Consultancy Services for Feasibility Study Cum DPR, Survey And

JULY

2018

Consultancy Services for Feasibility Study cum DPR, Survey and Preparation of Land Plan by adopting LiDAR or similar technology for Widening to two lane with Paved Shoulders in the state of Maharashtra under old Package No. PN-150.

DETAILED PROJECT REPORT (DPR)

VOLUME-I MAIN REPORT

Road Name: - Mathkudal Shivdav Kadgaon Gargoti road SH-179 from Km 55/000 to 94/00 Length = 35.400 (35.210) kms

GOVERNMENT OF MAHARASHTRA PUBLIC WORKS (South) DIVISION KOLHAPUR

Consultants: M/s Global Infra-Solutions JV Infycons Creative Software Pvt. Ltd. F-2, E-8/11A, Sukhsagar Apartment, Trilanga Bhopal (M.P.) -462039 Email:[email protected]

Consultancy Services for Feasibility Study cum DPR, Survey and Preparation of Land Plan by adopting LiDAR or similar technology for Widening to two lane with Paved Shoulders of Improvement to Mathkudal Shivdav Kadgaon Gargoti Road SH-179, km 55/000 to 94/000, Tal- Index Bhudargad, District -Kolhapur in the state of Maharashtra under old Package No.PN-150.

INDEX

Table of Contents 1 INTRODUCTION ...... 1 1.1 Project Background ...... 1 1.2 Project Brief and Project Roads ...... 1 1.3 Objectives of the Project ...... 2 1.4 Scope of Services ...... 2 1.5 Organization of Detailed Project Report ...... 3 2 PROJECT ROADS DESCRIPTION ...... 5 2.1 Mathkudal Shivdav Kadgaon Gargoti Road SH-179, km 58/000 to 93/210...... 5 2.2 Carriageway / Roadway / Right of Way ...... 6 2.3 Terrain ...... 6 2.4 Land Use, Religious Structures and Buildings ...... 6 2.5 Towns and Built-up Areas ...... 6 2.6 Geometry ...... 8 2.7 Pavement ...... 9 2.8 Intersections ...... 9 2.9 Grade-Separated Structures (ROB/RUB/Underpass/Flyovers) ...... 11 2.10 Cross-drainage Structures ...... 11 2.11 Project Facilities ...... 17 2.12 Utilities ...... 17 2.13 Plantation ...... 17 2.14 Road Side Furniture/Traffic Control Devices ...... 17 2.15 Road Safety ...... 17 3 ENGINEERING SURVEYS AND INVESTIGATIONS ...... 18 3.1 Preliminary Surveys...... 18 3.2 Road Inventory ...... 18 3.2.1 Terrain and Land Use ...... 19 3.2.2 Terrain ...... 19 3.2.3 Carriageway Width ...... 19 3.2.4 Towns and Built-up Areas ...... 20 3.2.5 Cross-roads/ Intersections/ Level Crossings ...... 20 3.3 Road and Pavement Condition Survey ...... 21 3.4 Inventory and Condition Survey of Structures ...... 25 3.4.1 Inventory of Structures ...... 25 3.4.2 General Comments ...... 25

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3.4.3 Condition observed in Bridges and Other Structures ...... 25 4 SOCIO-ECONOMIC PROFILE ...... 32 4.1 General ...... 32 4.2 Project Influence Area (PIA) ...... 32 4.3 Climate ...... 33 4.4 Population and Growth ...... 34 4.4.1 Sex Ratio ...... 35 4.4.2 Projected Population ...... 35 4.4.3 Literacy ...... 36 4.4.4 Agriculture ...... 36 4.4.5 Tourism ...... 36 4.5 Industry ...... 37 4.6 Forestry ...... 38 4.7 Livestock Production ...... 38 4.8 Road Infrastructure ...... 39 4.8.1 Transport ...... 39 4.8.2 Road Transport Sector in Maharashtra ...... 39 4.8.3 Railways in Maharashtra ...... 40 4.8.4 Air Transport ...... 40 4.8.5 Coastal Ports ...... 40 4.9 State Economy...... 40 4.9.1 State Domestic Product (SDP) ...... 41 4.9.2 Net State Domestic Product (NSDP) ...... 41 4.9.3 Per Capita Income (PCI) ...... 42 4.9.4 Economy Projections ...... 43 5 TRAFFIC SURVEY AND ANALYSIS ...... 46 5.1 Introduction ...... 46 5.2 Traffic Surveys and locations ...... 46 5.3 Traffic Surveys Analysis...... 47 5.3.1 Average Daily traffic ...... 47 5.3.2 Temporal Variation ...... 48 5.3.3 Traffic Composition ...... 50 5.3.4 Annual Average Daily Traffic (AADT) ...... 51 5.3.5 Origin – Destination Survey ...... 52 5.3.6 Axle Load Survey ...... 55 5.3.7 Traffic Growth Rates ...... 56 5.3.8 Traffic Forecasts ...... 56 5.3.9 Lane Requirement ...... 59 5.3.10 Million Standard Axle (MSA) ...... 59

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5.3.11 Pavement Curst Thickness of Flexible Pavement for New Construction ...... 60 5.3.12 Pavement Curst Thickness of Rigid Pavement for New Construction ...... 60 5.3.13 Pavement Curst Thickness of Rigid Pavement for New Construction ...... 61 6 IMPROVEMENT PROPOSALS ...... 62 6.1 General ...... 62 6.2 Alignment and Geometry ...... 62 6.3 Cross Sectional Details ...... 62 6.3.1 Lane Width ...... 62 6.3.2 Shoulders ...... 62 6.3.2.1 Side Slopes ...... 68 6.3.3 Camber/Cross-fall ...... 69 6.4 Pavement Design ...... 69 6.4.1 Design Traffic ...... 69 6.4.2 Design Life ...... 69 6.4.3 Vehicle Damage Factors ...... 69 6.4.4 MSA Calculation ...... 70 6.4.5 CBR Value ...... 70 6.4.6 Crust Compositions for new construction ...... 70 6.4.7 Crust Compositions for overlaying ...... 70 6.5 Junctions Improvement ...... 71 6.6 Land Acquisition ...... 72 6.7 Proposal for structures ...... 72 6.8 Road Furniture and other Wayside Amenities ...... 81 6.8.1 Road Markings ...... 81 6.8.2 Road Signs (Cautionary, Mandatory and Informatory Signs) ...... 82 6.8.3 Kilometer Stone Details ...... 82 6.8.4 Proposed Truck Lay Bay ...... 82 6.8.5 Proposed Bus Shelters ...... 82 6.8.6 Metal Beam Crash Barriers ...... 83 6.8.7 RCC Drain cum utility duct (1.50m wide) ...... 83 7 ENVIRONMENTAL ASSESSMENT ...... 84 7.1 ENVIRONMENTAL IMPACT ASSESSMENT ...... 84 7.2 LAND ACQUISITION AND RESETTLEMENT IMPACTS ...... 84 8 COST ESTIMATE ...... 86 8.1 General ...... 86 8.2 Quantification ...... 86 8.3 Rate Analysis and Cost Estimate ...... 87

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List of Tables

Table 1.1: List of Roads in Package PN-150 ...... 1 Table 2.1: List of Built-up Sections ...... 8 Table 2.2: List of Intersections (PN-150) ...... 10 Table 2.3: List of Major Bridge ...... 11 Table 2.4: List of Minor Bridge ...... 13 Table 3.1: Land use Pattern ...... 19 Table 3.2: Existing Carriageway Width ...... 19 Table 3.3: List of Built-up Sections ...... 20 Table 3.4: List of Major Intersections ...... 21 Table 3.5: List of Minor Intersections ...... 21 Table 3.6: Criteria for Classification of Pavement Sections ...... 22 Table 3.7: Classification of Pavement Sections ...... 24 Table 3.8: Pavement Condition ...... 24 Table 3.9: Summary of existing structures ...... 25 Table 4.1: Land Classification in Maharashtra ...... 34 Table 4.2: Demographic Profile (2011) ...... 35 Table 4.3: Sex Ratio at National Level and Maharashtra is summarized ...... 35 Table 4.4: Projected Total Population by Sex in Maharashtra ...... 35 Table 4.5: Literacy Status for the State of Maharashtra & PIA District ...... 36 Table 4.6: Domestic and Foreign Tourist in Maharashtra ...... 37 Table 4.7: Work Participation for Main and Marginal Workers ...... 38

Table 4.8: Total Vehicle Registered in Maharashtra (As of 31st March) ...... 39 Table 4.9: Airport near Kolhapur ...... 40 Table 4.10: GDP and Maharashtra NSDP Growth ...... 41 Table 4.11: NSDP & NDDP of PIA districts at constant Prices (2004-05) ...... 42 Table 4.12: Per Capita Income of Maharashtra and PIA Districts ...... 42 Table 4.13: Past Trends in GDP ...... 43 Table 4.14: GDP Growth ...... 43 Table 4.15: Contribution of PIA State NSDP to National GDP ...... 43 Table 4.16: Contribution of PIA District to State NSDP ...... 44 Table 4.17: Estimated NSDP and NDDP Projection of PIA District and State...... 44 Table 4.18: Estimated Per Capita Income Growth of PIA District and State ...... 44 Table 5.1: Location and Schedule of different Traffic Surveys ...... 46 Table 5.2: PCU Factors as per IRC 64:1990 ...... 47

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Table 5.3: Summary of Average Daily Traffic (ADT) ...... 47 Table 5.4: Daily variation of Traffic ...... 48 Table 5.5: Hourly variation of Traffic ...... 49 Table 5.6: Peak Hour Factors observed on the Project Road ...... 50 Table 5.7: Traffic Composition Pattern on the Project Road ...... 50 Table 5.8 AADT at different survey locations ...... 51 Table 5.9: Zoning System Considered for the Study ...... 53 Table 5.10: Trip Matrix of Passengers Vehicles ...... 53 Table 5.11: Trip Matrix of Goods Vehicles ...... 54 Table 5.12: Zone Influence Factor ...... 54 Table 5.13: VDF observed on the Project Road ...... 56 Table 5.14: Traffic Forecasts ...... 57 Table 5.15: Lane Requirement ...... 59 Table 5.16: Summary lane requirement& adopted lane configuration ...... 59 Table 5.17: Summary of Million Standard Axles (MSA) ...... 60 Table 5.18: Proposed Flexible Pavement Composition ...... 60 Table 5.19: Proposed Rigid Pavement Composition ...... 60 Table 6.1: Proposed widening scheme ...... 63 Table 6.2: Summary of proposed Typical Cross-sections ...... 63 Table 6.3: ADT & AADT in Base year (2017) ...... 69 Table 6.4: Vehicle Damage Factors ...... 69 Table 6.5: Traffic in Million Standard Axles ...... 70 Table 6.6: Proposed Flexible Pavement composition ...... 70 Table 6.7: Proposed Rigid Pavement composition ...... 70 Table 6.9 (a): List of Major Junctions to be improved ...... 71 Table 6.9 (b): List of Minor Junctions to be improved ...... 71 Table 6.10 A: Detailed proposal of structure ...... 73 Table 6.11: Location of Truck Lay Bays ...... 82 Table 6.12: Proposed location of pick-up bus shelters ...... 82 Table 6.13: Proposed locations of RCC Drain ...... 83 Table 8.1: Cost Abstract ...... 88

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List of Figures Figure 1.1: Project Road in Package PN-150 ...... 2 Figure 2.1: Start and End Points ...... 6 Figure 2.2: Road Geometryp ...... 8 Figure 2.3: Pavement Condition...... 9 Figure 2.4: Various Intersections ...... 11 Figure 2.5: Minor Bridgep ...... 11 Figure 2.6: Minor Bridge ...... 12 Figure 2.7: Cross drainage Structures ...... 14 Table 2.5: List of Cross-drainage Structures ...... 15 Figure 2.7: Typical Plantation ...... 17 Figure 3.1: Pavement Distresses – Pie Charts ...... 24 Figure 4.1:Key Plan of Project with Project Influence Area (PIA) ...... 32 Figure 4.2: Industrial Map of Maharashtra ...... 38 Figure 5.1: Daily variation of Traffic...... 48 Figure 5.2: Hourly variation of Traffic ...... 49 Figure 5.3: Traffic Composition Pattern ...... 51 Figure 5.4: VDF observed along the Project Road ...... 56

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Consultancy Services for Feasibility Study cum DPR, Survey and Preparation of Land Plan by adopting LiDAR or similar technology for Widening to two lane with Paved Shoulders of Improvement to Mathkudal Shivdav Kadgaon Gargoti Road SH-179, km 58/000 to 94/000 (93/210), DDPR Tal-Bhudargad, District -Kolhapur in the state of Maharashtra under old Package No.PN-150.

CHAPTER-1 INTRODUCTION

1.1 Project Background The Government of the State of Maharashtra, represented by the ‘Executive Engineer, Public Works (South) Division Kolhapur, District-Kolhapur (the “Authority” or “Engineer – in –charge”) is engaged in the development of state highways under MAHARASHTRA ROAD IMPROVEMENT PROGRAMME (MRIP) and as part of this endeavor, the Authority has decided to carry out up-gradation and expansion of the stretches of the State Highways in the State of Maharashtra to Two/Four lane with/without paved shoulder configuration. If such Projects are found to be technically feasible and financially viable, the Projects may be awarded on Hybrid Annuity basis to a selected bidder (the “Concessionaire”) selected through an open competitive bidding process. The Project would be implemented in accordance with the terms and conditions stated in the concession agreement to be entered into between the Authority and the Concessionaire (the “Concession Agreement”). Executive Engineer, Public Works (South) Division Kolhapur on behalf of Government of Maharashtra engaged M/s Global Infra Solution in JV with Infycons Creative Software Pvt. Ltd. to carry out Consultancy Services for Preparation of Detailed Project Report for Up gradation of Selected Road Stretches under Package PN-150. The main objective of the consultancy service is to establish the technical, economic and financial viability of the project and preparation of detailed project reports for the development of roads to appropriate standards.

The project roads under Package PN-150 are given in Table 1.1. The road is located in Kohapur District and which comes under Budargad Sub division of PWD.

1.2 Project Brief and Project Roads The details of roads included under package PN-150 for improvement under MRIP on EPC (Engineering, Procurement and Conastruction) is provided in Table 1.1 below. Figure 1.1 presents the location of project roads in PN-150.

Table 1.1: List of Roads in Package PN-150 Start Latitude & End Latitude S.No. From To Length Road Name Longitude & Longitude Mathkudal-Shivdav- 1 58/000 93/210 35.210 Kadgaon-Gargoti 16° 9'53.31"N 16°18'54.64"N Road SH-179 73°51'25.53 "E 74° 8'23.17"E

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Consultancy Services for Feasibility Study cum DPR, Survey and Preparation of Land Plan by adopting LiDAR or similar technology for Widening to two lane with Paved Shoulders of DPR Improvement to Mathkudal Shivdav Kadgaon Gargoti Road SH-179, km 58/000 to 94/000 (93/210),

Tal-Bhudargad, District -Kolhapur in the state of Maharashtra under old Package No.PN-150.

Figure 1.1: Project Road in Package PN-150

1.3 Objectives of the Project

The main objective of the consultancy service is to establish the technical, economical, and financial viability of the project and prepare Feasibility and preparation of Detailed Project Report for Rehabilitation and up gradation of existing road to two/four/six lane with or without paved shoulders (as may be applicable) or higher configuration.

On completion and/ or during progress of the proposed services, the Maharashtra PWD will able to: - upgrade/ reconstruct/ widen as well rehabilitate selected roads; - carry out road safety enhancement work; - do planning, budgeting and program to strengthen PWD project, asset and financial management;

1.4 Scope of Services

The services will be undertaken in different parts and is broadly as below;

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Part A: As far as possible, the widening/improvement work to two/four/six lane with or without paved shoulders (as may be applicable) shall be within the existing right of way avoiding land acquisition Part B: The Consultant shall study the possible locations and design of toll plaza (If any).Wayside amenities required on tolled highway shall also be planned. Part C: The Consultants shall prepare documents for Hybrid Annuity/EPC contracts for each DPR assignment. Part D: All ready to implement „good for construction‟ drawings shall be prepared. Part E: Environmental Impact Assessment and Environmental Management Plan shall be carried out by the Consultant meeting the requirements of the Government of India Part F: The consultant shall also suggest alternate traffic movement plan during construction

Further to the meeting in Sept. /Oct. 2017, Maharashtra Govt. has given guidelines for the design along with the accepted deviations with an aim to speed up the implementation of road improvement. These guidelines along with the IRC: SP 73:2015 formed basis for the designs.

1.5 Organization of Detailed Project Report The Draft Detailed Project Report has been presented in seven Volumes to cover all the details on road design, social and environmental aspects etc. These are as follows:

VOLUME I: MAIN REPORT Chapter 1 Introduction: this briefly discusses on the project and report structuring

Chapter 2 Project Road Description: briefly describes salient features of project road.

Chapter 3 Engineering Surveys and Investigations: presents the details of surveys and investigations carried out on the project road, the results which will form input for the design.

Chapter 4 Socio-Economic Profile: discusses on project influence area, the socioeconomic setting, state economy, growth potential etc.

Chapter 5 Traffic Studies and Analysis: discusses on the traffic surveys conducted, travel pattern, traffic projections etc. Chapter 6 Improvement Proposals: presents the improvement proposals for highway and CD structures, cross section schedules etc. Chapter 7 Environmental Assessment: briefly presents the environmental impact assessment, remedial measures and management plan Chapter 8 Cost Estimate: presents the rate analysis, detailed analysis for BOQ assessment, cost estimations etc.

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ANNEXURES TO VOLUME I: MAIN REPORT VOLUME II: DESIGN REPORT

This volume presents the details of field investigations carried out, analysis, design standards, and parameters considered, detailed designs of the improvement proposals of highway including bridges, project facilities and safety implements. The following are the section covered in Design Report. 1. Introduction 2. Road Carriageway and Cross-Sections 3. Widening Proposals 4. Alignment Design 5. Junctions/ Intersections 6. Pavement Design 7. Geotechnical Investigations 8. Cross-Drainage Structures – Major and Minor Bridges 9. Cross-Drainage Structures – Culverts 10. Traffic Control and Safety Measures 11. Project Facilities and Traffic Calming Measures

VOLUME III: MATERIAL REPORT VOLUME IV: ENVIRONMENT MONITORING PLAN (EMP) VOLUME V: TECHNICAL SOECIFIVCATIONS VOLUME VI: RATE ANALYSIS VOLUME VII: COST ESTIMATE VOLUME VIII: BILL OF QUANTITIES (BOQ) VOLUME IX: DRAWING VOLUME VOLUME X: CONCESSION AGREEMENT VOLUME XI: PROJECT CLEARANCES

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CHAPTER-2 PROJECT ROADS DESCRIPTION

The general description about the project road, topographic details, site features, important structures, junctions, pavement characteristics and road safety requirements are described in detail in this chapter. The land-use details have been collected and linear plans have been prepared as per the requirement of TOR. The Project Road is a State Highway (SH-179) in Kolhapur District. The project road starts at km 58/000 passing through built- ups & villages and ends at km 93/210 at Gargoti in the State of Maharashtra. The total length of the project highway is 35.210 kms.

2.1 Mathkudal Shivdav Kadgaon Gargoti Road SH-179, km 55/000 to 94/000.

The project road starts at km 55/000 passing through Shivdav, Antruli, Aanap Khurd, Anap Bk, Anaf Budrak, Kadgaon, Titawade, Danewadi, Kumbarwadi, Shengaon, Aakurde and ends at km 94/000 at Gargoti village at T-junction. Length of road is 35.210 km. This project road connects Shivdav Village to Gargoti-Kolhapur road. Thus, provides connectivity of project influence area with remaining district. Photographs of start and end points are shown below: Figure 2.1.

(a) Start Point of the Project Highway at Ch: 58/000 Km Near Shivdav Village

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(b) End Point of the Project Highway at Ch: 93/210 Km in Gargoti

Figure 2.1: Start and End Points

2.2 Carriageway / Roadway / Right of Way The project road is Single lane lane carriageway from km 58.000 to 70.700 & Intermediate lane width in rest of the length, Road way width is 7.50 to 14m and Right of way is 10m to 14m all along the stretch.

2.3 Terrain The project road passes through plain and rolling terrain. The height of embankment is observed to be about 0.3m to 1.2m except at locations of bridges where it varies from 2.5m to 3.5m.

2.4 Land Use, Religious Structures and Buildings The project road predominantly passes through agricultural and barren land intermittent built-up areas. The built-up areas are uniformly distributed on both sides of the road. There are few Temple on the project road.

2.5 Towns and Built-up Areas The project Road passes through the following settlements/villages/ Towns as listed in Table 2.1 below.

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Builtup Area - Kadgaon (Km. 78+050)

Built up Area – Gargoti (Km. 92+700)

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Table 2.1: List of Built-up Sections

Name of Length Sr. No. Chainage (Km.) Village/Town (km)

1 Shivdav 60.000 60.300 0.300 2 Anturil 65.200 65.500 0.300 3 Aanap khurd 66.600 66.900 0.300 4 Anup bk 70.000 70.300 0.300 5 Anaf budark 71.000 71.300 0.300 6 Kadgaon 77.700 78.800 1.100 7 Titawade 79.100 79.700 0.600 8 Danwewadi 82.000 82.500 0.500 9 Kumbarwadi 83.100 83.700 0.600 10 Shengaon 87.100 87.400 0.300 11 Aakurde 89.200 90.100 0.900 12 Gargoti 92.200 93.400 1.200 Total Length (km) 6.700

2.6 Geometry Horizontal Alignment The horizontal alignment of the project road is generally meeting the design speed/ standards. At some locations the geometry does not meet the Standards and sharp curves have been observed. On these sub-standard curves, the sight distance or visibility is obstructed.

Vertical Alignment The longitudinal profile (vertical alignment) of the project road has generally flat gradients and these are within permissible limits as per the terrain. The vertical curves do not appear to meet the Standards at some locations and this leads to reduced sight distance. Some locations where geometry is poor are shown in Figure 2.2.

Figure 2.2: Road Geometry

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2.7 Pavement The entire project road has Earthen/WBM/Flexible pavement structure. The general condition of the road pavement is good to Poor. The pavement condition at some locations is shown in Figure 2.3.

Figure 2.3: Pavement Condition

Flexible Pavement (Km.65+600) Flexible Pavement (Km.60+300)

2.8 Intersections There are Two (02) major intersections as detailed in Table 2.2. Some of them are formed with other State Highways. Other than major junctions, there are numerous minor junctions formed with small roads. Many of them are with narrow village or town roads. Some of the intersections are shown on Figure 2.4.

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Table 2.2: List of Intersections (PN-150) a) Major Intersection

Design Sr. No. Chainage Side Road Type Type Cross Road Name Category (km)

LHS-Village,RHS-Mamdapure (To 1 78+100 RHS/LHS MDR & SH X Major Ajara-Gargoti Road)

2 92+500 LHS SH T Gandhiglanj-Gargoti Road Major

b) Minor Intersection

Design Sr. No. Chainage Side Road Type Type Cross Road Name Category (km) LHS- BT Road to Shivdav & RHS 1 62+820 RHS VR X Minor -To Sidhart Nagar Village 2 64+700 RHS VR T To Antruli (Local Factory Road) Minor 3 65+900 Both VR X LHS & RHS To Village (BT) Minor 4 67+400 RHS VR T To Village Anaf Khurd Minor 5 67+600 LHS VR T To Anaf Khurd Minor 6 69+200 LHS VR T To Chandanwadi Minor 7 70+550 LHS VR T To Dasewadi Minor 8 71+590 RHS VR T To Anaf Khurd Minor 9 71+800 RHS VR T To Anaf Khurd Minor 10 73+920 RHS VR T To Karambali Minor 11 77+150 RHS/LHS VR X RHS-Tiravade,LHS-Village Minor 12 77+800 RHS VR Y Tiravade Minor 13 78+550 LHS VR T BT Road To Village Minor 14 79+710 LHS VR T Yerandpe Minor 15 80+650 LHS VR T BT Road To Village Minor 16 81+900 LHS VR T BT Road To Village Minor 17 83+200 RHS VR Y Road To Karadwadi Minor 18 83+600 RHS VR T Road To Karadwadi Minor 19 83+750 LHS VR T BT Road To Village Minor 20 87+500 RHS VR Y Road To Shengaon Minor 21 87+650 LHS VR T BT Road To Village Minor 22 88+600 RHS VR T Road To Village Minor 23 89+610 RHS VR T Road To Village Minor

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Tal-Bhudargad, District -Kolhapur in the state of Maharashtra under old Package No.PN-150.

Design Sr. No. Chainage Side Road Type Type Cross Road Name Category (km) 24 90+000 LHS MDR T To Devakewadi Village Minor 25 90+450 LHS VR Y Road to mharwadi Minor

Figure 2.4: Various Intersections

Cross Junction at (Km.90+520) Junction at (Km. 62+000)

2.9 Grade-Separated Structures (ROB/RUB/Underpass/Flyovers) There is no Railway-Under-Bridge (RUB), Railway-Over-Bridge (ROB), Underpass, Flyovers on the project road.

2.10 Cross-drainage Structures Major Bridges There is 1 major bridge in the project road. Which has been proposed to be retained. Table 2.3: List of Major Bridge Span Carriageway Location arrangement Width S. No. (chainage, Type of Structure Remarks Existing Existing km) (in m) (m) 1 91+438 Major Bridge 5x18.50 7.00 GOOD

Figure 2.5: Minor Bridge

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Major Bridge (5x18.50 m) at (Km+91+438)

Major Bridge (5x18.50m) at (Km91+438)

Minor Bridges There are twelve (12 Nos) minor bridges on the project road. Photographs of some bridges are given below:

Figure 2.6: Minor Bridge

Minor Bridge at (Km 58+870)

Minor Bridge at (Km 65+428)

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Minor Bridge at (Km 67+200)

Minor Bridge at (Km 75+555)

Table 2.4: List of Minor Bridge Existing Design No. of Structure Condition S. Chainage Chainage Type of Structure Spans Span Width Width of Structure No. (in Km) (in Km) (In m) 1 58+870 58+900 Minor Bridge 2 6.00 8.20 Good 2 60+200 60+223 Minor Bridge 2 6.00 8.30 Poor 3 64+400 64+391 Minor Bridge 3 6.00 8.30 Fair 4 65+428 65+428 Minor Bridge 3 6.40 8.20 Fair 5 67+200 67+181 Minor Bridge 2 5.00 8.40 Poor 6 75+555 75+502 Minor Bridge (Arch) 4 5.40 7.20 Poor Minor Bridge (Arch) 7 77+918 77+852 4 6.00 10.60 Poor Widening 8 79+261 79+189 Minor Bridge (Arch) 2 5.70 7.10 Poor 9 80+120 80+057 Minor Bridge (Arch) 3 6.20 7.00 Fair 3X3.80 1X5.30 10 83+665 83+569 Minor Bridge (Arch) 5 10.00 Good 1X4.80 11 84+644 84+530 Minor Bridge (Arch) 2 4.10 8.10 Good 12 88+250 88+112 Minor Bridge 1 8.10 10.00 Good

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Tal-Bhudargad, District -Kolhapur in the state of Maharashtra under old Package No.PN-150.

Culverts There are 60 culverts culverts (1 Slab/Arch Culverts, 4 Slab Culverts, 1 Box Culvert, 52 HPC & 2 Pipe crossing) on the project road. Most of the pipe culverts or causeways are either of small diameters or blocked/buried. The head wall and apron etc. has been found damaged at few locations.

Figure 2.7: Cross drainage Structures

Slab Culvert at (Km 86+205) Slab Culvert at (Km 68+508)

Slab Culvert at (Km 60+200) Arch Culvert at (Km 80+928)

Hume Pipe Culvert at (Km 68+257) Hume Pipe Culvert at (Km 63+850)

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Hume Pipe Culvert at Km 81+300 Hume Pipe Culvert at Km 59+340

Table 2.5: List of Cross-drainage Structures (a) List of Existing Slab & Box Culverts

Existing Design Span Type of Width S. No. Chainage Chainage Arrangement Remarks Structure (In m) (in Km) (in Km) (m) SLAB 1 61+835 61+845 1x5 8.30 Fair CULVERT 2 68+508 68+489 RRM/SLAB 1x4.8 9.20 Poor SLAB 3 69+675 69+650 1x4.9 9.90 Poor CULVERT SLAB 4 70+200 70+165 1x5 7.40 Poor CULVERT Arch +Slab 5 80+928 80+870 1x4.9 14.00 Fair widening 6 86+205 86+080 BOX 1x3.0 6.70 Poor

(b) List of Existing HPC

Existing Design Sr. Type of Dia. / Width (In Chainage Chainage Remarks No. Structure Opening m) (in Km) (in Km) 1 58+363 58+388 HPC 1x0.9 10.00 Poor 2 58+670 58+692 HPC 1x0.9 8.60 Poor 3 59+100 59+123 HPC 1x0.9 8.60 Poor 4 59+340 59+367 HPC 2x0.9 10.00 Poor 5 59+650 59+668 HPC 1x0.9 11.40 Poor 6 60+000 60+050 HPC 2x0.9 25.00 Poor 7 60+634 60+668 HPC 1x0.9 10.00 Poor 8 60+983 60+998 HPC 1x0.9 9.80 Poor 9 62+035 62+044 HPC 1x0.9 10.00 Poor 10 62+323 62+335 HPC 2x0.9 10.70 Poor 11 62+760 62+758 HPC 2x0.9 12.00 Poor 12 62+812 62+818 HPC 1x0.9 17.00 Poor 13 63+850 63+925 HPC 5x1.2 7.50 Poor

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Existing Design Sr. Type of Dia. / Width (In Chainage Chainage Remarks No. Structure Opening m) (in Km) (in Km) 14 65+170 65+162 HPC 2x0.9 11.00 Poor 15 65+370 65+380 HPC 1x0.9 10.00 Poor 16 66+335 66+331 HPC 5x1.2 10.00 Poor 17 66+570 66+562 HPC 1x0.9 10.00 Poor 18 66+793 66+778 HPC 1x0.9 10.00 Poor 19 67+507 67+495 HPC 2x0.9 11.00 Poor 20 67+600 67+530 HPC 1x0.9 11.00 Poor 21 68+100 68+087 HPC 2x0.9 10.00 Poor 22 68+257 68+239 HPC 4x1.2 10.00 Poor 4 3x 23 68+965 68+934 HPC 7.40 Poor 0.90 & 1.20 24 70+794 70+762 HPC 3x1.2 9.00 Poor 25 71+120 71+080 HPC 5x1.2 9.00 Poor 26 71+558 71+515 HPC 5x1.2 18.00 Poor 27 72+550 72+504 HPC 1x1.2 10.00 Poor 28 72+650 72+590 HPC 1x1.2 15.00 Poor 29 72+910 72+852 HPC 1x1.2 9.80 Poor 1 & 1x1.20 30 73+220 73+167 HPC+ ARCH 12.40 Fair & 2.0 ARCH+HPC 1 & 1x1.20 & 31 73+460 73+400 18.00 Fair WIDNING 2.0 32 73+773 73+718 HPC 1x1.2 10.00 Fair 33 75+060 75+000 HPC 5x1.2 7.20 Poor 34 75+857 75+786 HPC 3x1.2 10.00 Fair 35 76+465 76+406 HPC 3x1.2 10.10 Poor 36 76+700 76+640 HPC 3x1.2 10.00 Poor 37 78+665 78+623 HPC 1x1.2 9.80 Poor 38 81+286 81+197 HPC 1x0.9 10.10 Poor 39 81+727 81+635 HPC 1x0.9 10.10 Poor 2 4x 1.20 & 40 82+300 82+126 HPC 15.50 Good 0.80 41 82+975 82+874 HPC 2x0.9 10.30 Poor 42 83+972 83+900 HPC 1x0.9 10.10 Poor 3 & 2x0.80 43 85+265 85+130 HPC 9.60 Poor & 0.90 44 85+573 85+530 HPC 1x0.9 9.80 Poor 45 85+651 85+650 HPC 1x0.9 9.80 Poor 46 85+860 85+850 HPC 1x0.9 9.80 Poor 47 85+971 85+948 HPC 1x0.9 7.90 Poor 48 87+058 86+922 HPC 1x1.2 11.20 Good 49 87+318 87+220 HPC 1x0.6 9.10 Poor 50 88+775 88+628 HPC 1x1.2 8.00 Poor 51 89+130 88+969 HPC 5x0.9 7.50 Poor 52 89+570 89+432 HPC 1x0.8 9.90 Poor 53 92+800 92+645 LAID 1x0.6 8.10 Poor 54 93+040 92+890 LAID 1x0.6 8.10 Poor

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2.11 Project Facilities There are 4 bus stops located at built-up area. Many of them are without bus-shelter and almost all have no entry or exit lay-byes.

2.12 Utilities The overhead electric and telephone lines have been observed at many locations along the project road. The electric transformers are also located near the road edges. HT lines also cross the project road at few locations.

2.13 Plantation Many single row of plantation has been observed on both sides along the project road. The photograph illustrating typical plantation along the project road is shown in Figure 2.8.

Figure 2.7: Typical Plantation

2.14 Road Side Furniture/Traffic Control Devices It is observed that road boundary stones and few kilometer stones are missing on entire project road. Signages, delineators and road markings have been generally found missing.

2.15 Road Safety The road alignment generally meets the Standards. At many locations the alignment has sharp and these don’t appear to meet the visibility requirements. Traffic safety features like road markings, road signs, crash barriers are not present all along the project road. The street lights are missing in urban and semi urban areas along the project road.

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CHAPTER-3 ENGINEERING SURVEYS AND INVESTIGATIONS

3.1 Preliminary Surveys The relevant engineering surveys and investigations have been carried out along the project roads conforming to IRC Specification. These Surveys have been conducted as per TOR to generate adequate database for preparing the most appropriate Improvement proposal for strengthening and upgrading the existing carriageway. The various engineering surveys and investigations apart from the traffic surveys, which have been carried out for the project roads, are listed below: • Road Inventory • Road Pavement and Condition Survey • Structure Inventory and Condition Survey • Topographical Survey • Pavement Investigations • Soil and Material Investigations

The basic data collected from different engineering surveys and the results of the survey investigations and data analysis are compiled as separate Volume to “Main Report”. Topographical Survey details would be provided through separate report.

3.2 Road Inventory

The manner of analysis and further usage of the collected data is briefly explained in the following subparagraphs.

Road Inventory covering all the existing physical features such as terrain, land-use, roadway, carriageway width and type, shoulder width and type, Horizontal and Vertical alignments and design speed of existing road, type of cross-section (cut or fill), general drainage conditions, RoW boundaries, Sub-grade/Local soil type, location of water bodies and retaining structures, utility lines passing along or crossing the project roads, and all other features that may have influence on the project roads widening/improvement works.

The information collected, analyzed and plotted will constitute the core database for formulating improvement proposals for further validation and finalization in the light of the results of the detailed surveys and investigations. In particular, action will be initiated in respect of the following:

• Decision on the location of the widening of carriageway if required, to be on the left, right or concentric with reference to the existing carriageway. • Fitting in different typical cross-sections in the various stretches of the road in consideration of terrain conditions, available land width, roadside features etc.

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• Treatment to be given to congested built-up stretches. • The number of trees likely to be affected by the road improvement works, the expected environmental impacts, the extent of R&R implications etc. • The location and number of places of worship, burial ground, etc. likely to be affected • The utility lines by type, location and extent that would require relocation.

The collected road inventory details of all roads are tabulated in an appropriate format given in Annexure.

3.2.1 Terrain and Land Use The project road passes mostly through plain terrain. The land use along the project road is predominantly Agriculture (80%). The land use has been presented in Table. Table 3.1: Land use Pattern Sr. Length Approx. Land Use Percentage No. (in km) 1 Agriculture 23.950 68 2 Built- up 10.910 31 4 Forest 0.350 1 Total Length 35.210 100

3.2.2 Terrain The project road passes through plain, rolling & hilly terrain. The height of embankment is observed to be about 0.3m to 0.5m except at locations of bridges and ghat sections where it varies from 2.5 m to 3.5 m.

3.2.3 Carriageway Width The existing road is predominately single to intermediate lane carriageways. Earthen shoulder of average width of 0.3-2.5 m is present on both sides of the carriageway. Table 3.2: Existing Carriageway Width Shoulder Both S.No. Chainage CW(m) Length in Km. side (m) 1 58.000 58.350 2.80 - 0.350 2 58.350 59.200 2.75 2.6 0.850 3 59.200 60.600 3.70 1.7-1.85 1.400 4 60.600 60.900 3.60 1.72-1.85 0.300 5 60.900 61.300 3.63 1.70-1.9 0.400 6 61.300 61.700 3.60 1.75-1.90 0.400 7 61.700 63.000 3.65 1.77-1.9 1.300 8 63.000 65.800 3.50 0.3-2.10 2.800 9 65.800 66.300 3.55 1-1.9 0.500 10 66.300 69.700 3.50 1.7-1.9 3.400 11 69.700 70.300 3.78 1.75-1.80 0.600 12 70.300 70.700 3.80 1.72-1.8 0.400 13 70.700 74.000 5.30 1.56-1.8 3.300 14 74.000 78.400 5.50 1.3-2.0 4.400 15 78.400 79.100 5.65 1.38-1.6 0.700

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Shoulder Both S.No. Chainage CW(m) Length in Km. side (m) 16 79.100 80.900 5.40 1.40-1.6 1.800 17 80.900 92.400 5.50 1.25-1.8 11.500 18 92.400 93.210 5.90 1.0-1.89 0.810 TOTAL LENGTH 35.210

3.2.4 Towns and Built-up Areas The main settlements along the project roads are Shivdav, Antruli, Aanap Khurd,Anup Bk, Anaf Budrak, kAdgaon, Titawade, Danewade, Kumbharwadi, Shengaon, Akurde and Gargoti. All settlements/ villages/ towns along the road are enlisted in Table 3.3 Table 3.3: List of Built-up Sections

Name of Length Sr. No. Chainage (Km.) Village/Town (km)

3.2.5 Cross-roads/ Intersections/ Level Crossings There are 02 Major Junctions observed and 15 Minor Junctions on the project road. These are shown in Table 3.4. Other than major junctions, there are numerous minor junctions formed with small roads. Many of them are with narrow village or town roads.

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Table 3.4: List of Major Intersections Design Sr. No. Chainage Side Road Type Type Cross Road Name Category (km)

LHS-Village,RHS-Mamdapure (To 1 78+100 RHS/LHS MDR & SH X Major Ajara-Gargoti Road)

2 92+500 LHS SH T Gandhiglanj-Gargoti Road Major

Table 3.5: List of Minor Intersections Design Sr. No. Chainage Side Road Type Type Cross Road Name Category (km) LHS- BT Road to Shivdav & RHS 1 62+820 RHS VR X Minor -To Sidhart Nagar Village 2 64+700 RHS VR T To Antruli (Local Factory Road) Minor 3 65+900 Both VR X LHS & RHS To Village (BT) Minor 4 67+400 RHS VR T To Village Anaf Khurd Minor 5 67+600 LHS VR T To Anaf Khurd Minor 6 69+200 LHS VR T To Chandanwadi Minor 7 70+550 LHS VR T To Dasewadi Minor 8 71+590 RHS VR T To Anaf Khurd Minor 9 71+800 RHS VR T To Anaf Khurd Minor 10 73+920 RHS VR T To Karambali Minor 11 77+150 RHS/LHS VR X RHS-Tiravade,LHS-Village Minor 12 77+800 RHS VR Y Tiravade Minor 13 78+550 LHS VR T BT Road To Village Minor 14 79+710 LHS VR T Yerandpe Minor 15 80+650 LHS VR T BT Road To Village Minor 16 81+900 LHS VR T BT Road To Village Minor 17 83+200 RHS VR Y Road To Karadwadi Minor 18 83+600 RHS VR T Road To Karadwadi Minor 19 83+750 LHS VR T BT Road To Village Minor 20 87+500 RHS VR Y Road To Shengaon Minor 21 87+650 LHS VR T BT Road To Village Minor 22 88+600 RHS VR T Road To Village Minor 23 89+610 RHS VR T Road To Village Minor 24 90+000 LHS MDR T To Devakewadi Village Minor 25 90+450 LHS VR Y Road to mharwadi Minor

3.3 Road and Pavement Condition Survey The objective of the road and pavement condition survey is to identify defects/ distresses of the project roads and to evaluate road sections with similar distress characteristics. The condition survey covered the following road elements during the field study:

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Pavement: • cracking (narrow <3mm and wide >3mm cracking), % of pavement area affected; • raveling, % of pavement area affected; • potholing, % of pavement area affected; • edge break, length (m); and • rut depth, mm [type I (<10mm), type II (10-20mm) and type III (>20mm)]

Shoulder: • paved: same as for pavement; and • unpaved: material loss (level difference between the paved surface and shoulder), edge drop and corrugation,

Embankment: • general condition; and • extent of slope erosion

Drainage: • general condition; • connectivity of drainage turnouts into the natural topography; • condition in cut sections (if any); and • condition at high embankments

The pavement condition survey has been carried out by visual means and supplemented by actual measurements to meet the study requirements. All elements as listed above, have been systematically referenced, recorded, analysed and quantified for the purpose of determining the pavement condition of project roads (refer to successive sections for details). The data which was collected during the condition survey is presented in Annexure.

Based on the pavement condition, the pavement sections are classified as good, fair, poor or failed based on the criteria given in IRC: 81-1997, Para 4.2.1, as replicated in Table 3.6. Table 3.6: Criteria for Classification of Pavement Sections S. No. Classification Pavement Condition

1 Good No Cracks rutting less than 10mm

No cracking or cracking confined to single crack in the wheel track with 2 Fair rutting between 10mm and 20mm

3 Poor Extensive cracking or/and rutting greater than 20mm

4 Very Poor Cracking exceeding 20 per cent and rutting greater than 20mm

The pavement condition survey reveals the following:

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• The existing pavement for the entire stretch is flexible pavement with bituminous surfacing • Cracking, patching, rut, potholes and edge break are common pavement distresses. • Shoulder condition is fair but edge drop is found at many locations. • Road side drain does not exist at many locations. • Existing embankment height is generally low.

The data obtained from the condition survey for cracking, ravelling, potholing, rutting and patching have been arranged in tabular form (refer to Appendix to main report). The collected data was then analyzed to present an indicative account of various prevalent distresses on the project road. These have been shown in the form of charts and tables below. PN-150 Cracking

6.28%

19.62% 0>1 8.95% 1>5 65.15% 5>10 >10

Revelling

1.57%

9.42% 19.62% 0>1 1>5 5>10 69.39% >10

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Potholing

27.47% 19.62% 0>1 0.78% 1>5

52.12% 5>10 >10

Figure 3.1: Pavement Distresses – Pie Charts

The project road has been classified into sections of similar pavement condition as given in Table. Table 3.7: Classification of Pavement Sections Chainage Sr. No. Length Pavement Condition From (km) To (Km) 1. 58.000 58.350 0.350 Poor 2. 58.350 65.500 7.150 Fair 3. 65.500 70.300 4.800 Poor 4. 70.300 71.600 1.300 Fair 5. 71.600 74.000 2.400 Poor 6. 74.000 75.400 1.400 Fair 7. 75.400 77.100 1.700 Good 8. 77.100 79.700 2.600 Fair 9. 79.700 93.210 13.510 Good Total 35.210 Based on criteria of classification given in Table above, the project road has been classified into sections of similar pavement condition as given in Table below. Table 3.8: Pavement Condition Pavement Percentage Sr. No Length (km) Condition (%) 1 Good 15.21 43.20 2 Fair 12.45 35.36 3 Poor 7.55 21.44 Total 35.210 100.00

The data obtained from the condition survey for cracking, ravelling, potholing, rutting and patching have been arranged in tabular form (refer to Appendix to main report). The collected data was then analysed to present an indicative account of various prevalent distresses on the project road.

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3.4 Inventory and Condition Survey of Structures

3.4.1 Inventory of Structures The aim of the section is to present the details of existing structures, present condition of existing structure and functioning of structures. As a part of this section, a team of engineers and technical assistants carried out inventory and conditional survey for existing culverts, major & minor bridges in the month of June 2017. The Inventory and Condition survey data of bridges and culverts is given in Appendix. The existing structures are given in following table: Table 3.9: Summary of existing structures Sr.No. Existing Type of Structure Nos. 1. Major Bridge 1 2. Minor Bridge 12 3. Arch+Slab Culvert 1 4. Slab Culvert 4 5. Box Culvert 1 6. HPC 54 Total 73

3.4.2 General Comments The Structure inventory and condition survey had been carried out on the following basis. • Details of existing bridges/culverts such as type of structure, Clear span, vent height, hydraulic adequacy and condition have been measured at site and recorded. • The condition of existing structures is based on visual observation. Existing chainage in selected road corridors have been considered taken for reference. • The flow direction is indicated w.r.t the increasing chainage. In the entire stretch, no sign of river overtopping could be found on any existing structure.

3.4.3 Condition observed in Bridges and Other Structures The following common defects were observed during the visual condition survey of bridges and other structures: Damaged/Missing - Hand Rails/Parapet/Crash Barrier Parapets/Railing/Crash Barrier etc. are found to be damaged or not at all provided at number of structures. This is more frequent at bridges and culverts. For most of the bridges, there is no provision of safety measures.

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Major Bridge (5x18.50 m) at (Km+91+438)

Major Bridge (5x18.50m) at (Km91+438)

Minor Bridge at (Km 58+870)

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Minor Bridge at (Km 65+428)

Minor Bridge at (Km 67+200)

Minor Bridge at (Km 75+555)

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Slab Culvert at (Km 86+205)

Slab Culvert at (Km 68+508)

Arch Culvert at (Km 80+928)

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Slab Culvert at (Km 60+200)

Hume Pipe Culvert at (Km 63+850)

Hume Pipe Culvert at (Km 68+257)

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Hume Pipe Culvert at Km 59+340

Hume Pipe Culvert at Km 81+300

Bed scouring The ground at the bridge locations are found to be scoured at many bridge site.

Poor condition of Deck/Slab Poor condition of a super structure is clearly visible at few structure locations. The deck seems to be deflected from the original line.

Stone Masonry substructure Poor condition of the stone masonry is observed at many structure locations. The stones are open up and not connected with each other. The stone surfaces are also wear away by water.

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Drainage Spouts In addition to the above, it is found that the drainage spouts are not provided in most of the structures. For structures where spouts are provided, it has following problems: • Missing spout grating. • Spout hole blocked by debris. • Leakage around drainage spout from holes made in deck slab for fixing spouts and left unplugged. • Down take pipe of drainage spout ending at face of deck slab. • At some bridge locations, drainage spouts have not been provided at all.

Wearing Coat The bituminous wearing coat in most cases is in fair condition with some common distresses like potholes, scaling, and undulations.

Expansion Joints These are all mostly small spans and expansion joint is not provided in any of the bridges.

Bearings These are all mostly small spans and bearings are not provided in any of the bridges. Tar paper might have been provided at the time of construction.

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CHAPTER-4 SOCIO-ECONOMIC PROFILE

4.1 General Maharashtra is state located south western part of India and is second largest populous state is bordered by states of Karnataka, Madhya Pradesh, Goa and Gujarat. The area of state 307713Km2 and having a coastal line 840 Km long the Arabian Sea. There are 36 districts where official language is Marathi and is widely spoken. Agriculture and service industries are the largest parts of the state's economy. The service sector comprises travel and tourism, hotel industry, real estate, insurance and financial consultancies. The state has well spread out civil aviation infrastructure with Chatrapati Shivaji International Airport at Mumbai , Dr Babasaheb Ambedkar International Airport at Nagpur providing international services Aurangbad Airport which provides only domestic service.

4.2 Project Influence Area (PIA) It has been observed from the OD survey analysis that Maharashtra state is the only influencing state and there is very few traffic from other states on the project roads. The project roads are located in Kolhapurr district. Majorly Traffic has been observed from/to Kolhapur district only and hence Kolhapur district is considered as immediate Project Influence Area (PIA). Project Influence Area (PIA) with the project road has been presented in the Figure 4.1.

Figure 4.1:Key Plan of Project with Project Influence Area (PIA)

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4.3 Climate Maharashtra has typical monsoon climate, with hot, rainy and cold weather seasons. Tropical conditions prevail all over the state, and even the hill stations are not that cold. Dew, frost, hail can also be happened sometimes according to the seasonal weather

Cool dry spell, with clear skies gentle breeze and pleasant weather prevails Winter from November to February. But the eastern part of Maharashtra sometimes receives some rainfall. Temperature varies between 12°C-34°C during this season. March to June, with maximum temperatures exceeding 400C March, April Summer and May are the hottest months. During April and May thunderstorms are common all over the state. Temperature varies between 22°C-39°C during this season. Rainfall in Maharashtra differs from region to region. Thane, Raigad, Monsoon Ratnagiri and Sindhudurg districts, receive heavy rains of an average of 200 centimeters annually during July August and September

PIA Climate Kolhapur's climate is a blend of coastal and inland elements common to Maharashtra. The temperature has a relatively narrow range between 10 °C to 35 °C. Summer in Kolhapur is comparatively cooler, but much more humid, than neighbouring inland cities. Maximum temperatures rarely exceed 38 °C and typically range between 33 and 35 °C. Lows during this season are around 24 °C to 26 °C. The city receives abundant rainfall from June to September due to its proximity to the Western Ghats. The heavy rains often lead to severe flooding during these months. 2005 and 2006 were years when floods occurred. Temperatures are low in the rainy season and range between 19 °C and 30 °C. Kolhapur experiences winter from November to February. The winter temperatures are warmer than other cities in Maharashtra such as Pune and Nashik. Lows range from 9 °C to 16 °C while highs are in the range of 26 °C to 32 °C due to its high elevation and being adjacent to the Western Ghats. Humidity is low in this season making the weather much more pleasant.

Climate data for Kolhapur

Month Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec Year

31 33 36 37 33 29 27 26 28 30 29 29 30.7 Average high °C (°F) (88) (91) (97) (99) (91) (84) (81) (79) (82) (86) (84) (84) (87.2)

15 17 20 22 22 22 22 21 21 21 17 15 19.6 Average low °C (°F) (59) (63) (68) (72) (72) (72) (72) (70) (70) (70) (63) (59) (67.5)

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Average precipitation mm 4.3 0.5 6.1 26.9 46.2 140 338.3 181.6 101.6 103.6 40.6 5.6 995.9 (inches) (0.17) (0.02) (0.24) (1.06) (1.82) (5.51) (13.32) (7.15) (4.00) (4.08) (1.60) (0.22) (39.2 Land use Pattern in Maharashtra The land use pattern in Maharashtra is predominantly agriculture based. The breakup of the land use (2010-11) is given in Table 4.1. Table 4.1: Land Classification in Maharashtra Area S. No. Land Classification Percent (%) (thousand hectares) 1. Forest 5213 16.95 2. Barren and Uncultivated land 3151 10.24 3. Permanent pastures and grazing land 1246 4.05 4. Area under trees and grooves 248 0.81 5. Current fallow land 1370 4.45 6. Other fallow land 1187 3.86 7. Net area shown 17426 4.45

4.4 Population and Growth Maharashtra, is a state located south western part of India and is second largest populous state is bordered by states of Karnataka, Madhya Pradesh, Goa and Gujarat. The area of state 307713Km2 and having a coastal line 840 Km long the Arabian Sea. There are 36 districts whereofficial language is Marathi and is widely spoken. It has over 112 million populations and state has contributed 9.28% population of India. Manufacturing industries, service industries and Agriculture are the largest parts of the state's economy and Maharashtra is most industrialized state of India. The service sector comprises travel and tourism, hotel industry, real estate, insurance and financial consultancies. Spread over an approximate area of 307713 Km2. The state has many places of strategic and cultural significance. The state has some of the most important educational institutions in the country and boasts of some of the biggest tourist destinations in the country. According to the Maharashtra Census 2011, the density of population in Maharashtra is about 365 people per square kilometer which is almost equal to the national average of about 380.The literacy rate in the state has gone up in recent years and yet continues to linger at about 82.34 % which is above the national average of 74%. The sex ratio is almost at par with the national average and stands at about 929. The population Maharashtra forms 9.28 percent of India in 2011 is presented in Table 4.2.

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Table 4.2: Demographic Profile (2011) Decennial Area Population Avg. Density Rural Urban Gr. Rate (%) (Population/ Population Population State/ District Sq. Km) 1991- 2001- (Sq. Km.) 2011 2001 2001 2011

Maharashtra 307713 19,95,81,477 16,61,97,921 54.78% 45.22% 365 15.99 22.57

India 32,87,240 1,21,01,93,422 1,02,87,37,436 72.18% 27.82% 382 21.5 17.64

Kolhapur 7685 3,876,001 3,523,162 68.23% 31.73 % 504 17.85 10.01

4.4.1 Sex Ratio Table 4.3: Sex Ratio at National Level and Maharashtra is summarized Sex Ratio, 2001 Sex Ratio, 2011 State/District Total Rural Urban Total Rural Urban India 933 946 900 943 949 929 Maharashtra 922 960 873 929 952 903

4.4.2 Projected Population Population projection is a scientific attempt to peep into the future population scenario, conditioned by making certain assumptions, using data relating to the past available at that point of time. The Component Method is the universally accepted method of making population projections because growth of population is determined by fertility, mortality and migration rates.

Because of declining fertility level in all the states, the crude birth rates (CBR) will also be declining. The CBR of 13.8 per thousand is expected to be in Maharashtra 2021-25. Projected population of Maharashtra by sex is presented in Table 4.4 Table 4.4: Projected Total Population by Sex in Maharashtra Yea Persons Male Female 2014r 117 61 55 2015 189118 2862 9056 2016 120 62 57 652 079 570 2017 121 63 57 076 849 222 2018 509122 6264 8858 2019 124 659 596 926 395 534 2020 125 65 59 932 141 174 2021 711127 6689 8160 2022 128 679 617 082 639 443 2023 398129 3568 0461 2024 130 689 622 689 052 636 2025 948132 7369 2162 2026 133 701 639 165 392 776 Source: Population Projections333 for India and States021 2001-2026 314 3 0 Global-JV-ICSPL Mar-18 Revision: R0 Page 35

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4.4.3 Literacy Literacy rate is a significant indicator of any district or state’s social development status as well as economy. The higher literacy rate indicates higher awareness and vice versa. It is observed from the Table 4.5 Literacy rate in Maharashtra has seen upward trend and is 82.34 percent as per 2011 population census. Of that, male literacy stands at 88.38 percent while female literacy is at 75.87 percent. In 2001, literacy rate in Maharashtra stood at 76.88 percent of which male and female were 85.97 percent and 67.03 percent literate respectively. Table 4.5: Literacy Status for the State of Maharashtra & PIA District Literate Rural Population Literate Urban Population State/District Total Males Females Total Males Females India 49,30,20,878 28,80,47,480 20,49,73,398 28,54,33,242 15,61,56,282 12,92,76,960 Maharashtra 1554290 23391475 18091286 40071529 21866109 18205420 Kolhapur 2,645,992 1,348,815 1,297,177 1,230,009 631,843 598,166 Source: Statistical Abstract, Maharashtra, 2012

4.4.4 Agriculture Even though Maharashtra is the most industrialized area agriculture still follows as major occupation and its farming lands are majorly dependent on rain. The main Cash crops include cotton, sugarcane, turmeric, and several oil seeds including groundnut, sunflower and soybean. The state has huge areas, under fruit cultivation of which mangoes, bananas, grapes, and oranges are the main ones. Maharashtra is a place of vivid and abundant resources of fish by its southern coastal region. It is affected by the ocean currents from Arabian sea which create a warm and moderate temperature for the survival of fishes. Majority of the state population depends upon farming activities. Wheat, rice, pulses; oil seeds and potatoes are the major agricultural products.

4.4.5 Tourism Maharashtra is the third largest state in India both in terms of area as well as population. The State is bounded by the Arabian Sea in the West, Gujarat in the North- West, Madhya Pradesh in the North and the East, Andhra Pradesh in the South-East, and Karnataka and Goa in the South. Mumbai is the largest city and the capital of Maharashtra. It is also the most populated city in India and the 5th most populous city in the world. The city that we see today is a collection of 7 islands which were joined into a single metropolitan through land reclamation techniques in the 18th century under the rule of the British East India Company. The domestic tourists visiting Maharashtra doubled during the last decade, from 41.29 lakhs in 1991 to 84.8 lakhs in 2001, whereas the number of foreign tourists visiting Mumbai increased from 7 million in 1991 to 8 million in 2001. The trade, hotels and restaurants sector in Maharashtra accounts for around Rs.1, 42,811 Cr., which is 16% of the Gross State Domestic Product. No specific estimates are available on the employment in the travel and tourism industry. From 1991 to 2010, the amount of FDI

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approved in the state for the projects in Hotel and Tourism Industry is to the tune of Rs.6, 326 Cr. for development of 95 Projects. Aurangabad is named after the Mughal emperor Aurangzeb and is one of the most prominent tourist places in Maharashtra. The city is famous for its historical monuments and the ancient caves of Ajanta and Ellora which are a national heritage site. The culture of this town is heavily influenced by the Mughal and the Muslim culture of Hyderabad and Marathi and Urdu are the main languages spoken here. The city has various lakes and the special cuisines in this region of Maharashtra are mouth watering Kolhapur is located at the banks of the Panchganga River and one of the Princely states of the Marathas. The city is considered to be the heart of the Maratha Empire and is famous for its various historical monuments and cultural heritage of the Marathi people. The climate is pleasant all year round with heavy rainfalls during the monsoons. Mahabaleshwar is a hill station in Maharashtra and is located at the Western Ghats. The average elevation of the place is approximately 1,353 meters above sea level and is the source of the Krishna River. The water originates from a spout which is shaped like the mouth of a cow and is situated at an ancient temple of Lord Shiva. The city is a famous summer retreat for the people in Mumbai and is famous for its lakes and trekking hotspots. Some areas require a special permit for non-Indians to visit. Foreign and Domestic tourist in Maharashtra presented in the Table 4.6.

Table 4.6: Domestic and Foreign Tourist in Maharashtra Year Domestic Foreign Total 2009 30628394 2426362 33054756 2010 48465492 5083126 53548618 2011 55333467 4815421 60148888 2012 66330229 5120287 71450516 2013 82700556 4156343 86856899 2014 94127124 4389098 98516222

4.5 Industry Mumbai is the commercial capital of India and has evolved into a global financial hub. The city is home to several global banking and financial service firms. Pune, another major city in the state, has emerged as the educational hub. Maharashtra has emerged as a key hub for IT and ITeS, electronics and captive business outsourcing industries.

In 2015-16, Maharashtra was one of the leading producers of sugarcane and cotton in the country. The state produced 72.1 million tonnes (MT) of sugarcane and 4.2 million bales of cotton.

Maharashtra accounts for approximately 35.1 per cent of the country's automobile output by value. The state has a well-developed social, physical and industrial infrastructure. Apart from four international and seven domestic airports, the state has two major and 53 minor ports. It also has a well-developed power supply grid. Maharashtra's infrastructure sector has grown significantly over the last decade, with

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a substantial rise in the number of industrial clusters and public-private partnership (PPP) projects.

Figure 4.2: Industrial Map of Maharashtra Table 4.7: Work Participation for Main and Marginal Workers Total Agricultural House Hold Other Non- State / PIA Total Workers Cultivators Population Workers Workers Workers Workers MAHARAS HTRA 112374333 49427878 12569373 13486140 1225426 22146939 62946455 State (%) 43.99 39.81 42.71 3.88 70.14 56.01 kolhapur 3876001 1704054 660872 266028 29932 717222 2171947 Total in PIA 3876001 1704054 660872 266028 29932 717222 2171947 PIA (%) 43.96 45.49 18.31 2.06 49.37 56.04 Source: Census of India, 2011

4.6 Forestry The forest cover of Maharashtra is 47482sqKm with crown density of 40 percent and the remaining 16588 sq. Km being ‘open forest’ with density falling from 10 to 40 percent.

4.7 Livestock Production According to Maharashtra 19th livestock census 48% were cattle, 17%were Buffalo, 26% were Goat, 8% were Sheep and 1% were Pig. Whereas in 18th Livestock Census 45% were Cattle, 17% were Buffalo, 29% were Goat, 8% were Sheep and 1% were Pig.

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4.8 Road Infrastructure

4.8.1 Transport Transport sector plays a significant role in the overall infrastructure development which enables social, culture and trade development between Countries and States. Capacity requirements in transport are expected to double every decade in the medium term. This will consequently require large step-up in investments for capacity creation. Transport infrastructure consists of fixed infrastructure necessary for transport, such as roads, railways, airways, waterways, canals, pipelines, terminals and portable infrastructure like inland vessels, cargo & passenger transport vehicles etc. Transportation is an integral part of all commercial and social development processes. Any improvements in the sector will set the stage for much more widespread innovation in development processes. The benefits from the investments in roads sector are indirect, long term and perhaps, not immediately visible.

4.8.2 Road Transport Sector in Maharashtra The state Maharashtra has a road network National Highway of 4766Km, State Highways 40022 Km, MDRs 50825 Km, ODRs 58115 and VRs 145879Km.

Growth in Vehicle Ownership The vehicle registration data for the state of Maharashtra is presented in the Table 4.8 Car has registered an impressive growth of 11.6% (CAGR) during the period 2004-12. Commercial vehicle increased at 10.8% (CAGR) during this period, whereas the buses increased at 3.6% (CAGR).

Table 4.8: Total Vehicle Registered in Maharashtra (As of 31st March) Year 2-wheeler Car/Jeeps Bus Commercial 2004-05 69,26,576 14,36,196 63,405 5,59,847 2005-06 76,91,856 15,87,777 66,754 6,21,971 2006-07 85,73,679 17,63,450 89,425 7,00,356 2007-08 19,53,826 19,53,826 95,200 7,80,992 2008-09 1,02,12,360 21,18,630 97,550 8,45,617 2009-10 1,11,81,762 23,32,524 1,02,568 8,96,397 2010-11 1,24,29,011 25,90,223 1,08,538 9,73,788 2011-12 1,39,21,763 29,06,943 1,19,118 10,67,825 2012-13 1,54,57,123 32,30,011 1,29,535 11,42,091 CAG 9.85% 10.0% 8.43% 8.78% R Source: Road Transport Year Book

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4.8.3 Railways in Maharashtra Railway is the lifeline of State’s transport infrastructure having network of 6,226 km., which comprises of 5,661 km. of broad gauge lines & 459 km. of narrow gauge lines & 106 km. of meter gauge lines. The rail traffic in Maharashtra falls under the Central, Western, Konkan, South-East Central, South Central divisions. One of the most important project viz. the Mumbai Urban Transport Project (MUTP) evolved by Mumbai Metropolitan Region Development Authority (MMRDA) aims to develop world class infrastructure for an efficient, safe & sustainable railway system in Mumbai Metropolitan Region.

4.8.4 Air Transport The State of Maharashtra has four Airports situated at Mumbai, Pune, Aurangabad & Nagpur. These airports are also handling domestic passengers. Apart from these four airports there are domestic airports at Kolhapur, Solapur & Nanded. Air Cargo services which commenced at Ojhar Airport in September, 2011 in Nashik district, has helped to de-congest traffic at Mumbai Airport and is also cost effective for Import-Export Table 4.9: Airport near Kolhapur Airports Near Chandrapur Type Mumbai International/Domestic Pune International /Domestic Goa International/Domestic Hubli Domestic Belgaum Domest Kolhapur Local

4.8.5 Coastal Ports Maharashtra has 48 minor ports spread over a distance of 720 km. of sea coast. It is the most industrialized state in the country. The completion of Konkan Railway along the West coast from Mumbai to Mangalore has added further impetus for the development of the coastal area. The State of Maharashtra located on the western coast of India having720 km. of coastline. The State has two important ports i.e. Mumbai Port Trust (MbPT) & Jawaharlal Nehru Port Trust (JNPT) both located in and around Mumbai harbor. Apart from the above two major ports, there are 36 and 12 minor ports in the State which are handling cargo and passenger traffic respectively.

4.9 State Economy Maharashtra is one of the largest, wealthiest and developed states in India. Maharashtra's gross state domestic product for 2014 is estimated at $295 Billion in current prices which rose to $398 Billion in 2015. As of 2010 Maharashtra had a Per Capita Income of $1,660, far ahead of national average of $1,219. Maharashtra's GDP Per Capita crossed the US$2,000 threshold for the first time in 2011. Maharashtra is third-most urbanized state with urban population of 45% of whole population. Mumbai, the capital of Maharashtra and also the financial capital of India houses the headquarters of almost all major banks, financial institutions, insurance companies and

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mutual funds. India's largest stock exchange Bombay Stock Exchange, oldest in Asia, is located in the city. More than 41% of the S&P CNX 500 conglomerates have corporate offices in Maharashtra. After successes in the information technology in the neighboring states, Maharashtra has set up software parks in Pune, Mumbai, Navi Mumbai, Nagpur and Nasik, Aurangabad and Latur. Maharashtra is the second largest exporter of software with annual exports of Indian Rupees 18,000 Crores and accounts for more than 30 per cent of the country's software exports, with over 1,200 software units based in the state. Maharashtra ranks first nationwide in coal-based thermal electricity as well as nuclear electricity generation with national market shares of over 13% and 17% respectively. Maharashtra is also introducing Jatropha cultivation and has started a project for the identification of suitable sites for Jatropha plantations Ralegaon Siddhi is a village in Ahmednagar District that is considered a model of environmental conservation. The GDP and NSDP of Maharashtra are presented in Table 4.10. Table 4.10: GDP and Maharashtra NSDP Growth Year GDP Growth Maharashtra NSDP Growth 2005-06 9 14.49 2006-07 .9 13.77 2007-08 4.9 11.64 2008-09 5.6 1.57 2009-10 31.8 9.66 2010-11 3.8 11.39 2011-12 62. 4.24 2012-13 58.3 7.65 2013-14 62.4 7.54 Source: Department of Economics & 47.St atistics 80 4.9.1 State Domestic Product (SDP) 4 The State Domestic Product (SDP) represents the total monetary value of all the goods produced and services rendered during a given period of time, generally a year, within the geographical boundaries of the State. Gross State Domestic Product (GSDP), Net State Domestic Product (NSDP) and Per Capita Net State Domestic Product or Per Capita Income (PCI) are evaluated both at current and constant prices. The SDP estimates at constant prices are obtained by evaluating the goods and services at prices prevailing in the market during the year and the estimates at constant prices are prepared by evaluating the goods and services of current year with base year prices.

4.9.2 Net State Domestic Product (NSDP) The Net State Domestic product is arrived at after deducting the value of Consumption of Fixed Capital (CFC) or depreciation from the Gross State Domestic Product. The Net State Domestic Product (NSDP) at constant (2004-05) prices for the year 2013 - 14 is estimated to be Rs. 805593 Crores as compared to Rs. 370023 Crores in the year 2004-05, thus registering an increase of 8.22% over the previous year.

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The year-wise estimates and composition of Net State Domestic Product (NSDP) by broad sectors of economy from the year 2004-05 up to year 2013-14, at constant prices, is given in Table 4.11 Table 4.11: NSDP & NDDP of PIA districts at constant Prices (2004-05) District/Year Maharashtra Kolhapur 2004-05 3,70,023 18173 2005-06 4,23,632 19987 2006-07 4,81,983 23817 2007-08 5,38,081 26292 2008-09 5,46,533 27631 2009-10 5,99,338 28881 2010-11 6,67,625 31474 2011-12 6,95,904 33347 2012-13 7,49,137 36446 2013-14 8,05,593 38703 CAGR (2004-13) 8.22% 8.05% Source: Department of Economics & Statistics-Maharashtra Net State Domestic Product of Maharashtra has grown at 8.22% from 2005 to 2014. PIA Districts has grown less than state NSDP.

4.9.3 Per Capita Income (PCI) Dividing the Net State Domestic product by the total population of the State derives Per Capita Income. As per available data the per capita income for the year 2013-14 at constant prices is estimated at Rs.69097 as compared to Rs.65095 for the previous year 2012-13. Per Capita Income have been depicted in Table 4.12 from 2004-05 to 2013-14 for Maharashtra state and PIA Districts. Table 4.12: Per Capita Income of Maharashtra and PIA Districts District/Year Maharashtra Kolhapur

2004-05 36,077 24062 2005-06 40,671 26240 2006-07 45,582 29888 2007-08 50,138 33713 2008-09 50,183 33117 2009-10 54,246 35934 2010-11 59,587 38164 2011-12 61,276 37835 2012-13 65,095 41720 2013-14 69,097 43863 CAGR (2004-13) 6.80% 6.23%

Source: Department of Economics & Statistics-Maharashtra Per Capita Income of Maharashtra is 69097 compare to 39904 at national level. Growth in Per Capita Income of Maharashtra state is more than India. Maharashtra per capita income is growing at 6.80% per annum. Growth of Per Capita Income of PIA Districts are less than state level.

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4.9.4 Economy Projections Considering the trend analysis, future prospects for growth, future economy has been projected. An approach which considers saturation and sustainability has been adopted. The initial period is expected to follow the recent growth in economy before it stabilizes to lower growth. GDP growth of India is also studied and its future trend has been used to project the GDP of India. Recent trend of GDP of India is growing and expected to grow. The growth of the economy of the project influence area based on the growth of the National GDP. Past GDP trend is presented in the Table 4.13. Table 4.13: Past Trends in GDP Year GDP (Crore) GDP Growth (%) 2004-05 26,51,573 2005-06 29,02,180 9.45 2006-07 31,78,664 9.53 2007-08 34,69,008 9.13 2008-09 36,89,772 6.36 2009-10 39,94,165 8.25 2010-11 43,48,232 8.86 2011-12 46,19,695 6.24 2012-13 47,94,228 3.78 2013-14 49,88116 4.04

Seeing the current trend of GDP in the national level economy, projected GDP has been moderated and presented in Table 4.14. Table 4.14: GDP Growth Year Projected GDP 2017-20 Gro7.6w th 2021-25 7.7 2026-30 7.3 2031-35 6.7 2036-40 6.0 >2040 6.0

The share of the Maharashtra state economy in the national level economy is presented in Table 4.15. The share of Maharashtra state economy in the national economy is around 16.2% in the year 2013-14. To estimate the NSDP growth, state economy shares has been projected with the trend in the share and then multiplied with the projected GDP. Table 4.15: Contribution of PIA State NSDP to National GDP Year Maharashtra 2004-05 14.0 2005-06 14.6 2006-07 15.2 2007-08 15.5 2008-09 14.8 2009-10 15.0

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2010-11 15.4 2011-12 15.1 2012-13 15.6 2013-14 16.2

The share of the PIA district economy in the state economy is presented in the Table 4.16.

Table 4.16: Contribution of PIA District to State NSDP Year Kolhapur 2004-05 4.9 2005-06 4.7 2006-07 4.9 2007-08 4.9 2008-09 5.1 2009-10 4.8 2010-11 4.7 2011-12 4.8 2012-13 4.9

To estimate the NDDP growth, district economy shares have been projected and multiplied with projected NSDP. The projected NSDP and NDDP for the PIA have been estimated from the projected GDP and state and district share projections. Projected NSDP and NDDP for the PIA are presented in the Table 4.17. Projected Per Capita Income of the project influence area is estimated by dividing the economy to the projected population and presented in Table 4.18. Table 4.17: Estimated NSDP and NDDP Projection of PIA District and State NDDP NSDP Projection Year Kolhapur Maharashtra 2017-20 7.8 7.9 2021-25 7.8 7.9 2026-30 7.5 7.5 2031-35 6.8 6.8 2036-40 6.1 6.1 >2040 6.1 6.1 Table 4.18: Estimated Per Capita Income Growth of PIA District and State

PCI Projection Year Kolhapur Maharashtra 2017-20 6.6 6.7 2021-25 6.7 6.8 2026-30 6.0 6.0

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PCI Projection Year Kolhapur Maharashtra 2031-35 5.3 5.3 2036-40 4.6 4.6 >2040 4.6 4.6

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CHAPTER-5 TRAFFIC SURVEY AND ANALYSIS

5.1 Introduction The traffic study aims at estimating the base year Average Daily Traffic and Travel Characteristics on the project corridor and forecasting the Annual Average Daily Traffic (AADT) for project horizon year. Various aspects of traffic study are presented in subsequence sections of this chapter. Results of the traffic analysis will form inputs for designing the pavement, capacity of the road, carrying out economic and financial analysis, planning the wayside amenities along with design of intersections etc.

5.2 Traffic Surveys and locations To capture the traffic flow characteristics, travel pattern and other characteristics related to the Project Road, the following primary traffic surveys have been conducted • Classified Traffic Volume Count (CTVC) • Origin-Destination Survey (OD) • Axle Load Survey (AL) • Turning Movement Survey (TMC) Traffic survey locations for carrying out CTVC, OD & axle load surveys were selected after a site reconnaissance considering the following parameters: • The station should represent homogeneous traffic section • The station should be outside urban and local influence • The station should be located in a reasonably level terrain with good visibility • The O-D stations should preferably be located near police stations for the convenience and safety of stopping vehicles for roadside interview survey. The traffic survey schedule has been presented in the table below. Table 5.1: Location and Schedule of different Traffic Surveys Sr. Homogeneous Duration of Type of Survey Survey Date No. Section Location Survey Classified Traffic 7 days 24 78+800 13/06/2017- 1. V olume Count Section-1 hours (Near Kadgaon Village) 19/06/2017 (CTVC) 78+800 24 hours 2. OD Survey Section-1 19/06/2017 (Near Kadgaon Village) 78+800 24 hours 3. Section-1 19/06/2017 Axle Load Survey (Near Kadgaon Village) Turning Movement 93+400 12 hours 4. - 22/06/2017 Counts (TMC) (Gargoti Town)

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5.3 Traffic Surveys Analysis

5.3.1 Average Daily traffic The traffic volumes counted in 15 minute intervals have been aggregated to one-hour volumes. These are presented in the Appendix. The hourly volumes have been aggregated into daily volumes for the entire survey period (7-days). The daily volumes are then averaged for ADT. To express the classified vehicular count in terms of PCUs, the PCU factors as given in IRC-64: 1990 have been considered. For ready reference, the PCU Factors considered in the analysis are given in the Table below. Table 5.2: PCU Factors as per IRC 64:1990 S. No. Vehicle Type PCU Factor 1 Two Wheeler 0.50 2 Car/Jeep/ Van/Taxi/ Auto 1.00 3 Mini 1.50 BUS 4 Standard 3.00 5 LCV 1.50 6 2-Axle 3.00 7 3 -Axle 3.00 Truck Multi-Axle/ 8 4.50 with Trailer 9 Agricultural With Trailer 4.50 10 Tractor Without Trailer 1.50 11 Cycle 0.50 12 Cycle Rickshaw 2.00 13 Hand Cart 3.00 14 Bullock Cart 8.00 Animal Drawn 15 Horse 4.00

The summary of ADT, as observed on the Project Road, in terms of numbers of vehicles and PCU are given in the Table below. Table 5.3: Summary of Average Daily Traffic (ADT) Km 78+800 Vehicle Category ADT ADT (Nos) (PCU) Two-Wheeler 3848 1924 Three-Wheeler/ Auto 24 24 Car/Jeep/Van/ Taxi 574 574 Mini Bus 4 6 Bus 99 298 LCV 199 299 2-Axle Truck 22 67 3-Axle Truck 1 4 M-Axle Truck 4 20 Tractor with Trailer 27 122

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Km 78+800 Vehicle Category ADT ADT (Nos) (PCU) Tractor Without Trailer 5 8 Total Fast-Moving Vehicles(FMV) 4809 3345 Cycle 18 9 Cycle Rickshaw 0 0 Hand Cart 5 15 Bullock Cart 1 9 Horse Cart 0 0 Total Slow-Moving Vehicles(SMV) 25 33 Total 4834 3379 CVPD 330 —

5.3.2 Temporal Variation Analysis has been carried out to understand the following parameters on temporal variation of traffic on the Project Road • Daily variation of traffic, • Hourly variation of traffic, and • Peak Hour Factor (PHF) The results and findings from the above analysis are given below. Daily Variation Daily variations in traffic in terms of number of vehicles & PCU at all the count locations are given below. Table 5.4: Daily variation of Traffic Daily Variation Day- Day- Day- Day- Day-1 Day-2 Day-5 of Traffic 3 4 6 7 Numbers 5184 4447 4895 4717 4923 5147 4522 PCU 3545 3143 3492 3267 3393 3656 3157

Figure 5.1: Daily variation of Traffic Daily Variation of Traffic 6000

5000

4000

3000 No 2000

Traffic Volume PCU 1000

0 Day-1 Day-2 Day-3 Day-4 Day-5 Day-6 Day-7 Day

Hourly Variation Hourly variations in traffic in terms of number of vehicles & PCU at all the count locations are given below.

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Table 5.5: Hourly variation of Traffic Km 78+800 Time (Hour) Traffic Traffic (Number) Peak Hour Factor (%) (PCU) 8-9 246 185 5.49 9-10 369 268 7.93 10-11 435 293 8.66 11-12 462 304 8.98 12-13 380 264 7.80 13-14 366 251 7.44 14-15 365 250 7.41 15-16 357 240 7.11 16-17 376 261 7.72 17-18 408 278 8.23 18-19 327 227 6.71 19-20 257 174 5.14 20-21 163 122 3.61 21-22 70 56 1.64 22-23 40 31 0.91 23-00 13 11 0.33 00-1 4 3 0.10 1-2 3 2 0.07 2-3 2 1 0.04 3-4 1 1 0.03 4-5 3 3 0.10 5-6 7 9 0.28 6-7 37 33 0.97 7-8 142 111 3.28 Total 4834 3379

Figure 5.2: Hourly variation of Traffic

Avg. Hourly Variation of Traffic 500 450 400 350 300 250 200 No 150 PCU 100 Traffic Volume 50

8-9 3-4 4-5 5-6 6-7 7-8 1-2 2-3

9-10 00-1

10-11 11-12 12-13 17-18 18-19 19-20 20-21 21-22 22-23 23-00 13-14 14-15 15-16 16-17 Hour

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From the above figures on hourly variation the following can be derived: • The passenger traffic, and therefore on the Project Road, moves mostly during the day time, and it is very low particularly between 00:00 hrs in the night to 05:00 hrs in the morning. • The slow-moving traffic during night is negligible, with most of the slow-moving traffic moving during the day. • Goods traffic moves more or less same in the night as well as in the day time. • Truck traffic during night time(significantly after 10 pm) indicates that the project road carry significant amount long distance traffic, as the short distance truck traffic mostly tends to travel during the day time and long distance truck prefers to ply during night time. Peak Hour Factors (PHF) Hourly variations observed in traffic have been analyzed for PHF (Peak Hour Flow as a percentage of the total day flow) and are summarized in Table below. Table 5.6: Peak Hour Factors observed on the Project Road Peak PHF Count Location Hour (%) 11.00- Km 78+600 8.98 12.00

The above PHF represent a nearly uniform traffic distribution. As described earlier, smaller value of PHF (in the range 6.0 to 9.0) implies that the traffic on the project road is spread over a larger duration of time in a day.

5.3.3 Traffic Composition The composition has been shown in the table below. Table 5.7: Traffic Composition Pattern on the Project Road Km 78+600 Vehicle Category ADT (No) % of Total Two-Wheeler 3848 79.61 Three-Wheeler/ Auto 24 0.50 Car/Jeep/Van/ Taxi 574 11.88 Mini Bus 4 0.08 Bus 99 2.05 LCV 199 4.12 2-Axle Truck 22 0.46 M -Axle Truck 1 0.03 Artic/ Semi Artic 4 0.09 Tractor With Trailer 27 0.56 Tractor Without Trailer 5 0.10 Total First Moving Vehicles(FMV) 4809 99.48 Cycle 18 0.38 Cycle Rickshaw 0 0.00 Hand Cart 5 0.10

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Km 78+600 Vehicle Category ADT (No) % of Total Bullock Cart 1 0.02 Horse Cart 0 0.00 Total Slow Moving Vehicles(SMV) 25 0.51 Total 4834 100.00

Major traffic found on the road is two wheeler traffic (79.61%) and car/jeep/van/auto traffic (11.88%). Goods traffic comprises around 4.70% of total traffic in which 0.59% are truck. It indicates that fewer numbers of goods traffic specially truck travel along this road which doesn’t contribute significant PCU in total traffic.

Tractor Cycle Rickshaw Hand Cart Traffic Composition Pattern Without Traffic (PCU) Composition Pattern Tractor With 0.00% Tractor Without Cycle 0.44% M-Axle Truck Trailer Cycle Rickshaw Trailer 3-Axle Truck…2-Axle Truck Trailer 0.27% Bullock Cart 0.09% Cycle 0.10% Hand Cart Tractor With 0.00% 0.56% LCV 0.46% Trailer 0.22% 0.27% Bus 0.38% 0.10% 3-Axle Truck 4.12% 3.60% 2.05% 0.13% Bullock Cart Horse Cart Horse Cart 0.02% Mini Bus M-Axle Truck 0.00% 0.00% 0.08% 0.59% 2-Axle Truck Car/Jeep/Van/ 1.99% Taxi 11.88% LCV 8.84% Three Wheeler/ Auto 0.50% Bus 8.82%

Mini Bus 0.17% Two Wheeler Car/Jeep/Van/ Three Wheeler/ 56.95% Two Wheeler Taxi Auto 79.61% 17.00% 0.71% Figure 5.3: Traffic Composition Pattern

5.3.4 Annual Average Daily Traffic (AADT) The Average seasonal correction factors for petrol and diesel driven vehicles, described in the previous sections have been applied to ADT to derive AADT. The AADT is used for pavement design and economic analysis. The AADT, thus derived is given in the Table below. Table 5.8 AADT at different survey locations Km 78+600 Vehicle Category AADT (Nos) AADT (PCU) Two-Wheeler 3771 1886 Three-Wheeler/ Auto 24 24 Car/Jeep/Van/ Taxi 563 563 Mini Bus 4 6 Bus 105 316 LCV 211 316 2-Axle Truck 24 71 M -Axle Truck 2 5 Artic/ Semi Artic 5 21 Tractor With Trailer 29 129 Tractor Without Trailer 5 8

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Km 78+600 Vehicle Category AADT (Nos) AADT (PCU) Total Fast Moving Vehicles (FMV) 4742 3344 Cycle 18 9 Cycle Rickshaw 0 0 Hand Cart 5 15 Bullock Cart 1 9 Horse Cart 0 0 Total Slow-Moving Vehicles 25 33 (SMV) Total 4766 3377 CVPD 350 —

5.3.5 Origin – Destination Survey To understand the travel pattern in the region, Origin and Destination (O-D) Survey was carried out for one day (24 hours) at the aforesaid locations. The O-D survey on the project road was carried out based on the roadside interview method as per IRC: 102-1988. Both passenger and commercial vehicles plying on the project road were stopped on a random sampling basis and interviewed. Police assistance was arranged at the survey locations for successfully carrying out these surveys. The travel characteristics obtained by O-D survey facilitate the identification of the traffic characteristics based on its origin and destination. Trained enumerators under the supervision of transport planners collected the trip characteristics using the survey forms designed for this purpose. The O-D survey elicited characteristics like origin, destination, frequency, length of trip, etc., both for passenger and goods vehicles. The information collected during roadside interviews was analyzed to obtain the trip distribution based on a zoning system suitably designed in the study. Before presenting the travel pattern, the sample size considered for O-D surveys are presented first in the following section.

Zoning System For understanding the spatial dimensions of the trip characteristics of the vehicles interviewed during the O-D survey, a scientifically derived zoning system was adopted. Two major types of areas were identified on a broad basis, i.e. • Immediate Influence Area (IIA) of the Project Road: This region contributes to most of the trips observed on the Project Road, and primarily includes the towns/cities and districts around and near the Project Road. • Project Influence Area (PIA) of the Project Road: This region contributes trips, but to a lesser degree when compared to IIA. While defining zone boundaries, the following were considered: • Important towns and industrial centers along the project road and competing roads in the region.

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• Administrative boundaries of district and state boundaries. Configuration of the project roads in the regional road network with respect to other SH & NH. The travel pattern observed on the project road is fairly simple; with most of the traffic is state bound. The Zoning System considered in this study has been presented in Table below. Table 5.9: Zoning System Considered for the Study Sr. Zone Zone Zone Description Remarks No. No. Type 1 1 Local within 5-10km (Kadgaon etc.) Internal Local 2 2 Tamble,Dasewadi, Anap etc. Internal Town Level 3 3 Gargoti Internal Town Level 4 4 Radhanagri,Mudhal Titta, Murgud etc Internal Town Level 5 5 Kolahapur City External Town Level 6 6 Rest of Kolhapur District External District Level Districts Adjacent to Kolhapur District 7 7 External District Level (Sindhudrg, Sangli, Ratnagiri) 8 8 Rest of Maharashtra State External State level Karnataka. Andhra Pradesh, 9 9 External State level Telangana, Goa 10 10 Rest of India External State level

Travel Pattern The origins and destinations of various types of vehicles observed at the O-D survey locations have been analyzed for O-D Matrices as per the Zoning System presented above. O-D matrices for Passengers vehicle and Goods vehicles are given in the Tables below. Table 5.10: Trip Matrix of Passengers Vehicles DESTINATION ZONES TOTAL O/D 1 2 3 4 5 6 7 8 9 10 1 4 0 48 4 0 12 0 0 0 0 68 2 0 0 24 0 0 14 0 0 0 0 38 3 81 5 0 2 0 7 0 2 0 0 97 4 3 0 0 0 0 0 0 0 0 0 3 5 19 2 0 0 0 3 0 3 0 0 27 6 0 0 10 2 0 0 0 0 0 0 12

7 0 0 2 0 0 5 0 0 0 0 7 ORIZIN ZONESORIZIN 8 6 0 10 0 0 3 0 0 0 0 19 9 2 0 0 0 0 0 0 0 0 0 2 10 1 0 0 0 0 0 0 0 0 0 1 TOTAL 116 7 94 8 0 44 0 5 0 0 274

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Table 5.11: Trip Matrix of Goods Vehicles DESTINATION ZONES TOTAL O/D 1 2 3 4 5 6 7 8 9 10 1 3 0 0 7 11 19 0 3 4 0 47 2 0 0 0 2 3 4 0 1 1 0 11 3 16 5 0 0 0 1 2 1 0 0 25 4 7 6 0 0 1 2 3 1 0 0 20 5 6 2 0 0 0 1 0 0 0 0 9 6 0 1 0 1 0 1 0 1 3 0 7

7 0 0 0 0 0 0 0 0 0 0 0 ORIZIN ZONESORIZIN 8 4 1 0 2 1 1 0 0 1 0 10 9 6 1 0 0 0 1 1 0 0 0 9 10 2 0 0 0 0 0 0 0 0 0 2 TOTAL 44 16 0 12 16 30 6 7 9 0 140

Zone Influence Factor Zone Influence Factors (ZIF) can be explain as the relative contributions of various zones to trip generation. The ZIF are calculated as follows: O + D ZIF = i i i 2 T i=1,n, j=1,n ij Where,

ZIFi is the Zone Influence Factor of Zone i

Oi is the number of trip production s from Zone i

Di is the number of trip attraction s from Zone i

Tij is the number of trips between Zones i & j

Table 5.12: Zone Influence Factor Passengers Vehicles Goods Vehicles Zone Zone Description Trip Trip ZIF Trip Trip ZIF No. Production Attraction (%) Production Attraction (%) Local within 5-10km 1 68 116 33.58 47 44 32.50 (Kadgaon etc.) Tamble,Dasewadi, 2 38 7 8.21 11 16 9.64 Anap etc. 3 Gargoti 97 94 34.85 25 0 8.93 Radhanagri,Mudhal 4 3 8 2.01 20 12 11.43 Titta, Murgud etc 5 Kolhapur City 27 0 4.93 9 16 8.93 Rest of Kolhapur 6 12 44 10.22 7 30 13.21 District Districts Adjacent to Kolhapur District 7 7 0 1.28 0 6 2.14 (Sindhudrg, Sangli, Ratnagiri) Rest of Maharashtra 8 19 5 4.38 10 7 6.07 State

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Passengers Vehicles Goods Vehicles Zone Zone Description Trip Trip ZIF Trip Trip ZIF No. Production Attraction (%) Production Attraction (%) Karnataka. Andhra 9 Pradesh, Telangana, 2 0 0.36 9 9 6.43 Goa 10 Rest of India 1 0 0.18 2 0 0.71 Total 274 274 100 140 140 100

From the above tables, the following travel pattern on the project road can be deduced: • 60-70% of the both passenger traffic & goods traffic on the project road is local/project district bound bound. • 5-15% of the both passenger traffic & goods traffic on the project road is Districts Adjacent to Kolhapur District. • 5-10% of the both passenger traffic & goods traffic on the project road is Maharashtra State Bound. • About 1-5% of traffic is from adjacent Karnataka/Andhra Pradesh/Telangana /rest of India bound.

5.3.6 Axle Load Survey For the purpose of preliminary pavement design required for the project, axle load surveys have been carried out on the project road at the aforesaid locations. The traffic census and the axle load surveys were conducted side by side. In the traffic census surveys, all types of vehicles traveling in both directions were counted throughout the Axle Load Survey period. The traffic census data provides the actual break down of the traffic composition. Due to the requirement of stopping a vehicle for weighing, it is not possible to weigh all the commercial vehicles passing through the site. More than20% of commercial vehicles were weighed in the 24 hours duration on a random sampling basis. The vehicle damage factor (VDF) 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 axles per commercial vehicle. The VDF varies with the vehicle axle configuration, axle loading, terrain, type of road and from region to region. The VDF is arrived at from axle load surveys on typical road sections so as to cover various influencing factors, such as traffic mix, mode of transportation, commodities carried, time of the year, terrain, road conditions and degree of enforcement. The axle load spectrum observed on the project road, along with the vehicle damage factors (VDFs) is given in the following Table. Details of VDF Calculation have been produced in Appendix.

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Table 5.13: VDF observed on the Project Road Types of Vehicles At km 78+600 Multi Axle 7.078 3-Axle Truck 10.363 2-Axle Truck 4.882 Mini Bus 0.096 Bus 0.233 LCV 0.462

Figure 5.4: VDF observed along the Project Road VDF

12.000

10.000

8.000

6.000 VDF 4.000

2.000

0.000 Multi 3-Axle 2-Axle Mini Bus Bus LCV Axle Truck Truck

5.3.7 Traffic Growth Rates

As per IRC: 37-2012, minimum growth rate to be considered is 5%. Growth rates of slow moving vehicles are assumed as 5%. Adopted growth rates of different vehicles are shown in the table below.

5.3.8 Traffic Forecasts Traffic forecasts are required for planning and design of the Project Road (including Pavement Design). Traffic volume presented in the above clauses represents the traffic on the project road. Traffic forecasts for a period of 15 years after completion of road construction (Traffic survey year-2017, DPR preparation year 2017, construction period: 2018-2019 i.e.2 years, and projection up to year of 2049 i.e.30 years) have been presented in the Tables below.

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Table 5.14: Traffic Forecasts

FAST MOVING VEHICLES SLOW MOVING VEHICLES

/ /

Total Total

Year with

(No) (PCU)

Axle

Wheeler

Axle Axle

Wheeler

Bus - -

Taxi LCV

Auto

Cycle

2 3

Trailer Trailer

Mini Bus Mini

Hand Cart Hand

Horse Cart Horse

Tractor Tractor

Bullock Cart Bullock

Two

Car/ Jeep/ Van/ Van/ Jeep/ Car/

Three

Tractor Without Without Tractor Cycle Rickshaw Cycle 2017 3771 24 563 4 105 211 24 2 5 29 5 18 0 5 1 0 4766 3377 2018 3960 25 591 4 111 221 25 2 5 30 6 19 0 5 1 0 5005 3546 2019 4158 26 621 5 116 233 26 2 5 32 6 20 0 6 1 0 5255 3724 2020 4366 27 652 5 122 244 28 2 5 33 6 21 0 6 1 0 5518 3910 2021 4584 29 684 5 128 256 29 2 6 35 6 22 0 6 1 0 5794 4105 2022 4813 30 718 5 134 269 30 2 6 37 7 24 0 6 1 0 6083 4311 2023 5054 32 754 5 141 283 32 2 6 38 7 25 0 7 2 0 6387 4526 2024 5306 33 792 6 148 297 33 2 7 40 7 26 0 7 2 0 6707 4752 2025 5572 35 832 6 155 312 35 2 7 42 8 27 0 7 2 0 7042 4990 2026 5850 36 873 6 163 327 37 2 7 44 8 29 0 8 2 0 7394 5239 2027 6143 38 917 7 171 344 39 2 8 47 9 30 0 8 2 0 7764 5501 2028 6450 40 963 7 180 361 41 3 8 49 9 32 0 9 2 0 8152 5777 2029 6772 42 1011 7 189 379 43 3 8 51 10 33 0 9 2 0 8560 6065 2030 7111 44 1062 8 198 398 45 3 9 54 10 35 0 9 2 0 8988 6369 2031 7467 47 1115 8 208 418 47 3 9 57 10 36 0 10 2 0 9437 6687 2032 7840 49 1170 8 219 439 49 3 10 59 11 38 0 10 2 0 9909 7021 2033 8232 51 1229 9 230 460 52 3 10 62 12 40 0 11 2 0 10404 7372 2034 8644 54 1290 9 241 483 54 3 11 66 12 42 0 11 3 0 10925 7741

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FAST MOVING VEHICLES SLOW MOVING VEHICLES

/ /

Total Total

Year with

(No) (PCU)

Axle

Wheeler

Axle Axle

Wheeler

Bus - -

Taxi LCV

Auto

Cycle

2 3

Trailer Trailer

Mini Bus Mini

Hand Cart Hand

Horse Cart Horse

Tractor Tractor

Bullock Cart Bullock

Two

Car/ Jeep/ Van/ Van/ Jeep/ Car/

Three

Tractor Without Without Tractor Cycle Rickshaw Cycle 2035 9076 57 1355 10 253 508 57 4 11 69 13 44 0 12 3 0 11471 8128 2036 9530 59 1423 10 266 533 60 4 12 72 13 47 0 13 3 0 12044 8535 2037 10006 62 1494 11 279 560 63 4 12 76 14 49 0 13 3 0 12647 8961 2038 10506 66 1568 11 293 588 66 4 13 80 15 51 0 14 3 0 13279 9409 2039 11032 69 1647 12 308 617 70 4 14 84 16 54 0 15 3 0 13943 9880 2040 11583 72 1729 13 323 648 73 5 14 88 16 57 0 15 4 0 14640 10374 2041 12162 76 1816 13 339 680 77 5 15 92 17 59 0 16 4 0 15372 10892 2042 12771 80 1906 14 356 714 81 5 16 97 18 62 0 17 4 0 16141 11437 2043 13409 84 2002 15 374 750 85 5 17 102 19 66 0 18 4 0 16948 12009 2044 14080 88 2102 15 393 788 89 6 18 107 20 69 0 19 4 0 17795 12609 2045 14784 92 2207 16 413 827 93 6 18 112 21 72 0 20 4 0 18685 13240 2046 15523 97 2317 17 433 868 98 6 19 118 22 76 0 21 5 0 19619 13902 2047 16299 102 2433 18 455 912 103 7 20 124 23 80 0 22 5 0 20600 14597 2048 17114 107 2555 19 478 957 108 7 21 130 24 84 0 23 5 0 21630 15327 2049 17969 112 2682 19 501 1005 113 7 22 136 25 88 0 24 5 0 22712 16093

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5.3.9 Lane Requirement In the above table, traffic forecasts for a design period of 15 years (post construction) have been presented. Lane requirement for the project road has been calculated considering level of service B (LOS-B) and has been presented in the Table below. Table 5.15: Lane Requirement Section-1 Lane Requirement Year AADT Lane Requirement as per (LOS B) (PCU) new MoRT&H Circular as per IRC-64-1990 2017 3377 Intermediate Lane 2-Lane + Paved Shoulder 2018 3546 Intermediate Lane 2-Lane + Paved Shoulder 2019 3724 Intermediate Lane 2-Lane + Paved Shoulder 2020 3910 Intermediate Lane 2-Lane + Paved Shoulder 2021 4105 Intermediate Lane 2-Lane + Paved Shoulder 2022 4311 Intermediate Lane 2-Lane + Paved Shoulder 2023 4526 Intermediate Lane 2-Lane + Paved Shoulder 2024 4752 Intermediate Lane 2-Lane + Paved Shoulder 2025 4990 Intermediate Lane 2-Lane + Paved Shoulder 2026 5239 Intermediate Lane 2-Lane + Paved Shoulder 2027 5501 Intermediate Lane 2-Lane + Paved Shoulder 2028 5777 Intermediate Lane 2-Lane + Paved Shoulder 2029 6065 2-Lane 2-Lane + Paved Shoulder 2030 6369 2-Lane 2-Lane + Paved Shoulder 2031 6687 2-Lane 2-Lane + Paved Shoulder 2032 7021 2-Lane 2-Lane + Paved Shoulder 2033 7372 2-Lane 2-Lane + Paved Shoulder 2034 7741 2-Lane 2-Lane + Paved Shoulder

Table 5.16: Summary lane requirement& adopted lane configuration Lane Lane Design Requirement Requirement Adopted Lane Section AADT (LOS B) as per new Remarks Configuration (PCU) as per IRC- MoRT&H 64-1990 Circular Due to non-availability Section-1 7741 2-Lane 2-Lane + P.S 2-Lane of land width 2-lane has been proposed.

5.3.10 Million Standard Axle (MSA) MSA is required to calculate crust thicknesses required for the proposed pavement. Lane distribution factor (D) for calculation of ESA/MSA has been considered as 0.5 of total commercial vehicles in both directions for 2-lane/ 2-lane with paved shoulder. MSA for the project road has been presented in the following Table.

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Table 5.17: Summary of Million Standard Axles (MSA) Calculated Sr. Chainage (Km) MSA on year No 2034 1 Km 78+600 1.31

5.3.11 Pavement Curst Thickness of Flexible Pavement for New Construction As per Pavement Design Catalogue of IRC 37: 2012, flexible pavement thickness required is as follows: Table 5.18: Proposed Flexible Pavement Composition Design Pavement Crust Compositions Calculated Adopted CBR Section Period BC DBM WMM GSB Total MSA MSA (%) (Years) (mm) (mm) (mm) (mm) (mm) Section-1 15 1.31 10 8 40 60 250 200 550

5.3.12 Pavement Curst Thickness of Rigid Pavement for New Construction Rigid Pavement is proposed at built-up locations, the design life is the time from original construction to a terminal condition for a pavement structure. Structural design is carried to withstand the pavement for a traffic loading encountered over the design life. IRC: 58-2015 suggests design life of 30 years for the rigid pavements and accordingly, design period of 30 years has been considered for the design of pavement.

Following pavement composition is suggested at rigid pavement locations, Table 5.19: Proposed Rigid Pavement Composition Minimum Crust Composition S. No. Description of Rigid Pavement 1 PQC 280 mm 2 DLC 150 mm 3 GSB 150 mm Total 580 mm

The calculated pavement thicknesses have been checked by IIT-PAVE software. As per IRC-37-2012, VG-30 is to be used in this case since design MSA is less than 30. Analysis & result of IIT-PAVE have been attached at the end of this chapter. Summary has been tabulated below. Table 5.20: Horizontal & Vertical Strains Section-1 Location & crust Allowable Actual Strain thickness & type of Type of Strain Strain as per Remarks from IIT PAVE bitumen adopted IRC: 37-2012 BC-40mm, DBM- Horizontal Tensile Strain 348 X 10-6 285 X 10-6 Safe 60mm, WMM- in bottom of Bituminous Layer 250mm, GSB- Vertical Compressive 200mm, CRMB with Strain on the top of Sub- 530 X 10-6 391 X 10-6 Safe 80% reliability grade

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Hence adopted pavement thickness (BC=40mm, DBM= 60mm, WMM=250mm, GSB=200mm) is “safe”for the design traffic.

5.3.13 Pavement Curst Thickness of Rigid Pavement for New Construction Rigid Pavement is proposed in built-up locations, the design life is the time from original construction to a terminal condition for a pavement structure. Structural design is carried to withstand the pavement for a traffic loading encountered over the design life. IRC: 58-2015 suggests design life of 30 years for the rigid pavements and accordingly, design period of 30 years has been considered for the design of pavement. Following pavement composition is suggested at rigid pavement locations,

Summary of Rigid Pavement is as follows Slab Thickness : 280 mm. (45 kg/sq.cms. – Flexural) Dry Lean Concrete : 150 mm. (Minimum 7 MPA Compressive strength at 7 days) GSB : 150 mm. (Drainage layer) Tie Bar : 12 mm diameter Deformed bars Tie Bar Length (3.50m wide panel) : 64 cm Tie Bar Spacing (3.50m wide panel) : 65 cm c/c Dowel Bar : 36 mm dia (as per Table-5, IRC: 58-2015) Dowel Bar Length : 45 cm (as per Table-5, IRC: 58-2015) Dowel Bar Spacing : 30 cm c/c (as per Table-5, IRC: 58-2015)

5.3.14. Pavement Curst Thickness of Flexible Pavement for Overlaying BBD test was conducted along the project road in order to confirm the pavement strength. Details analysis has been provided in “Appendix to Main Report” volume.

Table 5.21: Overlay Thickness Calculated Adopted Average Equivalent Chainage (km) Required BC+DBM Overlay Length Characteristics Design BC+DBM BM(mm) (mm) Thickness (km) deflection MSA (mm) (A) BC DBM BC DBM From To adopted (mm) (A*0.7) (mm) (mm) (mm) (mm) 70+700 93+400 22.700 1.765 10 140 98 40 58 40 60

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CHAPTER-6 IMPROVEMENT PROPOSALS

6.1 General The improvement proposal primarily specifies widening and strengthening of existing road Mathkudal Shivdav Kadgaon Gargoti Road SH-179, km 58/000 to 93/210. The total length of project is 35.210 km the design of the project roads includes following design components: • Analysis of present traffic and future projections; • Analysis of existing pavement structure and its strength including overlay over the design period; • Determination of requirements for the new pavement; • Determination of adequacy of the hydraulic capacity and structural parameters of the existing structures; • Determination of adequacy of the road’s geometry (horizontal as well as vertical); • Determination of adequacy of intersections and improvement measures; and • Ensuring road safety aspects and these are addressed through provision of traffic control devices, roadside furniture and project facilities

6.2 Alignment and Geometry The existing alignment has single/intermediate-lane carriageway and the proposed lane configuration for the project is 2-lane /2-lane with paved shoulder throughout of its length. The project stretches traverses through plain and rolling terrain. No drainage problems were noticed along the alignment during road inventory except the existing gradient of the road is to be smoothened.

6.3 Cross Sectional Details 2-lane flexible pavement with earthen shoulders is proposed for the entire project highway as per traffic analysis except in the built-ups areas where 2-lane rigid pavement with paved shoulder and drain on both sides has been proposed. Typical Cross sections for the project road has been provided at the end of this chapter.

6.3.1 Lane Width The width of a basic traffic lane is taken to be 3.5 m. Thus, for 2-lane carriageways, width is taken 7.0 m.

6.3.2 Shoulders Width of shoulders in open & built-up areas is 1.5 on either side of the carriageway. Paved shoulder width of 1.5m has been taken in built-up area and earthen shoulder width has been restricted to 1.5 m due to ROW constraints.

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Table 6.1: Proposed widening scheme

Existing Lane Widening/ Strengthening Proposal

Single-lane/Intermediate lane 2-lane / 2-lane + P.S/2-lane+ Earthen Shoulder

Table 6.2: Summary of proposed Typical Cross-sections a) Section Details

From Length Proposed Existing Proposed Paved Prop Earthen Details of Proposed TCS To (m) Remark TCS (m) (m) Carriageway (m) Carriageway (m) Shoulder Shoulder

Flexible (2 Lane+Earthen Sh)-Existing 58000 59230 1230 New 7.0 3.00 2 x 1.50 TCS-1 3.75m Earthen (New Construction) Flexible (2 Lane+Earthen Sh)-Existing 880 Upgradation 7.0 3.75 2 x 1.50 TCS-2 3.75m Upgradation Flexible (2 Lane+Earthen Sh)-Existing 59230 70700 3070 Upgradation 7.0 3.75 2 x 1.50 TCS-2A 3.75m Upgradation Flexible (2 Lane+Earthen Sh)-Existing 7520 Upgradation 7.0 3.75 2 x 1.50 TCS-2B 3.75m Upgradation 280 Upgradation 7.0 5.50 2 x 1.50 TCS-3 Flexible (2 Lane+Earthen Sh)-Existing 70700 77918 1400 Upgradation 7.0 5.50 2 x 1.50 TCS-3A 5.50m Upgradation 5538 Upgradation 7.0 5.50 2 x 1.50 TCS-3B

Upgradation/ CC (2 Lane+PS+Drain )-Existing 5.50m 77918 78620 702 7.0 5.50 2x1.50 TCS-5 widening

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From Length Proposed Existing Proposed Paved Prop Earthen Details of Proposed TCS To (m) Remark TCS (m) (m) Carriageway (m) Carriageway (m) Shoulder Shoulder

Flexible Overlay with (DBM+BC) & Overlaying & 78620 79600 980 7.0 5.50 2 x 1.50 TCS-4 Widening Existing 5.50m CW Widening

Flexible (2 Lane+Earthen Sh)-Existing 200 Upgradation 7.0 5.50 2 x 1.50 TCS-3A 79600 80000 5.50m Upgradation 200 Upgradation 7.0 5.50 2 x 1.50 TCS-3B

Flexible Overlay with (DBM+BC) & Overlaying & 80000 80400 400 7.0 5.50 2 x 1.50 TCS-4 Widening Existing 5.50m CW Widening

Upgradation/ CC (2 Lane+PS+Drain )-Existing 5.50m 80400 80650 250 7.0 5.50 2x1.50 TCS-5 widening

Flexible Overlay with (DBM+BC) & Overlaying & 80650 85380 4730 7.0 5.50 2 x 1.50 TCS-4 Widening Existing 5.50m CW Widening Flexible (2 Lane+Earthen Sh)-Existing 85380 85800 420 Upgradation 7.0 5.50 2 x 1.50 TCS-3B 5.50m Upgradation Flexible Overlay with (DBM+BC) & Overlaying & 85800 87100 1300 7.0 5.50 2 x 1.50 TCS-4 Widening Existing 5.50m CW Widening

Flexible Overlay with (DBM+BC) & Overlaying & 87100 87400 300 7.0 5.50 2 x 1.50 TCS-6 Widening with Drain Existing 5.50m CW Widening

Flexible Overlay with (DBM+BC) & Overlaying & 87400 88400 1000 7.0 5.50 2 x 1.50 TCS-4 Widening Existing 5.50m CW Widening

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From Length Proposed Existing Proposed Paved Prop Earthen Details of Proposed TCS To (m) Remark TCS (m) (m) Carriageway (m) Carriageway (m) Shoulder Shoulder

Flexible Overlay with (DBM+BC) & Overlaying & 88400 88700 300 7.0 5.50 2 x 1.50 TCS-6 Widening with Drain Existing 5.50m CW Widening

Flexible Overlay with (DBM+BC) & Overlaying & 88700 88850 150 7.0 5.50 2 x 1.50 TCS-3A Widening Existing 5.50m CW Widening Flexible (2 Lane+Earthen Sh)-Existing 88850 89160 310 Upgradation 7.0 5.50 2 x 1.50 TCS-3B 5.50m Upgradation Flexible Overlay with (DBM+BC) & Overlaying & 89160 89300 140 7.0 5.50 2 x 1.50 TCS-4 Widening Existing 5.50m CW Widening Flexible (2 Lane+Earthen Sh)-Existing 89300 89600 300 Upgradation 7.0 5.50 2 x 1.50 TCS-3B 5.50m Upgradation Flexible Overlay with (DBM+BC) & Overlaying & 89600 89900 300 7.0 5.50 2 x 1.50 TCS-6 Widening with Drain Existing 5.50m CW Widening

Flexible Overlay with (DBM+BC) & Overlaying & 89900 92000 2100 7.0 5.50 2 x 1.50 TCS-4 Widening Existing 5.50m CW Widening

Upgradation/ CC (2 Lane+PS+Drain )-Existing 5.50m 92000 93210 1210 7.0 5.50 2x1.50 TCS-5 widening

Effective length (m) 34643 Total Length (m) 35210

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b) Chainage wise TCS Details Design Chainage (m) Length (m) TCS Type TCS Description Remarks From To Flexible Pavement (2 Lane+Earthen Soulderoulder)-Existing 3.75m 58000 59230 1230 TCS-1 New Earthen (New Construction) Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation Cut 59230 59420 190 TCS-2A Cut Section section Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation Fill 59420 59920 500 TCS-2B Fill Section section Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation Cut 59920 60360 440 TCS-2A Cut Section section 60360 60500 140 TCS-2 Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation At Grade At Grade Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation Fill 60500 60600 100 TCS-2B Fill Section section Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation Cut 60600 60740 140 TCS-2A Cut Section section 60740 61040 300 TCS-2 Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation At Grade At Grade Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation Fill 61040 62700 1660 TCS-2B Fill Section section 62700 62780 80 TCS-2 Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation At Grade At Grade Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation Cut 62780 62860 80 TCS-2A Cut Section section Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation Fill 62860 63860 1000 TCS-2B Fill Section section Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation Cut 63860 63960 100 TCS-2A Cut Section section Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation Fill 63960 64220 260 TCS-2B Fill Section section Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation Cut 64220 64320 100 TCS-2A Cut Section section Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation Fill 64320 64620 300 TCS-2B Fill Section section Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation Cut 64620 64720 100 TCS-2A Cut Section section Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation Fill 64720 64820 100 TCS-2B Fill Section section 64820 64960 140 TCS-2 Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation At Grade At Grade Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation Fill 64960 65140 180 TCS-2B Fill Section section 65140 65220 80 TCS-2 Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation At Grade At Grade Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation Fill 65220 66240 1020 TCS-2B Fill Section section Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation Cut 66240 66420 180 TCS-2A Cut Section section Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation Fill 66420 66720 300 TCS-2B Fill Section section Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation Cut 66720 66840 120 TCS-2A Cut Section section Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation Fill 66840 66920 80 TCS-2B Fill Section section

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Design Chainage (m) Length (m) TCS Type TCS Description Remarks From To Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation Cut 66920 67000 80 TCS-2A Cut Section section Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation Fill 67000 67420 420 TCS-2B Fill Section section Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation Cut 67420 67700 280 TCS-2A Cut Section section Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation Fill 67700 67820 120 TCS-2B Fill Section section 67820 67960 140 TCS-2 Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation At Grade At Grade Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation Cut 67960 68560 600 TCS-2A Cut Section section Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation Fill 68560 68880 320 TCS-2B Fill Section section Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation Cut 68880 69360 480 TCS-2A Cut Section section Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation Fill 69360 69560 200 TCS-2B Fill Section section Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation Cut 69560 69740 180 TCS-2A Cut Section section Flexible (2 Lane+Earthen Soulder)-Existing 3.75m Upgradation Fill 69740 70700 960 TCS-2B Fill Section section Flexible (2 Lane+Earthen Soulder)-Existing 5.50m Upgradation Cut 70700 70800 100 TCS-3A Cut Section Section Flexible (2 Lane+Earthen Soulder)-Existing 5.0m Upgradation Fill 70800 71020 220 TCS-3B Fill Section Section Flexible (2 Lane+Earthen Soulder)-Existing 5.50m Upgradation Cut 71020 71180 160 TCS-3A Cut Section Section Flexible (2 Lane+Earthen Soulder)-Existing 5.0m Upgradation Fill 71180 71420 240 TCS-3B Fill Section Section Flexible (2 Lane+Earthen Soulder)-Existing 5.50m Upgradation Cut 71420 71760 340 TCS-3A Cut Section Section Flexible (2 Lane+Earthen Soulder)-Existing 5.0m Upgradation Fill 71760 72040 280 TCS-3B Fill Section Section 72040 72180 140 TCS-3 Flexible (2 Lane+Earthen Soulder)-Existing 5.50m Upgradation At Grade At Grade Flexible (2 Lane+Earthen Soulder)-Existing 5.0m Upgradation Fill 72180 73760 1580 TCS-3B Fill Section Section Flexible (2 Lane+Earthen Soulder)-Existing 5.50m Upgradation Cut 73760 73900 140 TCS-3A Cut Section Section Flexible (2 Lane+Earthen Soulder)-Existing 5.0m Upgradation Fill 73900 74000 100 TCS-3B Fill Section Section Flexible (2 Lane+Earthen Soulder)-Existing 5.50m Upgradation Cut 74000 74160 160 TCS-3A Cut Section Section Flexible (2 Lane+Earthen Soulder)-Existing 5.0m Upgradation Fill 74160 76280 2120 TCS-3B Fill Section Section 76280 76420 140 TCS-3 Flexible (2 Lane+Earthen Soulder)-Existing 5.50m Upgradation At Grade At Grade Flexible (2 Lane+Earthen Soulder)-Existing 5.0m Upgradation Fill 76420 76560 140 TCS-3B Fill Section Section

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Design Chainage (m) Length (m) TCS Type TCS Description Remarks From To Flexible (2 Lane+Earthen Soulder)-Existing 5.50m Upgradation Cut 76560 76800 240 TCS-3A Cut Section Section Flexible (2 Lane+Earthen Soulder)-Existing 5.0m Upgradation Fill 76800 77000 200 TCS-3B Fill Section Section Flexible (2 Lane+Earthen Soulder)-Existing 5.50m Upgradation Cut 77000 77080 80 TCS-3A Cut Section Section Flexible (2 Lane+Earthen Soulder)-Existing 5.0m Upgradation Fill 77080 77660 580 TCS-3B Fill Section Section Flexible (2 Lane+Earthen Soulder)-Existing 5.50m Upgradation Cut 77660 77840 180 TCS-3A Cut Section Section Flexible (2 Lane+Earthen Soulder)-Existing 5.0m Upgradation Fill 77840 77918 78 TCS-3B Fill Section Section 77918 78620 702 TCS-5 CC (2 Lane+PS+Drain )-Existing 5.50m At Grade 78620 79600 980 TCS-4 Flexible Overlay with (DBM+BC) & Widening Existing 5.50m CW At Grade Flexible (2 Lane+Earthen Soulder)-Existing 5.50m Upgradation Cut 79600 79800 200 TCS-3A Cut Section Section Flexible (2 Lane+Earthen Soulder)-Existing 5.0m Upgradation Fill 79800 80000 200 TCS-3B Fill Section Section 80000 80400 400 TCS-4 Flexible Overlay with (DBM+BC) & Widening Existing 5.50m CW At Grade 80400 80650 250 TCS-5 CC (2 Lane+PS+Drain )-Existing 5.50m At Grade 80650 85380 4730 TCS-4 Flexible Overlay with (DBM+BC) & Widening Existing 5.50m CW At Grade Flexible (2 Lane+Earthen Soulder)-Existing 5.0m Upgradation Fill 85380 85800 420 TCS-3B Fill Section Section 85800 87100 1300 TCS-4 Flexible Overlay with (DBM+BC) & Widening Existing 5.50m CW At Grade Flexible Overlay with (DBM+BC) & Widening with Drain Existing 5.50m 87100 87400 300 TCS-6 At Grade CW 87400 88400 1000 TCS-4 Flexible Overlay with (DBM+BC) & Widening Existing 5.50m CW At Grade Flexible Overlay with (DBM+BC) & Widening with Drain Existing 5.50m 88400 88700 300 TCS-6 At Grade CW Flexible (2 Lane+Earthen Soulder)-Existing 5.50m Upgradation Cut 88700 88850 150 TCS-3A Cut Section Section Flexible (2 Lane+Earthen Soulder)-Existing 5.0m Upgradation Fill 88850 89160 310 TCS-3B Fill Section Section 89160 89300 140 TCS-4 Flexible Overlay with (DBM+BC) & Widening Existing 5.50m CW At Grade Flexible (2 Lane+Earthen Soulder)-Existing 5.0m Upgradation Fill 89300 89600 300 TCS-3B Fill Section Section Flexible Overlay with (DBM+BC) & Widening with Drain Existing 5.50m 89600 89900 300 TCS-6 At Grade CW 89900 92000 2100 TCS-4 Flexible Overlay with (DBM+BC) & Widening Existing 5.50m CW At Grade 92000 93210 1210 TCS-5 CC (2 Lane+PS+Drain )-Existing 5.50m At Grade Total Length (m) 35210

6.3.2.1 Side Slopes For fill sections, the following side slopes are proposed: • Embankment height up to 3.0 m - 2H : 1V • Embankment height from 3.0 m to 6.0 m - 1.5H : 1V • Embankment height exceeding 6.0 m -To be designed based on IRC-75.

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Cut slopes will be as follows: • Soil - 2H : 1V

6.3.3 Camber/Cross-fall Each carriageway will have unidirectional cross-fall. The cross-fall for the flexible pavement is 2.5% ,for rigid pavement is 2.0% and paved shoulders is 2.0%. For earthen shoulders the cross-fall is 3.5 %.

6.4 Pavement Design Pavement is the most significant component of a road and therefore its design strengths must be assured to support the projected traffic loading throughout the design period. Its cost represents a major proportion of the total construction cost. In most of the portions the existing carriageway is proposed to be overlaid in forest sections and in new constructed sections. And at other stretches existing pavement is proposed to be reconstructed due to its poor condition.

6.4.1 Design Traffic For the purpose of structural design of pavement, only the number of commercial vehicles weighing three tones or more and their axle loads are considered. The Annual Average Daily Traffic on base year, from traffic analysis is given in Table below.

Table 6.3: ADT & AADT in Base year (2017) ADT AADT Location No. of No. of PCU PCU vehicles vehicles Km 78+600 4834 3379 4766 3377

6.4.2 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. For this project design life of the flexible pavement has been considered as 15 years and 30 years for rigid pavement.

6.4.3 Vehicle Damage Factors The VDF varies with the vehicle axle configuration, axle loading, terrain, type of road and from region to region. The vehicle damage factors arrived at and adopted are presented in the Table below. Table 6.4: Vehicle Damage Factors Types of Vehicles At km 78+600 Multi Axle 7.078 3-Axle Truck 10.363 2-Axle Truck 4.882 Mini Bus 0.096 Bus 0.233 LCV 0.462

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6.4.4 MSA Calculation The design traffic is considered in terms of the cumulative number of standard axles to be carried during the design life of the road. The design traffic in terms of Million Standard Axles is presented in the Table below. Table 6.5: Traffic in Million Standard Axles Calculated MSA on Adopted MSA for Sr. Chainage (Km) year 2034 (after 15 Design No years)

1 Km 78+600 1.31 10

6.4.5 CBR Value Average value of the CBR of soil samples is found to be 8%. Hence, CBR value of 8% is adopted in pavement design.

6.4.6 Crust Compositions for new construction The general specification sections and characterization of material proposed for the design of pavement are presented in Table below. Table 6.6: Proposed Flexible Pavement composition Design Pavement Crust Compositions Calculated Adopted CBR Period BC DBM WMM GSB Total MSA MSA (%) (Years) (mm) (mm) (mm) (mm) (mm) 15 1.31 10 8 40 60 250 200 550

Table 6.7: Proposed Rigid Pavement composition Design Pavement Crust Compositions CBR Period PQC DLC Total (%) GSB (mm) (Years) (mm) (mm) (mm) 30 8 280 150 150 580

6.4.7 Crust Compositions for overlaying Required overlay thickness found from BBD analysis is given below.

Table 6.8: Overlay Thickness Calculated Adopted Average Equivalent Required BC+DBM Overlay Characteristics Design BC+DBM BM (mm) (mm) Thickness deflection MSA (mm) (A) BC DBM BC DBM (mm) (A*0.7) (mm) (mm) (mm) (mm) 1.765 10 140 98 40 58 40 60

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6.5 Junctions Improvement Road junction/intersection is a key element of highway design. The efficiency, safety, speed, cost of operation and capacity of road system very much depends on the intersection design. The choice between an at-grade and grade separated junctions at a particular site depends upon various factors such as traffic, economy, safety, aesthetic delay etc. Grade separated junctions generally are more expensive initially and are justified in certain situations from safe operation of traffic (IRC: 62 – 1976). The main objective of intersection design is to reduce the severity of potential conflicts between motor vehicles, buses, trucks, bicycles, pedestrians and facilities while facilitating the convenience, ease and comfort of people traversing the intersections. The design should be fitted closely to the natural transitional paths and operating characteristics of the users. All the junctions along the project stretch will be developed as at grade junctions.

Table 6.9 (a): List of Major Junctions to be improved Design Sr. No. Chainage Side Road Type Type Cross Road Name Category (km)

LHS-Village, RHS- 1 78+100 RHS/LHS MDR & SH X Mamdapure Major (To Ajara-Gargoti Road)

2 92+500 LHS SH T Gandhiglanj-Gargoti Road Major

Table 6.9 (b): List of Minor Junctions to be improved Design Sr. No. Chainage Side Road Type Type Cross Road Name Category (km) LHS- BT Road to Shivdav & RHS - 1 62+820 RHS VR X Minor To Sidhart Nagar Village 2 64+700 RHS VR T To Antruli (Local Factory Road) Minor 3 65+900 Both VR X LHS & RHS To Village (BT) Minor 4 67+400 RHS VR T To Village Anaf Khurd Minor 5 67+600 LHS VR T To Anaf Khurd Minor 6 69+200 LHS VR T To Chandanwadi Minor 7 70+550 LHS VR T To Dasewadi Minor 8 71+590 RHS VR T To Anaf Khurd Minor 9 71+800 RHS VR T To Anaf Khurd Minor 10 73+920 RHS VR T To Karambali Minor 11 77+150 RHS/LHS VR X RHS-Tiravade,LHS-Village Minor 12 77+800 RHS VR Y Tiravade Minor 13 78+550 LHS VR T BT Road To Village Minor 14 79+710 LHS VR T Yerandpe Minor

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Design Sr. No. Chainage Side Road Type Type Cross Road Name Category (km) 15 80+650 LHS VR T BT Road To Village Minor 16 81+900 LHS VR T BT Road To Village Minor 17 83+200 RHS VR Y Road To Karadwadi Minor 18 83+600 RHS VR T Road To Karadwadi Minor 19 83+750 LHS VR T BT Road To Village Minor 20 87+500 RHS VR Y Road To Shengaon Minor 21 87+650 LHS VR T BT Road To Village Minor 22 88+600 RHS VR T Road To Village Minor 23 89+610 RHS VR T Road To Village Minor 24 90+000 LHS MDR T To Devakewadi Village Minor 25 90+450 LHS VR Y Road to mharwadi Minor

6.6 Land Acquisition Existing alignment has been adopted and improvements has been done within the available ROW to avoid land acquisition. Hence, no land to be acquired for proposed improvement.

6.7 Proposal for structures There are total 13 bridges (1 major & 12 minor) on the existing alignment. Out of which 4 minor bridges are proposed to be reconstructed, 1 is proposed for widening due to insufficient width but fair in condition and 7 minor bridges & 1 major bridge is proposed to be retained. There are 60 culverts (1 Slab/Arch Culverts, 4 Slab Culverts, 1 Box Culvert, 52 HPC & 2 Pipe crossing) on the existing alignment. Existing condition of the culverts are fair to very poor. In some of the culverts openings are choked. All the poor conditioned structures have been reconstructed. The detail of proposal of structures is provided in the table below:

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Table 6.10 A: Detailed proposal of structure No of No of Span Total Condition Total Existing Design Type of Direction Proposal for Type of Span/Pipe Sr. No. x Width of of Width of Remark Chainage Chainage Structure of Flow Structure Structure x Vent/Width Structure Structure Structure Vent/Width 1 2 3 4 5 6 7 8 9 10 11 12 13 Retained

1 58+363 58+388 HPC 1 0.90 10.00 LTR Poor Reconstruction HPC 1 x 1.20 12.00

2 58+670 58+692 HPC 1 0.90 8.60 RTR Poor Reconstruction HPC 1 x 1.20 12.00

3 58+870 58+900 Minor Bridge 2 6.00 8.20 LTR Good Retained MNB - -

4 59+100 59+123 HPC 1 0.90 8.60 LTR Poor Reconstruction HPC 1 x 1.20 12.00

5 59+340 59+367 HPC 2 0.90 10.00 LTR Poor Reconstruction Box Culvert 1/2 x 4/0 12.00

6 59+650 59+668 HPC 1 0.90 11.40 LTR Poor Reconstruction HPC 1 x 1.20 12.00

7 60+000 60+050 HPC 2 0.90 25.00 LTR Poor Reconstruction Box Culvert 1/3 x 5/0 12.00

Minor 8 60+200 60+223 Minor Bridge 2 6.00 8.30 LTR Poor Reconstruction 1 x 12.00 12.00 Bridge

9 60+634 60+668 HPC 1 0.90 10.00 LTR Poor Reconstruction Box Culvert 1/2 x 4/0 12.00

10 60+983 60+998 HPC 1 0.90 9.80 LTR Poor Reconstruction HPC 1 x 1.20 12.00

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No of No of Span Total Condition Total Existing Design Type of Direction Proposal for Type of Span/Pipe Sr. No. x Width of of Width of Remark Chainage Chainage Structure of Flow Structure Structure x Vent/Width Structure Structure Structure Vent/Width 1 2 3 4 5 6 7 8 9 10 11 12 13 Wearing SLAB Slab Coat, 11 61+835 61+845 1 5.00 8.30 LTR Fair Retained - - CULVERT Culvert Expansion Joint 12 62+035 62+044 HPC 1 0.90 10.00 LTR Poor Reconstruction HPC 1 x 1.20 12.00

13 62+323 62+335 HPC 2 0.90 10.70 LTR Poor Reconstruction HPC 2 x 1.20 12.00

14 62+760 62+758 HPC 2 0.90 12.00 LTR Poor Reconstruction HPC 2 x 1.20 12.00

15 62+812 62+818 HPC 1 0.90 17.00 LTR Poor Reconstruction HPC 1 x 1.20 18.00

Minor 16 63+850 63+925 HPC 5 1.20 7.50 LTR Poor Reconstruction 1 x 12.00 12.00 Bridge Jacketing, Wearing Coat, 17 64+400 64+391 Minor Bridge 3 6.00 8.30 LTR Fair Retained MNB - - Expansion Joint, Repair RCC Railing 18 65+170 65+162 HPC 2 0.90 11.00 LTR Poor Reconstruction HPC 2 x 1.20 12.00

19 65+370 65+380 HPC 1 0.90 10.00 LTR Poor Reconstruction HPC 1 x 1.20 12.00

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No of No of Span Total Condition Total Existing Design Type of Direction Proposal for Type of Span/Pipe Sr. No. x Width of of Width of Remark Chainage Chainage Structure of Flow Structure Structure x Vent/Width Structure Structure Structure Vent/Width 1 2 3 4 5 6 7 8 9 10 11 12 13 Jacketing, Wearing Coat, 20 65+428 65+428 Minor Bridge 3 6.40 8.20 LTR Fair Retained MNB - - Expansion Joint, Repair RCC Railing Minor 21 66+335 66+331 HPC 5 1.20 10.00 LTR Poor Reconstruction 1 x 8.00 12.00 Bridge

22 66+570 66+562 HPC 1 0.90 10.00 LTR Poor Reconstruction HPC 1 x 1.20 12.00

23 66+793 66+778 HPC 1 0.90 10.00 LTR Poor Reconstruction Box Culvert 1/2 x 4/0 12.00 Jacketing, Wearing Coat, 24 67+200 67+181 Minor Bridge 2 5.00 8.40 LTR Poor Retained MNB - - Expansion Joint, Repair RCC Railing 25 67+507 67+495 HPC 2 0.90 11.00 LTR Poor Reconstruction HPC 2 x 1.20 12.00

26 67+600 67+530 HPC 1 0.90 11.00 LTR Poor Reconstruction HPC 1 x 1.20 12.00

27 68+100 68+087 HPC 2 0.90 10.00 LTR Poor Reconstruction Box Culvert 1 / 2x4 / 0 12.00

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28 68+257 68+239 HPC 4 1.20 10.00 LTR Poor Reconstruction Box Culvert 2 / 3x4 / 0 12.00

Slab 29 68+508 68+489 RRM/SLAB 1 4.80 9.20 LTR Poor Reconstruction 1 x 6.00 12.00 Culvert 4 0.90 & Minor 30 68+965 68+934 HPC 7.40 LTR Poor Reconstruction 2 x 8.00 12.00 3 1.20 Bridge SLAB 31 69+675 69+650 1 4.90 9.90 #N/A Poor Reconstruction Box Culvert 1 / 5x6 / 0 12.00 CULVERT SLAB Slab 32 70+200 70+165 1 5.00 7.40 LTR Poor Widening 1 x 5.00 12.00 CULVERT Culvert

33 70+794 70+762 HPC 3 1.20 9.00 LTR Poor Reconstruction Box Culvert 1/3 x 5/0 12.00

34 71+120 71+080 HPC 5 1.20 9.00 LTR Poor Reconstruction Box Culvert 1 / 3x5 / 0 12.00

35 71+558 71+515 HPC 5 1.20 18.00 LTR Poor Reconstruction Box Culvert 2 / 3x5 / 0 18.00

36 72+550 72+504 HPC 1 1.20 10.00 LTR Poor Reconstruction HPC 1 x 1.20 12.00

37 72+650 72+590 HPC 1 1.20 15.00 LTR Poor Reconstruction HPC 1 x 1.20 15.00

38 72+910 72+852 HPC 1 1.20 9.80 LTR Poor Reconstruction HPC 1 x 1.20 12.00

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No of No of Span Total Condition Total Existing Design Type of Direction Proposal for Type of Span/Pipe Sr. No. x Width of of Width of Remark Chainage Chainage Structure of Flow Structure Structure x Vent/Width Structure Structure Structure Vent/Width 1 2 3 4 5 6 7 8 9 10 11 12 13 1 1.20 & 39 73+220 73+167 HPC+ ARCH & 12.40 LTR Fair Reconstruction Box Culvert 1 / 3x3 / 0 12.00 2.0 1 1 ARCH+HPC 1.20 & 40 73+460 73+400 & 18.00 LTR Fair Reconstruction Box Culvert 1 / 3x2 / 0 18.00 WIDNING 2.0 1

41 73+773 73+718 HPC 1 1.20 10.00 LTR Fair Retained HPC - -

42 75+060 75+000 HPC 5 1.20 7.20 LTR Poor Reconstruction Box Culvert 1 / 4x2 / 0 12.00

Minor Bridge Minor 43 75+555 75+502 4 5.40 7.20 LTR Poor Reconstruction 1 x 12.00 12.00 (Arch) Bridge

44 75+857 75+786 HPC 3 1.20 10.00 LTR Fair Retained HPC - -

45 76+465 76+406 HPC 3 1.20 10.10 LTR Poor Reconstruction Box Culvert 1 / 2x2 / 0 12.00

46 76+700 76+640 HPC 3 1.20 10.00 LTR Poor Reconstruction Box Culvert 1 / 3x5 / 0 12.00 Minor Bridge Jacketing, 47 77+918 77+852 (Arch) 4 6.00 10.60 LTR Poor Retained MNB - - Expansion Widening Joint 48 78+665 78+623 HPC 1 1.20 9.80 LTR Poor Reconstruction HPC 1 x 1.20 12.00

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No of No of Span Total Condition Total Existing Design Type of Direction Proposal for Type of Span/Pipe Sr. No. x Width of of Width of Remark Chainage Chainage Structure of Flow Structure Structure x Vent/Width Structure Structure Structure Vent/Width 1 2 3 4 5 6 7 8 9 10 11 12 13 Minor Bridge Minor 49 79+261 79+189 2 5.70 7.10 LTR Poor Reconstruction 2 x 8.00 12.00 (Arch) Bridge Minor Bridge Minor 50 80+120 80+057 3 6.20 7.00 LTR Fair Widening 3 x 6.20 12.00 (Arch) Bridge Arch +Slab Slab 51 80+928 80+870 1 4.90 14.00 LTR Fair Retained - - widening Culvert

52 81+286 81+197 HPC 1 0.90 10.10 LTR Poor Reconstruction HPC 1 x 1.20 12.00

53 81+727 81+635 HPC 1 0.90 10.10 LTR Poor Reconstruction HPC 1 x 1.20 12.00

2 1.20 & 54 82+300 82+126 HPC 15.50 #N/A Good Reconstruction Box Culvert 1 / 5x3 / 0 16.00 4 0.80

55 82+975 82+874 HPC 2 0.90 10.30 LTR Poor Reconstruction HPC 2 x 1.20 12.00 Jacketing, 3X3.80 Minor Bridge Expansion 56 83+665 83+569 5 1X5.30 10.00 LTR Good Retained MNB - - (Arch) Joint, Repair 1X4.80 Steel Railing 57 83+972 83+900 HPC 1 0.90 10.10 LTR Poor Reconstruction HPC 1 x 1.20 12.00 Jacketing, Minor Bridge 58 84+644 84+530 2 4.10 8.10 LTR Good Retained MNB - - Expansion (Arch) Joint

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No of No of Span Total Condition Total Existing Design Type of Direction Proposal for Type of Span/Pipe Sr. No. x Width of of Width of Remark Chainage Chainage Structure of Flow Structure Structure x Vent/Width Structure Structure Structure Vent/Width 1 2 3 4 5 6 7 8 9 10 11 12 13 3 0.80 & Slab 59 85+265 85+130 HPC & 9.60 LTR Poor Reconstruction 1 x 6.00 12.00 0.90 Culvert 2 60 85+573 85+530 HPC 1 0.90 9.80 LTR Poor Reconstruction HPC 1 x 1.20 12.00

61 85+651 85+650 HPC 1 0.90 9.80 LTR Poor Reconstruction HPC 1 x 1.20 12.00

62 85+860 85+850 HPC 1 0.90 9.80 LTR Poor Reconstruction HPC 1 x 1.20 12.00

63 85+971 85+948 HPC 1 0.90 7.90 LTR Poor Reconstruction HPC 1 x 1.20 12.00

Slab 64 86+205 86+080 BOX 1 3.00 6.70 LTR Poor Reconstruction 1 x 6.00 12.00 Culvert

65 87+058 86+922 HPC 1 1.20 11.20 LTR Good Retained HPC - -

66 87+318 87+220 HPC 1 0.60 9.10 LTR Poor Reconstruction HPC 1 x 1.20 12.00

Minor 67 88+250 88+112 Minor Bridge 1 8.10 10.00 LTR Good Reconstruction 1 x 10.00 12.00 Bridge

68 88+775 88+628 HPC 1 1.20 8.00 LTR Poor Reconstruction Box Culvert 1/2 x 4/0 12.00

Slab 69 89+130 88+969 HPC 5 0.90 7.50 LTR Poor Reconstruction 1 x 6.00 12.00 Culvert

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70 89+570 89+432 HPC 1 0.80 9.90 LTR Poor Reconstruction Box Culvert 1/3 x 5/0 12.00

71 91+438 91+320 Major Bridge 5 18.50 7.60 LTR Good Retained MJB - - Jacketing

72 92+800 92+645 LAID 1 0.60 8.10 LTR Poor Reconstruction HPC 1 x 1.20 12.00

73 93+040 92+890 LAID 1 0.60 8.10 LTR Poor Reconstruction HPC 1 x 1.20 12.00

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Summary of proposed structures is as given in the Table below.

Table-6.11: Summary of CD Structure on the proposed alignment Name of Road : Shivdav - Kadgaon to Gargoti Road PN-150 SUMMARY OF STRUCTURES Existing Structures Proposals Type of Structure Existing Nos. Nos. Type of Proposal MJB 1 1 Retained 4 Reconstruction MNB 12 1 Widening 7 Retained Arch + Slab Culvert 1 1 Retained 1 Reconstruction 1 Converted to Box Culvert Slab Culvert 4 1 Widening 1 Retained Box Culvert 1 1 Upgraded to Slab Culvert 29 Reconstruction 17 Upgraded to Box Culvert HPC 54 2 Upgraded to Slab Culvert 3 Upgraded to MNB 3 Retained Total Numbers 73 73

6.8 Road Furniture and other Wayside Amenities The road furniture’s, traffic safety features and other facilities included in the design are: • Road Markings • Kilometer stones & hectometer stones • Road signs (Cautionary, Mandatory and Informatory Signs) • Crash Barrier

6.8.1 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

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basis. The location and type of marking lines, material and colour is followed using IRC: 35- 2015 – “Code of Practice for Road Markings”. Centerline Marking: White Strips of 0.10 m wide and 3 m long @ 6.0 m interval at road centre throughout the length, Edge Marking: Continuous 0.15m wide white strip both side at road edge throughout the length,

6.8.2 Road Signs (Cautionary, Mandatory and Informatory 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. • 90 cm equilateral triangle (Cautionary/Warning Sign) • 60 cm equilateral triangle (Cautionary/Warning Sign) • 60 cm circular (Mandatory/Regulatory Signs) • 80 cm x 60 cm rectangular (Informatory Signs) • 60 cm x 45 cm rectangular (Informatory Sign) • 60 cm x 45 cm rectangular (Chevron Sign @ 15m c/c of outer side of each sharp curves) • 60 cm x 60 cm square (Informatory Signs) • 90 cm high octagon

6.8.3 Kilometer Stone Details The details of kilometer stones are in accordance with IRC: 8-1980 guidelines. Kilometer stones are located on the left-hand side of the road as one proceeds from the station from which the Kilometer count starts. Kilometer stones shall be fixed at right angles to the Centre line of the carriageway.

6.8.4 Proposed Truck Lay Bay No Truck Lay bay has been proposed. Table 6.11: Location of Truck Lay Bays Chainage S.No Side Remarks (Km) Nil

6.8.5 Proposed Bus Shelters Pick up bus shelters have been proposed both sides at the following locations: Table 6.12: Proposed location of pick-up bus shelters Design Name of Sr.No Side Chainage village 1 58.500 LHS Shivdav 2 59.150 RHS 3 67.400 LHS Anaf Khurd 4 67.600 RHS 5 77.800 Kadgaon LHS

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Design Name of Sr.No Side Chainage village 6 77.900 RHS 9 79.500 RHS Kadgaon 10 79.730 LHS 11 80.600 LHS Danewadi 12 80.650 RHS 13 81.800 LHS Kumbarwadi 14 82.000 RHS 15 83.780 LHS Karadwadi 16 88.800 RHS 17 87.200 LHS Shengaon 18 87.700 RHS 19 88.650 LHS Shengaon 20 88.800 RHS 21 89.700 LHS Akrude 22 90.100 RHS 23 92.250 LHS Gargoti 24 93.150 RHS

6.8.6 Metal Beam Crash Barriers Metal beam (W-beam) crash barriers have been proposed at deficient curves as traffic safety measures where the embankment height is greater than 3.0m and in Ghat Sections in Total length of 2344.

6.8.7 RCC Drain cum utility duct (1.50m wide) RCC drain cum utility duct has been provided in built-ups in order to restrict the discharges from built-ups to enter into the road. Detailed drawing of RCC drain has been attached at the end of this chapter. Table 6.13: Proposed locations of RCC Drain Design Chainage Drain cum (km) Built up Footpath width Length Remarks stretch (Proposed) (km) From To (No. x Width) 77.918 78.620 Kadgaon 1.00 0.702 Both Side 80.400 80.650 Donawade 1.00 0.250 Both Side 87.100 87.400 Shengaon 1.00 0.300 Both Side 88.400 88.700 Shengaon 1.00 0.300 Both Side 89.600 89.900 Akurde 1.00 0.300 Both Side 92.000 93.210 Gargoti 1.00 1.210 Both Side

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CHAPTER-7 ENVIRONMENTAL ASSESSMENT

7.1 ENVIRONMENTAL IMPACT ASSESSMENT The proposed upgradation (strengthening and widening) of road in Package No. PN-150 Mathkudal Shivdav Kadgaon Gargoti road SH-179 from Km 58/000 to 93/210 (PN-150), Total Length 35.210 kms is designed within the available ROW. For proposed widening land width required will be 12.0m in Part-1 & 14.0m in Part-2.

A 12m CoI approach has been adopted in the green tunnel stretches to avoid/ minimise impacts on avenue trees and 14m CoI approach has been adopted in the rural and urban sections to minimize the impact on Forest land diversion, structural impacts and resettlement and rehabilitation (R&R) issues. The environment and social screening and the subsequent consultations with the stakeholders confirmed that, there are no sensitive environmental features that are present along the project corridor.

In addition to the construction related impacts, the key issues raised during consultations were:

(i) Safety issues with respect to geometric / curve improvement and provision of road safety furniture at settlement / urban areas, temples and schools,

(ii) Provision for sufficient drain facility including upgrading the bridges and culverts and provision of additional culverts at various locations.

The proposed project road doesn’t come under any notified forest area. But, forest clearance as well as permission for tree felling, proposal has been submitted to the forest department for necessary action.

The environmental impacts associated with the proposed upgradation are construction related impacts associated with road widening projects. These are proposed to be addressed through good engineering practices and adoption of environmental management measures proposed in the Environmental Management Plan (EMP) for the corridor. The EMP budget of INR 25.39 lakhs includes the management measures and provision for environmental monitoring.

7.2 LAND ACQUISITION AND RESETTLEMENT IMPACTS

land will not be affected due to the proposed project, as there are no stretches where widening or geometric improvements are proposed beyond the existing RoW. According to the census survey the proposed road improvement will impact few commercial structures (kiosks), which belong to non-titleholders.

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Public consultation meetings were held along the project corridor with road side communities to obtain their views and suggestions regarding the proposed project interventions. The consultations have provided inputs towards mitigation of impacts, improvement in designs, and preparation of resettlement plan and its implementation. Based on the suggestions design modifications including curve improvement, shifting of alignment. To protect mainly structures of religious importance, provision of road safety measures such as pedestrian crossings, warning signs, markings, etc has been carried out.

A resettlement budget including compensation for the affected land & structures, assets within the affected properties and rehabilitation and resettlement assistance has not been included in the estimate as no land acquisition has been proposed. Any unforeseen impacts on resettlement during implementation will be taken up in accordance with the Resettlement Policy Framework (RPF) of the Project.

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CHAPTER-8 COST ESTIMATE

8.1 General Cost estimation is an important component of the study as it provides insights for proper planning of project execution. Detailed Cost estimates are prepared based on the detailed engineering designs and detailed drawings.

8.2 Quantification The construction items covered in cost estimates include are as follows: • Site clearance • Earthwork • Granular base and sub-base layers • Bituminous pavement Layers • Concrete pavements • Traffic Signs and Markings • Road Side drain • Miscellaneous • Culverts, • Bridges • Royalty Charges 1. Site Clearance: The area considered for Site Clearance is the area within the proposed toe line of the road. 2. Earth Works: This item provides for roadway excavation, earthwork in embankment, sub- grade and shoulders, islands including disposal of surplus earth and unsuitable material. The earthwork quantities are based on the cross-section developed after horizontal and profile design of the road. 3. Sub-base, Base, Surface Courses: This item provides for the items of GSB and WMM for the carriageway. 4. Bituminous Works: For flexible pavement, the subhead for bituminous works provides for all items of bituminous courses and surfacing. Quantities for the pavement component are based on the pavement designs. 5. Concrete Pavements Works: For Rigid pavement, the subhead for concrete works provides for all items of rigid pavement. Quantities for the pavement component are based on the pavement designs. 6. Traffic Signs and Markings: Proper traffic signs were selected at required locations along the project corridor and special signs at tollgates were designed.

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7. Road Side Drain: Provision under this sub-head has been made for surface, subsurface and roadside drains. This item covers for unlined, open lined and covered drains. 8. Miscellaneous Items: A lump sum amount for project house, furniture and equipment required for project maintenance, parking, footpath, electrifications, and roadside amenities. In addition to these, traffic control & diversions have also been provided. 9. Lab Testing Charge: The cost for lab testing charges for different materials as per quantity and frequency test are calculated. 10. Culverts: The estimation of quantities for culverts was based on site inventory and proposal. 11. Bridges and structures: The cost for bridges has been worked out based on Rate per square meter basis. 12. Royalty Charges: The amount for royalty to be paid are calculated in this sub head.

8.3 Rate Analysis and Cost Estimate The Rate analysis has been done based on the Schedule of Rates “E-SOR” issued by MRIP, GOVT of Maharashtra finished rate add the lead/transportation chat in statement-C and consumption of material based on standard data book. Details of Rate Analysis are presented in Volume-VI.

The Unit Rates arrived through the detailed rate analysis is used for the preparation of Cost Estimate. Cost estimate is presented in Volume-VII and BOQ details are presented in Volume-VIII.

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Table 8.1: Cost Abstract From Km 58/000 to Km 93/210, Length= 35.210 km ABSTRACT OF COST Amount (in S.No Particular Amount (in Rs.) Remarks Cr.) 1 Site Clearance And Dismantling ₹ 748,158.00 0.07 2 Earth Work ₹ 201,263,710.00 20.13 Sub-Bases, Bases (Non-Bituminous) And 3 ₹ 245,131,525.00 24.51 Shoulders 4 Bases And Surface Courses (Bituminous) ₹ 163,337,028.00 16.33 5 Cement Concrete Pavements ₹ 43,351,610.00 4.34 Traffic Signs, Markings & Other Road 6 ₹ 17,720,030.00 1.77 Appurtenances 7 Road Side Drain ₹ 29,364,975.00 2.94 8 Miscellaneous ₹ 22,005,540.24 2.20 9 Lab Testing ₹ 8,089,370.00 0.81 Civil Cost Road Work ₹ 731,011,946.24 73.10 Structures 11 Pipe Culverts (29 Nos) ₹ 11,932,626.93 1.19 12 Box Culvert (18 Nos) ₹ 58,820,134.67 5.88 13 Slab Culvert (4 Nos) ₹ 21,746,890.50 2.17 14 Slab Culvert Widening (1 No.) ₹ 6,050,700.32 0.61 15 Slab Culvert Repair (1 No.) ₹ 37,706.65 0.00 16 Minor Bridges (7 Nos) ₹ 52,122,664.76 5.21 17 Minor Bridge widening (1 No.) ₹ 4,031,246.77 0.40 18 Minor Bridge (Repair & Rehabilitation, 6 nos.) ₹ 3,437,833.54 0.34 19 Major Bridges (Repair & Rehabilitation, 1 nos.) ₹ 2,288,505.38 0.23 Total Structures Cost ₹ 160,468,309.52 16.05 16.07 A Total Civil Cost ₹ 891,480,255.76 89.15

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