Project : Improvement of SH-79 from Hanur to Border including connectivity from Palar to Hoganakkal Falls (ODR) in the State of Document : Feasibility Report Month: Aug 2016

FEASIBILITY REPORT

Improvement of SH-79 from Hanur to Tamil Nadu Border including Connectivity from Palar to Hoganakkal Falls (ODR) in the State of Karnataka

1.0 INTRODUCTION AND BACKGROUND

The Government of Karnataka (GoK) through the Government of (GoI) has received in principal approval for a loan from the Asian Development Bank (ADB) towards Karnataka State Highways Improvement Project–III (KSHIP- III) for developing State Road network adopting innovative financial models under Public Private Partnership (PPP). The Executing Agency (EA), the Public Works Department, represented by the Project Director, Project Implementation Unit, Karnataka State Highway Improvement Project (PIU-KSHIP) has already completed a Pre-Financial Feasibility Study for about 4,403 km of select corridors of the Core Road Network (CRN) of the state and based on the outcome of this study, it intends to improve about 1,350 km of state highways under this ADB finance. With a view to this, the EA has engaged a consultant to prepare the Detailed Project Report and carry out Transaction Advisory Services for Karnataka State Highway Improvement Project-III (KSHIP III)”, for project roads drawn under Group II.

Start Point at Hanur (SH-79) End Point at Hoganakkal PROPOSED PROJECT ROAD Falls (ODR) MDR ODR SH-79

End Point at TN Border Palar (SH-79)

Start Point at Palar (ODR)

Figure-1 Index map showing the Proposed Project Road (Hanur to TN Border and Palar to Hoganakkal Falls)

Page 1 of 16 Project : Improvement of SH-79 from Hanur to Tamil Nadu Border including connectivity from Palar to Hoganakkal Falls (ODR) in the State of Karnataka Document : Feasibility Report Month: Aug 2016

PIU-KSHIP has planned to:

. Upgrade / strengthen Hanur to Tamil Nadu Border section of SH-79 & MDR outside wildlife sanctuary area and to strengthen the carriageway without widening & geometric improvement inside wildlife sanctuary areas

. Improve the connectivity to Hoganakkal Falls (Palar to Hoganakkal), which includes improvement of riding quality by rehabilitation of the existing deteriorated pavement surface and adding Parapet / Railing to all Bridge structures which is currently missing.

Proposed project roads have been shown in Figure-1.

2.0 DESCRIPTION OF THE PROJECT ROAD

Total length of the proposed project road will be 95 km, which includes:

a) Hanur (Ch. Km 85+815 of SH-79) to Tamil Nadu border near Palar (Ch. Km 163+023 of SH-79) – 65.5 km End point at b) Palar to Hoganakkal Falls (ODR) -29.5 km Tamil Nadu Border near Palar.

The project road in majority length has intermediate lane carriageway of 5.5 m width (Figure-2), about 1.6 km of project road has two lane i.e. 7.0 m wide carriageway (Figure-3). Project road at many locations has sharp horizontal and vertical curves not conforming to design standards as shown in Figure-4 and Figure-5.

The project road is located in plain terrain (9 km), rolling terrain (50.0 km) and hilly terrain (36 km). Out of 36.0 km of the hilly terrain, 8.4 km stretch is above 1,000 m from mean sea level.

Figure-2 Project Road with 5.5 m Figure-3 Section of Project Road with carriageway 7.0 m carriageway

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Figure-4 Sharp vertical curve with Figure-5 Sharp horizontal curve observed deficient sight distance. at some locations on project road.

The project road passes through various small and big settlements and in existing condition it is observed the local city traffic and congested lanes impede the free flow of through traffic Some of the major settlements along project road include Hanur, Kaudalli & M.M. hills.

The Male Mahadeshwara Temple at Male Mahadeshwara Hill (M.M. Hills) is a pilgrim town located near existing chainage km 133+300 (design Ch. Km 133+750) of the proposed project road. The ancient and sacred temple of Sri Male Mahadeshwara is a very popular Shaiva pilgrim centre. It draws lakhs of pilgrims from the states of Karnataka, Tamil Nadu and other parts of India. Apart from being a pilgrimage centre, M.M. Hills possess natural beauty in the form of large tracts of forest area. The beautiful landscapes of hills and valleys are covered with extensive forests. M.M. Hills is bound by the River Cauvery to the north-east and by the River Palar to the south. Thus, it forms an important tourist place.

81.789 km out of 95 km of the proposed project road is passing through two Wildlife Sanctuaries namely Malai Mahadeshwara Wildlife Sanctuary and Cauvery Wild Life Sanctuary. 49.883 km stretch of the project road traverse through Malai Mahadeshwara Wildlife Sanctuary and 31.906 km stretch of the project road traverse through Cauvery Wildlife Sanctuary as given in Table-1. Overall assessment reveals that the project road needs to undergo geometric improvement for both horizontal and vertical alignment.

Table 1 Location of Wildlife Sanctuary along the Proposed Project Road Existing Chainage Km Design Chainage km Side Name of the Forest Start End Length (km) Start End Length (km) Both Malai Mahadeshwara 89+020 91+810 2.790 88+975 91+765 2.790 sides Wildlife Sanctuary Both 95+064 97+470 2.406 94+938 97+344 2.406 Cauvery Wildlife Sanctuary sides Both Malai Mahadeshwara 103+807 150+900 47.093 104+107 151+200 47.093 sides Wildlife Sanctuary Near Near Both 162+670 29.5 150+825 29.5 Cauvery Wildlife Sanctuary Hoganakkal Hoganakkal sides Total Length 81.789 81.789

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Figure-6 Project Road inside Figure-7 Project Road inside Malai Mahadeshwara Wildlife Sanctuary Cauvery Wildlife Sanctuary

Agriculture is the main land use with very few industries along project road. Commercial activities is only noted when alignment passes through settlements however no major industries are noted along project road. Major settlements along the project road are Hanur, Kaudalli, Male Mahadeshwara, Palar and Gopinatham.

Issues along the Project Road:

i) Proposed Project alignment, passes through wild life sanctuary and 8.4 km stretch is above 1,000 m from mean sea level as such improvement proposal needs to be carefully formulated keeping in mind minimal impact on such Eco sensitive areas and also catering to existing traffic needs. Figure-8 Damaged pavement ii) Pavement is damaged at some sections condition near Tamil Nadu Border due to lack of maintenance and deficiency in drainage as shown in Figure-8. iii) Sharp hair pin bends are there in the alignment section passing through M.M. Hills which need to be addressed keeping in view the fact that the section is passing through wildlife sanctuary. iv) At many locations school and religious structures exist along the project road as such improvement proposal need to be carefully prepared to have minimal impact on such structures

3.0 ENGINEERING SURVEY AND INVESTIGATIONS

Proposed project road starts in Hanur at Km 85+815 of SH-79 and ends at Tamil Nadu border near Palar Km 163+023 of SH-79 (approximate length 65.5 km). The ODR section starts at Palar at Ch. Km 162+670 and ends near Hoganakkal Falls (approximate length 29.5 km).

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Existing Condition: The existing road is flexible pavement having predominantly Intermediate lane carriageway of 5.5 m width and 1.6 km of project road has two lane i.e. 7.0 m wide carriageway. Small section of project road of about 200m length is 4 lane divided carriageway near Malai Mahadeshwara Temple. The earthen shoulder width varies from 0.5m to 1.5m through the alignment. About 8kms of project length has paved shoulders on both sides. Width of paved shoulder varies from 0.5 m to 3.0 m.

Roadway Geometrics: The existing road is having substandard geometry in sections which does not conform to IRC:SP:73-2015.

Road Intersections: There are 7 major roads (3 in outside sanctuary area and 4 inside the sanctuary area) and 19 minor road/village roads (16 in outside sanctuary area and 3 inside the sanctuary area) connecting the project road. All the junctions outside the sanctuary area have been proposed for improvement as per IRC guidelines and junctions within the sanctuary area will be improved within the available ROW without disturbing the existing trees, if any.

Existing Bridges / Structures: There are 9 minor bridges, 2 Causeways and 157 culverts (73 Hume pipe, 4 box culverts and 80 slab culverts) along the project road. There is no existing Major Bridge along the project road.

Railway Crossing: There is no Railway Crossing along the Project Road.

Pavement Condition: The existing pavement is flexible and the composition of layer predominantly consists of bituminous layers laid over granular base / WMM and granular sub base/river material with boulders / moorum present at some locations. The bituminous surfacing varies in the range of 20 mm to 120 mm and the Granular Base/sub base layer varies from 60 mm to 380 mm.

Roughness: The roughness of the project road is varying from 2615 to 14338 mm / Km. These result indicates that, the roughness is average to very poor.

4.0 TRAFFIC SURVEY AND ANALYSIS

During the pre-feasibility study, traffic surveys were conducted by iDeCK in 2009. As per the terms of reference of this study the Consultants were required to validate these surveys.

4.1 Classified Traffic Volume Counts

Validation of traffic volume count conducted by iDeCK was done using the traffic volume counts conducted by ICT in August 2015. Comparison of traffic volume counts done by iDeCK and ICT is given in Table-2. It shall be noted that since the traffic volume counts by the two studies were done in different years, the volume counts recorded by iDeCK are projected to forecast for 2015 and were considered to compare the traffic volumes observed during the ICT study.

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Table 2 Comparison of traffic volume counts done by iDeCK and ICT Traffic Survey as per As per iDecK Traffic Survey as per Type of Vehicle iDeCK (Jan. 2014) (Proj.2015) ICT (Aug. 2015) ADT AADT AADT ADT AADT Car/Jeep /Van 1111 1089 1128 1151 1278 Taxi 321 314 Three Wheeler 234 234 246 309 303 Two Wheeler 2021 2021 2274 2671 2618 Mini Bus and Bus 567 624 668 662 662 LGV 97 106 114 543 527 Trucks (2/3 Axle) 240 262 282 195 190 MAV 15 16 17 17 16 Tractor/ Tractor with Trailer 89 89 91 45 43 NMT 143 142 143 136 136 Toll Exempted Vehicles - - - 11 11 Total (in Vehicles) 4533 4645 5112 6020 5908 Total (in PCUs) 5363 5621 6087 6736 6624

As per Table-2, the difference in total traffic volumes (AADT) for the year 2015, during the two traffic studies is within 10% in terms of PCUs, even though in terms of total number of vehicles, the difference is closer to 20%. Since ICT’s baseline data is more recent and reflects latest travel pattern, it has been adopted for further analysis, forecasting, estimation of tollable traffic and design of the roadway.

4.2 Identification of Homogeneous Sections

Based on the mid-block traffic volume counts on the project road, two homogeneous sections have been considered from Hanur to Tamil Nadu Border. The homogeneous section wise traffic projections have been given in Table-3.

Table 3 Homogeneous Sections of proposed Project Road Existing Chainage Design Chainage Traffic Sectio Distance Volume Sections Start End Start End n No. Chainage Chainage Chainage Chainage (Km) AADT (Km) (Km) (Km) (Km) (PCU) Hanur to HS-I 85+815 108+310 85+770 104+030 18.260 6,624 Kaudalli Kaudalli to TN HS-II 108+310 163+025 104+030 151+157 47.127 4,014 Border

4.3 Axle Load Survey

The axle load survey has been carried out to work out the Vehicle Damage Factor (VDF) and the axle load spectrum for design of pavement. The survey was carried out using the electronic static axle load pad at selected location on SH-79 (Kollegal-T.N Border Section) for 24 hours. Based on the survey the VDF for 2-axle trucks has been

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computed in the range 2.36 - 3.29 while the VDF for 3-axle truck lies in the range 5.82 - 4.63. The VDF for multi- axle vehicle has been calculated to be in the range 6.26 - 6.46. The results indicate low VDF values in UP direction (i.e. towards TN border) and higher values in DN direction.

4.4 Speed and Delay Survey

A speed and delay survey using the moving car observer method was carried out by dividing the project road stretch in three sections along SH-79. The results are shown in Table-4. Table 4 Summary of Speed and Delay Analysis Section (Km) Average Average Running Journey Section No. Section Name From To Speed Speed (kmph) (kmph) 2 85+000 103+500 Hanur-Cowdhalli 48.27 45.27 Cowdhalli - 3 103+500 136+500 47.33 44.10 Mahadheshwara Mahadheshwara - T.N 4 136+500 150+800 33.71 30.75 Border

The results indicate that the average journey speed is varying between 30.75 kmph to 45.27 kmph on SH-79. The higher speeds (above 40 kmph) are observed on few sections. Also the average running speed is varying from 33.71 kmph to 48.27 kmph. The low average speeds (below 35 kmph) are observed on one section

Table 5 Pedestrian Flows per Day at Mid-Block Locations Chainage Daily Flow Peak Hour Flow Location Arm (Km) Across Along Across Along Mid-Block 102+200 Near Cowdhalli 1488 4404 168 478 section

4.5 Pedestrian Count Survey

Pedestrian Count Survey was taken up for 12 hours (8:00 AM to 8:00 PM) at Kaudalli by ICT in the year 2015. At mid-block section, along and across pedestrian movements were counted as per the need of the existing situation. In the mid-block sections there is a need for speed calming measures with proper signages for controlling speed of through traffic, as there is heavy movement of pedestrians.

4.6 Traffic Forecast

For traffic forecast, the techniques of ‘Elasticity of Transport Demand’, based on historical growth in vehicle registration and trend of the economy in the area, has been adopted for estimating the growth rates for different modes of traffic that are likely to use the project road in future. The various components of traffic for the traffic forecast were estimated for the homogenous section. These include normal traffic, generated traffic (diverted traffic, Induced traffic) and developmental traffic. The projected traffic for the two homogenous sections of the project road (with five yearly projections) is given in

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Table-6 and Table-7.

Kaudalli to TN Border Section: The section of the road passes through a Wildlife Sanctuary, and any geometric improvements are not permitted on this section owing to the MoEF&CC regulations applicable to wildlife sanctuaries. Based on the existing pavement condition, the engineering improvements could be restricted only to improvements in surface condition.

Table 6 Projected Annual Average Daily Traffic on HS- I (Hannur to Kaudalli) Year Vehicle Type 2015 2020 2022 2025 2030 2035 2040 2050 Car 1089 1686 1883 2619 3769 5364 7462 13254 Total Jeep/ Van 314 439 484 631 841 1071 1332 1966 Mini Bus 61 74 80 100 127 153 178 231 Bus 601 798 865 1060 1335 1615 1906 2540 Tempo LGV - Freight (3,4 Axle) 514 707 776 991 1285 1629 1944 2752 Tempo LGV - Freight (6 Axle) 13 18 19 22 27 32 37 47 2 Axle Truck 139 180 197 244 313 394 468 661 3Axle Truck 51 63 69 85 107 132 153 210 MAV 16 19 21 28 38 48 61 102 Three Wheeler 303 442 488 646 897 1214 1625 2911 Two Wheeler 2618 4100 4585 6401 8977 11957 15628 25454 Tractor 6 7 7 7 7 7 7 7 Tractor With Trailer 37 42 43 46 51 56 61 71 Cycle 134 139 140 143 148 156 166 186 Cycle Ricks 0 0 0 0 0 0 0 0 Hand Cart 1 1 1 1 1 1 1 1 Animal Drawn 1 1 1 1 1 1 1 1 Non Tollable 11 11 11 11 11 11 11 11 Non Tollable PCUs 11 11 11 11 11 11 11 11 Total PCUs 6,624 9,337 10,267 13,401 17,965 23,396 29,771 46,609 Total Vehicles 5,908 8,726 9,669 13,036 17,935 23,841 31,041 50,405

Table 7 Projected Annual Average Daily Traffic on HS-II (Kaudalli to TN Border) Year Vehicle Type 2015 2020 2022 2025 2030 2035 2040 2050 Car 536 740 833 1008 1292 1859 2647 3682 Total Jeep/ Van 225 287 317 372 454 605 770 957 Mini Bus 61 69 75 86 101 129 155 181 Bus 244 298 326 369 431 543 658 777 Tempo LGV - Freight (3,4 Axle) 223 280 308 356 427 556 705 843 Tempo LGV - Freight (6 Axle) ------2 Axle Truck 207 256 280 321 376 486 616 742 3Axle Truck 23 27 29 32 35 43 53 59 MAV 1 2 2 2 3 4 5 6 Three Wheeler 142 188 210 247 305 423 573 766 Two Wheeler 879 1226 1384 1678 2156 3024 4027 5263 Tractor 0 0 0 0 0 0 0 0 Tractor With Trailer 150 170 175 183 193 218 241 266

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Year Vehicle Type 2015 2020 2022 2025 2030 2035 2040 2050 Cycle 287 299 302 308 314 329 344 362 Cycle Ricks 0 0 0 0 0 0 0 0 Hand Cart 0 0 0 0 0 0 0 0 Animal Drawn 0 0 0 0 0 0 0 0 Non Tollable 0 0 0 0 0 0 0 0 Non Tollable PCUs 0 0 0 0 0 0 0 0 Total PCUs 4014 5018 5477 6282 7486 9806 12554 15712 Total Vehicles 2978 3842 4241 4963 6087 8219 10794 13904

5.0 IMPROVEMENT PROPOSALS

Improvement proposals for the project road are proposed based on objectives outlined in Terms of Reference (TOR). As mentioned in TOR main objective of proposed project is improvement of safety feature of the alignment, capacity augmentation and improvement within existing Right of Way (ROW) as far as possible.

As per IRC:SP:73-2015 all highways warranting 2-laning have to be provided with 1.5m wide paved shoulders from safety considerations irrespective of the volume of traffic. Further 2-Lane with Paved Shoulder and Footpath/Four lane divided carriageway with Footpath configuration is provided in built-up areas of length more than 200m irrespective of traffic volume.

5.1 Widening

Hanur to Tamil Nadu Border section of SH-79

. In Rural areas (outside Sanctuary Area) it is proposed to strengthen and widened the existing carriageway to 7m with 1.5m paved shoulder and 1.0m / 2.0 m granular shoulder on both sides. Earthen drain shall be provided on both sides for the surface drainage. The total proposed formation width is 12m / 14 m (Figure-9).

Figure-9 Typical Cross Section for 2-lane with Paved Shoulder (Rural Area)

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. In Built up areas (outside Sanctuary Area) it is proposed to strengthen and widened the existing carriageway to 4-lane divided carriageway with 2.195 m wide RCC Drain cum footpath is proposed on both sides of project road. The total proposed formation width is 20 m (Figure-10).

. In Built up areas (outside Sanctuary Area) it is proposed to strengthen and widened the existing carriageway to 2-lane carriageway with 2.0 m paved shoulder and 2.5 m drain cum footpath on both sides of project road. The total proposed formation width is 16 m (Figure-11).

Figure-10 Typical Cross Section for 4-lane divided carriageway (Built up Area)

Figure-11 Typical Cross Section for 2-lane with Paved Shoulder (Built up Area)

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. In Wild Life Sanctuary area it is proposed to strengthen the existing carriageway and retaining the existing alignment and formation width. It is also proposed to improve the existing earthen shoulder into hard shoulder by providing Interlocking Cement Concrete tiles within existing ROW. Apart from above it is proposed to provide W-Beam Crash Barrier on Valley side wherever the existing parapet wall is damaged or not available at site. Only 3 minor bridges are to be reconstructed without widening inside Wildlife Sanctuary Area as the existing condition of the bridges are very poor and hydrologically inadequate (Figure-12).

Connectivity to Hoganakkal Falls i.e. Palar to Hoganakkal (ODR)

. Improvement proposal does not include any widening or geometric improvement both Horizontal and vertical but is focused on improving riding quality by rehabilitation of the existing deteriorated pavement surface and minor repairs of safety features including adding Parapet / Railing to all Bridge structures which is currently missing (Figure-13). Apart from above, it is proposed to improve the existing earthen shoulder into hard shoulder by providing Interlocking Cement Concrete tiles which will also improve the riding quality.

Figure-12 Typical Cross Section for Project Road passing through Wild Life Sanctuary

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Figure-13 Typical Cross Section for Connectivity Road to Hoganakkal Falls

5.2 Bypass / Realignment

Bypass / Realignment: To minimize social impacts and to improve the existing geometry of the road, bypass / realignment is proposed at 2 locations. These bypasses/ realignments are outside the Wildlife Sanctuary area

a) Kaudalli bypass – length: 3.365 Km b) Realignment near Elemera village – Length: 0.530 km

Table 8 List of Bypasses / Realignment of SH-79 Name of Existing Chainage (km) Design Chainage (km) Sl. No. Town/Village Start End Length Start End Length Bypass 1 Kaudalli 100+793 103+730 2.937 100+665 104+030 3.365 Realignment 1 Elemera 93+220 93+825 0.605 93+170 93+700 0.530

Kaudalli Bypass: Extent of Kaudalli village is from Km. 100+700 to 104+000 along the project road. Radius of the existing alignment varies from 30 m to 300 m with majority of curves less than 200 m. The geometry of the existing road is not confirming to codal provisions. The distance between the buildings on both sides is about 8 m to 10 m. Considering the above constraints, bypass for the Kaudalli Village is proposed. Two bypass options on both sides of the village are studied as shown in Figure-14:

. Bypass Option I: Bypass on LHS of existing road . Bypass Option II: Bypass on RHS of existing road connecting SH79

In option I there is less R&R as compared to Option II, but the connectivity from SH-79 to the proposed bypass shall be through Kaudalli Village only whereas with bypass

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option II on RHS side, there is a direct connectivity of SH-79 from Ramapura and the other two main roads of the Kaudalli Village. Proposed bypass on RHS will ease the traffic in Kaudalli Village for traffic coming from Hanur and Ramapura. From safety consideration and to avoid large scale R&R impact the proposal of bypass is recommended. PWD has also explored options and recommended bypass on RHS of Kaudalli. Considering the above said points into consideration, bypass option on RHS i.e. Option II is recommended for better network connectivity.

Figure-14 Proposed Kaudalli Bypass Alignments

Realignment near Elemera: The alignment after the Village Elemera has a 90 degree bend towards LHS at Ch. 93+300 and just after there is again a 90 degree turn in the Alignment on RHS side. Just after the bend, there is a causeway along the existing alignment.

Figure-15 Proposed Realignment near Elemera

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New high level Bridge is to be proposed for the causeway. Hence, to improve safety of the road users, geometric improvement in form of realignment between Ch. 93+170 to Ch.93+700 is proposed. The proposed realignment on google Imagery is shown in Figure-15.

5.3 Other Improvement Proposal

. Culverts: Outside Sanctuary area - 11 reconstruction and 6 new culverts are proposed. All 141 culverts located within wildlife sanctuary area will be retained without widening.

. Bridges: Outside Sanctuary area - 2 minor bridges will be replaced and 1 minor bridge to be retained and inside sanctuary area - 5 minor bridges will be retained with repairs and 3 will be reconstructed (hydrologically inadequate)

. Bus Bay: 12 bus bays (6 locations) on the project road are identified as probable locations, all outside wildlife sanctuary areas

. Truck Lay Byes: Truck lay byes proposed at one location on both sides out the wildlife sanctuary area

5.4 Horizontal Design

Highway design for all geometric elements should, as far as economically practical, to provide safe, continuous operation at a speed likely to be observed under the normal conditions for the highway. Alignment section in existing condition is predominantly 3.75 m to 7.0 m carriageway and 1 to 2.0 m earthen shoulder. It is noticed in existing condition majority locations, horizontal curves do not conform to IRC standards. In the proposed improvement proposal outside the Sanctuary area, deficiency in the geometrics of the road is removed for safe flow of traffic as per guidelines below, whereas in the Sanctuary area existing alignment is retained without any improvement to avoid any land acquisition:

. Improve deficiency of curve radius as per codal provision for 100/80 km /hr. speed limit. . Short realignment for locations with sharp horizontal curve radius and hot spot location is provided to reduce impact due to proposed improvement proposal. . Sufficient sight distance was provided to enable a vehicle travelling at or near the design speed to stop, before reaching a stationary obstruction. . The requisite sight distance shall be made available across the inner side of the horizontal curves. . Super-elevation for design horizontal curve as per standards for smooth transition of vehicles along the curve

5.5 Vertical Profile

The topography of the land traversed has an influence on the alignment of roads and

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streets. Alignment section is passing through plain terrain and Hilly terrain and runs on embankment generally 0.5 m to 1.5 m except in portion of approaches to bridges and culverts, where the height of embankment goes up to 5m. As discussed earlier in this chapter, design speeds are used as a means for design, by correlation of various geometric features of the highway and guidelines below,

a) The vertical alignment is designed so as to provide a smooth longitudinal profile and desired sight distance outside Sanctuary area and within the Sanctuary area, the existing profile is being retained with minor improvement in curves. b) A gradient corresponding to the ruling gradients is followed in the vertical alignment design. c) Long Vertical Curves shall be provided at all grade changes.

5.6 Road Safety Devices

Road safety aspects have been well studied and several safety features like road marking, signage, safety barriers, boundary stones, kilometer stones and hectometer stones, pavement marking and lighting has been proposed as discussed below. The engineering design of the road has also considered IRC codal provisions related to road safety such as:

 IRC: SP: 32-1988 Road Safety for Children  IRC: SP: 44-1994 Highway Safety Code  IRC: SP: 55-2001 Guidelines for Safety in Construction Zones  IRC:119:2015 Guidelines for Traffic Safety Barriers

Road Markings

. Road Markings shall comprise of carriageway markings such as longitudinal markings and object markings such as raised pavement markers (Cat’s Eyes or Road Studs). . All markings shall conform to IRC:35-2015 and Raised pavement markers shall be provided as per IRC:SP:73-2015

Road Signs

. Three types of Road signs shall generally be provided (such as Mandatory / Regulatory, Cautionary / Warnings, and informatory signs. . Locations of Signs shall conform to IRC:67 and Section 800 of MoRT&H Specifications

Roadside Safety Barriers

The following types of Road Safety Barriers shall be provided on the Project Road Sections: . Semi-rigid type / rigid type / flexible type safety barriers shall be provided on the high Embankment Section where the height of embankment is more than 3.0 m. . Rigid Type such as Concrete Crash Barriers shall be provided on the bridges, isolated structures and its approaches, as Median for 4-lane urban section.

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Boundary Stone, Km Stone and Hectometer Stone

Road boundary stones have been proposed all along the project highway to discourage future encroachment into the right of way. Km stone and hectometer stones have been proposed all along the project road as per IRC codal provisions

Pavement Marking and Lighting

Pavement markings will be done for traffic lane line, edge lines and hatching. The marking will be with hot applied thermoplastics materials. The pavement markings will be reinforced with raised RR pavement markers and will be provided for median and shoulder edge longitudinal lines and hatch markings.

Highway lightings including high masts will be provided at intersections in order to improve the night time visibility. All the built up locations as well Bus bays has been proposed with lighting arrangements.

5.7 Road Drainage

The general design guidelines for the Road Drainage shall be as under:

a) The Design of Drains shall be carried out in accordance with IRC:SP:42 and IRC:SP:50 b) For Surface Drainage, the estimation of Design Discharge and the design of Drain Sections shall be as per the procedure given in IRC:SP:42. c) The longitudinal slope of the drain shall not be less than 0.2% for lined drains and 0.3% for unlined drains. d) The Side slopes of the unlined drains shall be Inner-2.0(H):1(V), Outer-1.5(H):1(V). e) The Drains on the paved areas shall be provided with CC linings. f) The Drainage of High Embankment shall be provided with the provision of Kerb channel and CC lined chutes. g) The chute drains and drains at toe of the embankment shall be of Plain Cement Concrete. h) Necessary Sub-Surface Drains shall be provided as required.

9.0 PRELIMINARY COST ESTIMATE

The project costs include cost of site clearance, earthworks, construction costs, contingencies cost, utility relocation cost, provision for street lighting cost and design & supervision cost. Preliminary project cost is Rs. 224 Crore.

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