Sub-Project Is Entirely Located in Giridih District and Divided in Two Sections
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Sub-project is entirely located in Giridih district and divided in two sections. First section; Pachamba-Jamua starts at existing km 1.2 of MDR 86 at intersecting point of proposed Giridih bypassand ends near Jamua traversing through villages like Parsatand, Ranidih, Gharanja, Nawadih and Batti. Second section;Jamua-Sarwanstretch starts from Jamuaat existing Km 35.370 of MDR-83and ends near Sarwanroad at existing Km58.735 of MDR-83 after passing throughfew built-up areas of Mirjagunj, Panjdiha, Kharagdiha, andChatro. The length of the sub- project road is 45.175 km. : This road provides important linkage between two industrial/mineral richdistricts (Koderma and Giridih) and directlyconnects with Bihar. After construction of proposed Giridih bypass and Koderma –Jamua section in future, it will contribute to a high speed corridor like development for through traffic originating from Koderma and Bihar boarder and joining NH-2 near Gopvindpur via Giridih Salient Features of Existing Roads Particulars Pachamba-Jamua-Sarwan < 20m = 21.653 km ROW 20-30m = 23.556 Mostly intermediate lane with earthen shoulder of 1 - Carriageway Configuration 2 m Embankment height 0.0 m to 8.0 m Sharp curves in 1st section, 2nd section is generally Geometry straight Good in 1st section since overlay done recently but Pavement Condition nd poor in 2 section. Traffic (ADT) in PCUs in Homogenous 0.0 to km. 23.6 of MDR 86 = 7399 sections 35.37 to km.58.765 of MDR 83 = 6054 Major Bridge = 3 Bridge1/Culverts Minor Bridge = 5 Culvert = 77 Intersections/ Major=2, Minor=16 Imp. Junctions: 4- legged Junctions Junction at Jamua (MDR-86 with MDR-83) A. Design Parameters 1. Project road improvement will broadly follow special codal provisions relevant to state highways prescribed by Indian Road Congress (IRC:SP:73-2007)and Ministry of Road Transport and Highways (MoRTH) Guidelines. In case of any compromise with these guidelines, has been specifically mentioned with reasons. All efforts have been made to maintain the consistency of design criteria for all sub-projects barring few exceptional cases due to limiting factors for the reason that of ground conditions. Design criteria adopted for the project is summarised in Table 4. Table 1: Design Parameters S. No Parameters Detail 1 Geometric design standards IRC 73-1980 for ‘rolling and mountainous’ terrain 2 Design Speed (Km/hr) Ruling -100 Km/Hr, Minimum 80 It further reduces near settlements, intersections, bridge approaces, horizontal curves 3 Roadway Elements Carriageway: 2x7.0m, Paved shoulder- 2x1.5m Unpaved Shoulder: 2x1.0m 4 Service Road Width 5.5 m 1 Bridge with total length up to 60 m is termed as minor bridge and greater than 60 m is called major bridge. S. No Parameters Detail 5 Embankment Slope In filling- 1V: 2 H In cutting- 1V:1H 6 Ditch Slopes (H:V) 1:1 (Fore slope or back slope) 7 Camber Carriageway/Paved Shoulder- 2.5%, Unpaved Shoulder- 3.5% 8 Super-elevation Maximum 7% except RD 02 where it is limited to 5.5% 9 Min Radii for Horizontal Curves 400 m for 100 km/hr, 260 m for speed of 80 km/hr, 170 m for speed of 65 km/hr, 100 m for speed of 50 km/hr 10 Gradient(rolling/mountainous) Ruling: 3.3/6.0%, Limiting:5.0/7.0%, Exceptional 6.7/8.0% 11 Design Flood Frequency Bridges: 50 years, with anticipated risk of rarer flood of next higher frequency i.e. 100 yr return period flood on the structure 12 Free board 0.6m to 1.5 m depending on discharge B. Improvement/Strengthening Components 2. Widening of road from the existing intermediate/2-lane without paved shoulder to 2-lane of 7.0m carriageway with 1.5 m paved and 1.0 m earthen shoulder on either side. Total formation width in general is 12 m. Proposed ROW varies in each sub-project. All efforts have been made to accommodate the improvement work within available ROW. No bypass is proposed. Project Typical cross-section is given as Fig 1. Figure 1: Typical Cross section CL OF PROPOSED CARRIAGE WAY SHOULDER CARRIAGEWAY SHOULDER 1500 3500 3500 1500 1000 1000 EARTHEN PAVED PAVED EARTHEN SHOULDER SHOULDER SHOULDER SHOULDER 2.5% 2.5% SELECTED EARTH 2.5% 2.5% TURFING WITH SODS TURFING WITH SODS 1 1:2 100 Thk. Filter Media :2 Embankment Fill a mm BC b mm DBM c mm WMM (in two layers) d mm GSB) - Top Layer d1 mm GSB) - Drainage Layer 500 mm Subgrade 3. Existing road is largely devoid of side drain. In some urban stretches where drains were observed, are blocked and choked. Effective drainage systems are provided for entire project highway including structures and facilities to avoid water logging.The water from road and adjacent areas shall be intercepted and carried through road side drains to natural outfalls. Three types of drains (rectangular covered, open unlined trapezoidal, open unlined trapezoidal) of varying width have been proposed along the project roads. Length and type of roadside drains provided for each project road is summarised in Table 6. Table 2:Drains Along the Project Road Length (in Km both sides together) of Roadside Drains Sub-Projects Rectangular Open Unlined Open Lined Total Covered Drain Trapezoidal Drain Trapezoidal Drain Pachamba-Jamua-Sarwan 24.766 65.534 - 90.3 4. All sub-projects are proposed for reconstruction due to gross deficiency in existing pavement composition and very poor pavement condition The total pavement thickness will be 570 - 610mm for main carriageway and 480-.540mm for service roads. Pavement composition proposed in different sections is given inTable 7. Table 3:Proposed Pavement Composition Main Carriagway Service Roads Sub-Projects WMM GSB DBM BC WMM GSB DBM BC RD 02 Pachamba – Jamua 250 200 85 40 250 150 50 30 RD 02 Jamua - Sarwan 250 200 80 40 250 150 50 30 BC: base course, DBM: double bituminous macadam, GSB :gravel sub base, WMM = wet mix macadam All major junctions are proposed for improvement as per geometrics laid down in IRC: SP: 41- 1994. Presently, there is no busbay, truck lay byes, parking areas, service roads and other wayside amenities along the sub-project roads. Such facilities have been included in the design (Table8).All truck laybyes will have facilities like paved parking, rest areas with toilets and drinking water facilities and telephones For pedestrians, sidewalks have been proposed in the built-up sections, on both sides, by barrier type (non-mountable) kerb of height 200 mm above the adjacent road surface. Pedestrian crosswalks at all important intersections and such other locations where substantial conflict exists between vehicular and pedestrian movements (like bus bays, schools and settlement areas etc.) have been provided. The zebra crossings have been provided with warning sign and also informatory sign. On approach to school, warning sign shall be provided and zone shall be provided with footways and speed limit sign (Refer IRC: SP: 67-2012). Street Lighting has been proposed at Truck laybyes, bus bays and bus shelters and builtup sections. 5. The project roads have been provided with all safety features such as elaborate system of signs and markings, cat’s eyes, delineators, object markers, hazard markers, safety barriers at hazardous locations, pedestrian guardrails, etc. Guidelines given in IRC:8, IRC:25, IRC:26, IRC:35, IRC:67, IRC:103 and Section 800 of MoRTH Specifications have been used for providing these items. 6. A proper traffic diversion plan during construction shall be prepared as per IRC:SP:55- 2014 for the entire project roads . Separate traffic diversion plan shall be prepared for structures and CD works. The execution of the project road should be planned such that inconvenience to road users is minimum. The width of temporary diversion should be equal to the width of existing carriageway but not less than 5.5 m. Typical Traffic Control Zone based on IRC:SP:55- 2014. 7. As project enhancement measures (i) rain water harvesting structures will be constructed along roads to collect surface runoff.(ii) most of the borrow areas will also be converted in ponds. This will directly meet the various water requirements of local people and also augment the groundwater condition and (iii) addition plantation is proposed at 1:2 basis on top of conpensatory afforestation. Baseline Environmental Conditions A. Physical Environment 1. Climate 8. The state falls under the Tropical monsoon climatic region. The arc of Cancer cuts across the state passing through the middle of the Ranchi City.The climate of Jharkhand can be divided into three distinct seasons; winter, summer, and monsoon. Winter commences from late November to end of February and characterized by heavy dew, thick fog and associated cold wave. Summer extends from March to middle of June The rainy season commences from the middle of June and continues till the end of September. 9. Temperature: The average temperature of the state is 25oC, which varies greatly because of varying heights of different plateaus. The average temperature of the Pat region(flat topped plateaux spread in western part of the state) is below 23o C while rest of the state records average annual temperature between 23oC and 26oC except the eastern part of Santhal Pargana region, East Singhbhum, Garhwa, Palamu and the northern part of Chatra districts where it is above 26o C. There are extremities in climate in the state in two seasons- summer and winter. 10. Rainfall: The average annual rainfall in the state is 1300-1400 mm against national average of 1000 mm with more than 4/5th rainfall between June to September by the south west monsoon during the rainy season.