proposed
ROW is even less than 9 m in some stretches of habitation area and in areas
having tree plantation.
12.3
Additional Land
N.A.
14.
Traffic Management and Road Safety Measures
14.1
Road Furniture
Road Furniture details include:
Road markings
Cautionary, mandatory and information signs
KM stones and 200m stones
Delineators and object markers
Guard posts, crash barriers and speed breakers
14.1.1Road 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: 35-1997 has been used in the study as the
design basis. Schedules of Road Markings are included in contract drawings.
14.1.2Cautionary, Mandatory and Informatory Signs
Cautionary, mandatory and informatory signs are provided depending on the
situation and function they perform in accordance with the IRC: 67-2001
guidelines for Road Signs.
Overhead signs are proposed in accordance with IRC: 67-2001.
14.1.3Kilometer Stone and Hectometer Stone
The details of kilometre stones are in accordance with IRC: 8-1980 guidelines.
Both ordinary and fifth kilometre stones are provided as per the schedule.
Kilometre stones are located on both the side of the road.
The details of 200m stones conform to IRC: 26-1967. 200m stones are
located on the same side of the road as the kilometre stones. The inscription
on the stones shall be the numerals 2,4,6 and 8 marked in an ascending
order in the direction of increasing kilometerage away from the starting
station. Table 14.1 gives the details of Km. stone.5 th km. stone and boundary
pillars provided.
Table 14.1
ST
Details of Km. stone.1
km. stone and boundary pillars
Sl.
Name of Road
Chainag
e (km)
Mendhar to Jaranwali
Gali
0-21
21. Km.
stone
(nos.)
1
Km.
stone
(nos.)
21
200m
stone
(nos.)
105
Boundar
y stone
(nos.)
840
14.2
Temporary traffic control

The road under consideration has to be widened along with the bridges and
culvert.
The
list
below
provides
the
c/d
structures
to
be
widened/reconstructed and temporary traffic control measures to be
implemented.
14.3
Checklist for Road Safety Measures

Sl
a
b
c
d
e
f
g
h
j
k
l
m
n
o
p
q
r
Road Safety Checklist

A minimum 100 mm thickness of pavement GSB layer constructed to the full
roadway width.
The upper layer of all shoulders of subbase quality compacted to a
minimum thickness if 100 mm.
Shoulder side slopes are not be steeper than 2H:1V unless stone pitching of
the slope is provided.
Speed breakers as per NRRDA circular comply with the requirements of
IRC:991988 for general traffic.
Speed breakers placed at the threshold of a habitation and at regular
intervals (150 200 m) through the habitation.
Within densely populated habitations, a cement concrete (CC) pavement or
V-shaped side drain is constructed to the full width of the available roadway.
Within habitations, wherever deep side drains are constructed either within
or adjacent to the roadway, is covered by slabs laid level with the adjacent
pavement and capable of being manually removed.
In habitations where child playing areas border the road, a low profile wall,
raised kerb or similar form of boundary marking (depending on the site
conditions), is constructed to create a physical boundary and act as a
deterrent to the random movement of a child onto the road.
On roads where, because of the lack of dry land in the general area, the
shoulder will be continually occupied and only intermittently available for
traffic, speed breakers are installed at regular intervals, not more than 300 m
apart, for the entire length of the road.
The drawings show all obstructions in the proposed road shoulder with a
note that the obstruction is to be removed.
If a shoulder obstruction cannot be removed, hazard markers are installed to
mark the Obstruction
Hazard markers are installed at all pipe culvert headwalls.
Hazard markers are installed at each end of all box culverts, river crossing
causeways and similar CD structures.
Hazard markers are installed at any discontinuity in the shoulder.
Directional sight boards are installed on all sharp curves and bends.
Speed breakers are provided at sharp curves and bends where the curve
design speed is less than 40 km/h in plain and rolling terrain, and less than
25 km/h in mountainous and steep terrain.
Speed breakers are provided and directional sight boards installed at sites
where reverse horizontal curves are closely spaced and speed reduction is
required.
At a main road intersection, signs and pavement markings for STOP control
on the PMGSY village road are installed, side road warning signs on the main
road and intersection warning signs on the village road are installed, and
speed breakers on the PMGSY village road are provided as given in the
figures (refer IRC 99-1988).
This DPR may be subjected to a road safety audit by an independent third

party. The recommendations of the road safety audit as approved by PIU shall
be incorporated in the final DPR.}
Road safety issues identified during the design were and the mitigation
measures are included in all designs and shown on the DPR drawings. Details
of the issues and measures are:
15.
Specification
15.1
General
The Specification for Rural Roads published by IRC on behalf of the Ministry
of Rural Development, Govt. of India has been followed.
15.2
Construction Equipment
Construction by manual means and simple tools has been considered for the
project as per the guideline of NRRDA. For handling of bulk materials like
spreading of aggregates in sub-base & base courses by mix-in-place method,
use of motor grader & tractor-towed rotavator has been allowed in line with
the schedule of rate for PMGSY work. Compaction of all items shall be done
by ordinary smooth wheeled roller if the thickness of the compacted layer
does not exceed 100 mm. It is also considered that, hot mix plant of medium
type & capacity with separate dryer arrangement for aggregate shall be used
for bituminous surfacing work that can be easily shifted. A self-propelled or
towed bitumen pressure sprayer shall be used for spraying the materials in
narrow strips with a pressure hand sprayer. Now the vibratory rollers are
also being used for rapid progress.
For structural works, concrete shall be mixed in a mechanical mixer fitted
with water measuring device.
The excavation shall be done manually or mechanically using suitable
medium size excavators.
15.3
15.3.1
Construction Methods
Preparation for Earthwork
After setting out existing ground shall be scarified to a minimum depth of 150
mm and leveled manually and compacted with ordinary roller to receive the
first layer of earthwork. In filling area, existing embankment will be generally
widened on both sides as per the alignment plan. Continuous horizontal
bench, each at least 300 mm wide, shall be cut on the existing slopes for
bonding with the fresh embankment/ subgrade material as per Cl 301.7.
15.3.2
Embankment work
Material from borrow pits will be used for embankment construction as well
as the approved material deposited at site from roadway cutting and
excavation of drain & foundation may be used. Layer of the earth shall be laid
in not more than 25 cm (loose) thick layers & compacted each layer of the
soil up to 30 cm below the subgrade level at OMC to meet 97% of Standard
Proctor Density.
Material for embankment and sub-grade shall satisfy the requirements of
Table 300-1 and 300-2 as per the Specification for Rural Roads.
15.3.3
Sub-grade
Material from borrow pits will be used for construction of top 30 cm as subgrade. Soil in these sections is quite good for road construction. Top 30 cm
upto the subgrade level and shoulder at OMC to meet 100 % of Standard
Proctor Density by proper control of moisture and by required compaction
with a smooth wheeled roller.
15.3.4
Sub-base
Sub base material in the form of stone aggregates and sand as available in
the area to be used in GSB Grade II layer.
15.3.5
Base
Stone aggregates will be used in base course. 63 mm to 45 mm size (Grading
2) aggregate as been proposed for the bottom layer and 53 mm to 22.4 mm
(Grading 3) size has been proposed for the top layer.
15.3.6
Shoulder
Earthen shoulder shall be constructed in layers and compacted to 100% of
Proctors Density. First layer of shoulder shall be laid after the subbase layer
is laid. Thereafter earth layer shall be laid with base layer of pavement and
compacted.
15.3.7
Surfacing
Slow setting bitumen emulsion will be applied as primer on water bound
layer. Emulsion shall be sprayed on surface with pressure distributor. Rapid
setting bituminous emulsion shall be used for Tack coat.
Premixed carpet and mixed with equivalent viscosity grade bitumen shall be
laid as surfacing course. 6 mm thick Type B seal coat is considered for sealing
of the premixed carpet.
15.3.8
Structural Works
Following grades of concrete are proposed for Structural works and comply
with MORD and IRC specifications:
Concrete
Concrete
Concrete
Concrete
in superstructure of slab culvert M-25 (RCC)

in abutment cap, dirt wall of slab culverts M-25 (RCC)
in abutment, return wall, headwall M-15 (RCC)
below abutment, return wall, headwall M10 (RCC)
16.
16.1
Environmental Issues
Alignment
The proposed road has planned to be designed considering the impact on
environment. Proposed road alignment follows existing pathway to the
maximum extent so that huge land acquisition is not necessary for
construction of the project road. Proposed road, when completed, will be an
addition to the aesthetics of this rural area.
16.2
Environmental Sensitive Area (National Park, Wild Life Sanctuary, Protected

/Reserve Forest, Wet land etc.)
The alignment will be finalise avoiding the environmental sensitive area such
as National Park, Wild Life Sanctuary, Protected /Reserve Forest, Wet land etc.
It is also necessary to maintain the minimum distance of 500 m of the project
road from environmental sensitive area.
16.3
Construction Camp
Construction camps will be established away from forest area/water body. The
minimum facilities such as water supply, sanitation, storm water drainage,
solid waste management and first aid box will be provided during the
construction period of the project. Necessary provision for rehabilitation or
restoration after the completion of construction phase will be done.
16.4
Permit / Clearance required prior to commending of civil work
No objection Certificate- This will be taken by PIU from SPCB.
Forest Department- If the project road passing thorough forest land and
acquisition of the same is involved and it will be taken by PIU from Forest
Department
Consent to establish (CFE) and Consent to Operate (CFO) - This is required

for Plant Hot Mix Plant, WMM Plant, Batching Plant required for the project
and the same will be taken by the Contractor from SPCB.
16.5
Lease from Mines & Geology- This will be taken by the Contractor for new
Stone Quarry required for the project.
Borrow area
The filling soil will have to be procured from borrow pit. Borrow area will be so
excavated that the lands can reused as agricultural field. The depth of borrow
pit shall not exceed 450 mm (150 mm top soil included). The top soil shall be
stripped and stacked and shall be spread back on the land. As far as possible
the borrow pits shall not be dug close to the road embankment. The
Redevelopment of borrow area will be done before closure of the same and it
will be as per agreement between landowner and the Contractor.
16.6
Erosion Control
Turfing of the embankment slopes and earthen shoulder to prevent erosion of
slopes of the embankment, rain cuts and erosion of shoulder is being
suggested.
16.7
Drainage
Suitable cross drainage structures have been provided on the basis of
hydrological survey of the area. So, there will be no obstruction to the natural
drainage of the area. Road side drainage is also duly considered in a manner
so that surface water is led to the low points and is drained through the CD
structures.
16.8
Use of Material
Cut back bitumen is not proposed in the project to avoid contamination with
Kerosene. Bitumen emulsion is proposed for primer coat and tack coat.
17.
Analysis of Rates
17.1
General
Rates for various item of works of the project have been derived from the
Schedule of Rates 2012 for Road works, Culvert works & Carriage etc.
JKSRRDA and Addendum & Corrigendum to Schedule of Rates effective from
2012. However in general the basic rates of material have been taken from
SOR The rates of different items have been worked out inclusive of all labour
charges, hire charges of Tools & Plants, Machineries and all other cost
estimates for the item of work, overhead and contractors profit @ 12.5% and
1% cess on these.
17.2
Basic Rate of Material

The basic rates for stone materials & river bed materials have been taken
from SOR 2012
For bituminous materials, basic rate at Jammu for equivalent viscosity grade
bitumen and for emulsion the basic rate of Jammu has been considered as
suggested in from SOR 2012
Basic rate of other materials like coarse & fine sand, cement are as per the
latest from
Basic rate of steel materials at sub-divisional office has been considered in
analysis after adding cost of carriage, loading & unloading.
17.3
Lead for Materials

For stone aggregates and sand, lead from source to work site is calculated
from the district map and block level map of core network and finalizing the
same in discussion with PIU. The supply of different materials to worksite is
by road. Lead for bituminous & steel materials are similarly obtained using
SOR.
18.
Cost Estimate
18.1
General
Cost Estimate of project has been arrived on the following basis
18.2
Selection of Items of work

Estimation of item wise quantities
Analysis of Rates
Estimation of Quantities
All the relevant road and structure work Items will be identified as per survey,
design and drawings. Following major item of works considered are given
below:
Site clearance, dismantling and earthwork

Pavement works (GSB, WBM, Bituminous layers)
Cross drainage structure works
Drainage and protective works
Utility relocation
Road safety and furniture
Maintenance works
Quantity of earthwork will be derived from the proposed cross section
drawings. Volume of cut and fill will be obtained directly using the design
package software. Quantity derived from software will be manually verified.
There are same stretches of the road in cut section. The details are provided
chainage wise in Table-18.1 of total cut and fill volume. The soil obtained from
roadway excavation shall be used for construction of embankment and shall
be paid as per item no.4. All other quantities will be computed from the
drawings of finished road, miscellaneous drawings & drawings of CD
Structures.
18.3
Abstract of Cost
Unit rates will be derived by using the Schedule of Rates for Road Works,
Culvert works and Carriage etc. JKSRRDA. The abstract of Cost estimate is
given in the Table below.
18.4
Maintenance
Cost of Annual Maintenance for five years after completion of project will be
estimated as per the PMGSY Guidelines. Different activities of ordinary repairs
are done as and when.
19.
Construction Program
19.1
General
Assuming that the Construction of the Batch Dhargloon to Basooni road start
from MENDHAR This is a high rainfall area and rainy season extends from
April to September. However, the construction program is based for a total
working period of 12 months, considering the program set out by MoRD.
Generally, dry working season of about 8 months are required for
construction of PMGSY roads. However, works will be affected for the
monsoon during the month June to September.
It is anticipated that some activity like collection of materials, CD works if
required will continue in monsoon period also.
19.2
Realistic duration
Keeping in view the seasonal variations environamental condition . The

pavement construction work will be completed in 2 Years.
Community Consultation Checklist Engineering

Question
1. Are there any flood prone areas on the road?
If yes:
1.1 Are locations specified and inspected?
1.2. Is high flood level specified for each stretch?
2. Are there any locations on the road where
irrigations ducts need to be provided?
If yes:
3. Can the road be used as a shortcut by through
traffic?
4. Does the road lead to any quarries, mining areas,
brick kilns, logging areas, tourist attractions etc.?
5. Are there plans to build new schools, hospitals,
temples etc
6. Is there potential for double connectivity?
If yes on any of 3-6:
6.1 Is information on location, size and nature of
additional traffic generators and specific routes
obtained?
7. Is there a need for deviations from existing track?
If yes:
7.1 Were the proposals for deviation shown on site and
explained to the community?
7.2 Is the land availability checked?
7.3 If there is a need for donation, were the owners
consulted regarding their agreement to donate the land?
8. Is there a need for speed breakers?
If yes:
8.1 Is location and rational for speed breakers identified?
8.2 Is rationale verified and checked on site?
8.3 Are alternative or additional locations discussed?
9. Are all existing intersections checked with the
community on site?
9.1 Is the use of intersecting roads identified (e.g. school
children, farm machinery, etc)?
10. Are proposed culvert locations verified with the
community?
10.1 Is there a need for additional culverts?
10.2 If yes, are locations identified?
M
11.1 If yes, are locations identified?
For DPR consultant
For PIU
Yes
For PIC
No
N/a

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P.M.G.S.

CONSTRUCTION OF RURAL ROADS

Planning and Basic Design Consideration

Soil and Materials Survey

Geometric Design Standards

Design of Cross Drainage

Protective Works & Drainage

Road Safety and Traffic Management

Road Map of India and state

Details of soil tests (Section 4.2)

Objectives of Pradhan Mantri Gram Sadak Yojna (PMGSY)

Achieving all-weather road access to every village/habitation with a

Providing all-weather road access to all villages/habitations of population

A Core Network comprises of Through Routes and Link Routes. Through

frame work for investment and management purposes, particularly in the

The Sub-Project Road

LO28,L029, L030, L031, L32, L033,L034, & L035

Planning and Basic Design Consideration

R0AD FROM MENDHAR TO

Private land on both side of the road.

Preliminary alignment investigation

Road Design Brief

The road passes trough built

Ch. 0.500 to 1.0

This chainage has Cross

The road passes through

The road passes

The road has hair pin bend

The road passes through

The proposed road passes

Road passes through fields &

The alignment of road passes

Ch. 6.00 to 700

The alignment of road passes

Ch. 7.00 to 800

The alignment of road passes

Ch. 8.00 to 9.00

The alignment of road passes

Ch. 9.00 to 10.00

The alignment of road passes

The alignment of road passes

Transect Walk Summary

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

Cross Section & Detailing

200 reference pillars and 20 TBM are required to established.

Reference pillars given

Soil and Materials Survey

Soil sample collection and Testing

Grain size analysis as per IS : 272 (Part 4) 1985

Table 4.1 CBR values for different stretches

Coarse and Fine Aggregates

Traffic Data and Analysis

Motorized vehicle comprising of light commercial vehicle, medium

Table 5.2 Average Annual Daily Traffic at {GODRA} (both ways)

Time of concentration (tc) in hours is calculated from the formula of (0.87 x

Existing Cross Drainage Structures

Description of Existing Structure

Adopted Geometric Design Standards

Cross slope of the country

Right of Way (ROW)

Mountainous and Steep

Roadway width for this road is given below:

Roadway Width (m)