Alignment Report (Kolar - Bangarpet)

CONSULTING SERVICES FOR PREPARATION OF DETAILED PROJECT REPORT (DPR) FOR
THE CONSTRUCTION OF 4 LANE AND 2 LANE ROAD IN PWD, BANGALORE CIRCLE,

BANGALORE.
REPORT ON
ALIGNMEN
T
CHAPTER 1
INTRODUCTION
1.1. Project Background
The Government of Karnataka, Public works, ports and inland water transport department,
Bangalore has contemplated for "The Construction of 4 lane and 2 lane road in PWD,
Bangalore Circle, Bangalore" in Bangalore, Bangalore Rural, Kolar, Chikkaballapura,
Tumkur and Ramanagara Districts, in the state of Karnataka.
1.2. The Project Highway
The Government of Karnataka, Public works, ports and inland water transport department,
Bangalore has contemplated for Widening to 2 Lane (Road connecting District to Taluk) of
Banagarpete Bagepalli Road, Kolar District. The total Length of the Project Road is 18.0 Km.
A location map of the project road is shown in the figure 1.1. The Alignment of the project
road starts at CH 0.000 Km of SH-5 at Bangarpete and runs through nearby villages namely
Hudukula, Dodda Hasala and ends at Kolar @ CH 18+000 Km of SH-5.
1.3. Objective of the Consultancy Services
The objective of this consultancy is to undertake feasibility studies and prepare a Detailed
Project Report of the Project Highway for the purpose of firming up the Authoritys
requirements in respect of development and construction of the Project Highway and Project
Facilities and enabling the prospective bidders to assess the Authoritys requirements in a
clear and predictable manner with a view to ensuring:
1. Enhanced safety and level of service for the road users
Public Works,Ports and Inland Water Transport Department, Bangalore

division.
CONSULTING SERVICES FOR PREPARATION OF DETAILED PROJECT REPORT (DPR) FOR THE CONSTRUCTION OF 4 LANE AND 2 LANE ROAD IN PWD,
BANGALORE CIRCLE, BANGALORE.
REPORT ON
ALIGNMENT
Figure 1- 1: Location map of the project Road

2
Public Works,Ports and Inland Water Transport Department, Bangalore division.

THE CONSTRUCTION OF 4 LANE AND 2 LANE ROAD IN PWD, BANGALORE CIRCLE, BANGALORE.
REPORT ON
ALIGNMEN
T
2. Superior operation and maintenance enabling enhanced operational efficiency of the

Project Highway
3. Minimal adverse impact on the local population and road users due to road construction
4. Minimal adverse impact on environment
5. Minimal additional acquisition of land
6. Phased development of the Project Highway for improving its financial viability
consistent with the need to minimise frequent inconvenience to traffic that may be
caused if additional works are undertaken within a period of seven years from the
commencement of construction of the Project Highway.
1.4. Scope of Consultancy Services
The scope of service shall comprise:
1. Traffic surveys and demand assessment
2. Engineering surveys and investigations
3. Location and layout of truck lay byes
4. Location and layout of bus bays and bus shelters
5. Preparation of designs for road, (Pavement/Geometric Design)
6. Preparation of designs for bridges for (Old and New, x number of Major/Minor bridges)
and bridge components.
7. Preparation of Land Plan Schedules and Utility Relocation Plans
8. Preparation of BOQ and Cost Estimates
9. Final Detailed Project Report and final drawings.
1.5. Progress Achieved
The Project Consultants Team members have visited the Projects road, carried out extensive
inventory and visual condition survey of existing road alignment, road pavement, shoulder,
major junctions, minor junctions, accident prone locations and collected other existing
3

REPORT ON
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features and other relevant secondary data. The team members were also visited the Office of
the Superintending engineer, Office of the Executive Engineer, Bangalore and interacted with
concerned Section Officers and Assistant Executive Engineers. The Team Leader has also
visited the project site and discussed the salient features of project road with the concerned
Executive Engineer, Public works, ports and inland water transport department, Kolar. The
team has made site visits along the project corridor to gather primary information on land use,
traffic characteristics, soil characteristics, pavement as well as structure conditions,
intersections and status of land availability along the same. We believe that, this knowledge
regarding project site will definitely help us in providing sufficient inputs for the
formulations of an engineering and sequential approach and methodology for the proposed
study. This will further enable us to address the problem in a rational and logical manner.
The following progress has been achieved so far.
i)
Road, Pavement and Shoulder Inventories and visual conditions survey - completed
ii) Major Junctions, Minor Junctions and other intersections survey - completed
iii) Identification of Traffic Survey locations - Completed
iv) CD Structures inventories and visual condition survey - Completed
v) Topo Survey and Level Survey - Completed
vi) Traffic Volume Count and TMC Survey - Completed
vii) Axle Load Survey - Completed
viii) Pavement Investigations - Trial Pits, recording of existing pavement layer crest
thicknesses, field Density, Field Moisture content, Soil Sampling - Completed
ix) Program of Inventory, Visual Condition Survey, Investigations and Reports preparation /
Submission - Completed
x) Inception Report - Submitted
The Present Submission is the Report on Alignment and First Traffic survey

REPORT ON
ALIGNMEN
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CHAPTER 2
DESIGN STANDARDS AND ALIGNMENT

PROPOSALS
2.1 General
A highway system development involves huge irreversible investments, and requires rigorous
modelling and analysis before the implementation decision is made. Objectives of setting
design standards is to confirm the proposed road with the codes of practice, to give a clear
picture of how the proposed facility would look like once implemented and also to maintain
uniformity throughout the corridor to achieve the desired purpose of the facility and to ensure
safety and comfort for the road users. Non-uniform or inadequate design standards lead to
confusion for the drivers to adapt to the changing road characteristics and cause accidents.
For the present Project it is proposed to follow design standards given in Indian Roads
Congress (IRC) codes of practice, guidelines and special publications, as well as applicable
MoRT&H circulars and reports. Where the said standards are silent for any particular element
of design, other standards, like, American Association of State Highway and Transport
Officials (AASHTO) Standards and Any other National or International Standard as
considered suitable shall be referred to and the one considered the best and relevant adopted.
2.2 Geometric Design
2.2.1 Base Plan
Base plan of the existing project road showing all natural and manmade features has been
prepared using the topographical survey data collected through Total Station Survey. All the
features within a band width of 60m have been captured with a unique description code
during the topographical survey along with the details of existing carriageway centreline,
edge of pavement, edge of shoulder, toe line of the embankment etc. This data has been
downloaded into the software environment to prepare the base plan. The following activities
elucidate the preparation of base plans in more details:
Download the data into software

REPORT ON
ALIGNMEN
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Define main corridor features by joining the points of centreline, edge of pavement,
embankment toe line

Join the points with same description codes for all physical features like rivers,
buildings, religious structures, shops, telephone poles, electric poles, cross roads etc
within the above specified limits

Establish break lines for features such as edge of the road, shoulder, nalas, top and
bottom of ditches, etc;

Insert the details of existing cross drainage structures such as bridge number, span
arrangement etc.
Insert details of underground utility services collected from secondary sources.
Cross check the so prepared base plans by walkover surveys
Update and finalize the base plans with additional survey data if necessary.
2.2.2 Geometric Design Standards
References
IRC: 38-1988
2.2.2.1 General
Planning and design of roads & CD structures, pedestrian
IRC: 86-1983
AASHTO-Green
facilities and street furniture are essentially based on IRC

standards
and
MoRT&H
specifications.
Whenever,
the
Book
IRC: SP-73-2007
codes/standards are silent on some of the aspects, the same will be planned/designed based on
sound engineering practices and consultants experience in similar projects. Design standards
relevant to the project road along with the broad list of design parameters and the relevant
IRC codes/specifications have been detailed in Table 2.1
The design standards corresponding to 80 - 100 kmph have been adopted in general for the
project road to ensure uniform and consistent design standards for safety reasons. Locations
of horizontal curves have been checked for the adequacy of radius for the set design speed.
Most of the curves satisfy the requirements of design standards for a design speed of
80-100 kmph
Table 2- 1: Relevant IRC Codes / Specifications

6

Sl. No.
Design Parameters
Geometric Design Standards
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Reference Code
Carriageway width
Shoulder
Footpath
1
As per
IRC: 38-1988, IRC: 73-1980,
IRC: 86-1983 & IRC:SP: 23-1983
Median
Camber
Super elevation
Horizontal Alignment
Vertical Alignment
Road Furniture
Road Markings
As per IRC:79-1981
Road Signs
As per IRC:35-1997
Road Delineators
As per IRC:67-2001
As per IRC:103-1988
As per IRC:64-1990
Pedestrian Facilities
4
5
Road Capacity
Traffic Forecast
Pavement Design
Overlay Design
Road Drainage
Culverts & Bridges
As per IRC:108-2015
As per IRC:37-2012
As per IRC:81-1997
As per IRC:SP:42-1994 & IRC:SP:50-1999
As per relevant IRC codes and MORT&H
Table 2- 2: Design Standards

Sl.
No.
1
Description
Standards
ROAD LAND WIDTH

a. Right of Way
30 - 60m
b. Set Back Between Building Line and Road Boundary
3m to 6m
Design Speed
Main carriageway
a. Traffic lane width
b. Paved Shoulder width
In rural areas
In urban/semi urban areas
Desirable 100 kmph

Minimum 80 kmph
3.5m
-

Sl.
No.
Description
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Standards
c. Earthen Shoulder Width

In rural areas
In urban/semi urban areas
d. Cross Slope
In Bituminous surface
In Hard shoulder
e. Super elevation
f. Rate of Change of Super elevation
Horizontal Curves
a. Requiring no super elevation (for 100kmph)
b. Requiring no super elevation (for 80kmph)
Super Elevation
a. Absolute minimum requiring 7% super elevation
(for 80kmph)
b. Absolute minimum requiring 7% super elevation
(for 65kmph)
Vertical curves
a. Minimum length of Vertical Curve
b. Maximum Grade Change not Requiring Vertical Curve
c. Minimum k value for summit curves
d. Minimum k value for valley curves
Gradient
a. Maximum
b. Minimum
In cut and kerbed sections
On un kerbed sections on embankment
Sight Distance
(Sight distance shall be in accordance with the intermediate
sight criterion preferably but in no case shall be less than the
stopping sight distance)
a. Desirable (intermediate)
b. Minimum (stopping)
2.3 Capacity Standards

IRC: 64-1990 is the main reference for determining capacity standards
for roads in India. The following Table summarises the capacity
1.0m
2.50%
3.00%
Maximum 7.0%
1 in 150
2000m
1200m
360 m
240 m
50m
0.60%
73.6
41.5
3.30%
0.30%
0.50%
0.30%
360m
180m
References
IRC: 64-1990
IRC: 106- 1990
standards and design service volumes for various categories of roads in

plain areas for the peak hour traffic of 6-8% and design service level corresponding to level
of service-B (LoS B).
Public Works,Ports and Inland Water Transport
8
Department, Bangalore division.

REPORT ON
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Table 2- 3: Capacity Standards

Type
Design Service Volume PCUs/day
2- Lane carriageway (Plain Terrain)

Without Paved Shoulders
With minimum 1.5m Paved Shoulders on
eitherside
15,000
18,000
2.4 Transition Curves

As per IRC: 73-1980, Geometric Design Standards for Rural Highways, suggests that the
length of the transition curve should be the larger of the two values arrived at on the basis of
the following criteria:
i.
Rate of change of centrifugal acceleration; and
ii.
Rate of change of super elevation (not steeper than 1 in 150)

The values given in the IRC Geometric Design Standards for Rural Highways are obtained
from the criterion of rate of change of centrifugal acceleration, with a pavement width of
7.00m. The transition lengths so obtained for various radii are presented in table below.
Table 2- 4: Transition Lengths for different Design Speeds
Transition
Transition
Radius
Length
Length (m)
(m)
(m) 80
100 kmph
kmph
45
2.5 Design Standard
of Bridges, Culverts &
60
Structures
90
The Design Standards
and the loading to be
100
150
considered are generally
based
on
the
170
requirements laid down
in the latest editions of
200
NA
IRC/ IS codes of
practices & standard
240
90
specifications,
and
guidelines of Ministry
NA
300
75
130
of Surface Transport.
Additional
technical
360
60
80
600
35
references would be
used
wherever
the
70
700
35
provisions of IRC/IS
codes
are
found
60
800
30
inadequate.
55
900
30
Following IRC/IS codes
are proposed to be used
50
1000
30
40
in the design
1200
NR
35
1500
9
30
1800
NR
2000

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For items not covered in the above specifications, provisions of following standards will be
followed in the given order of priority:
i.
Provisions of IS codes of practices; and
ii.
Relevant provisions of BS codes of practices

Sound Engineering Practice, Technical Literatures/ Papers & provision of relevant
codes of other nations.
Table 2- 5: Design Standards
Sl. no
10
CD STRUCTURES
& Culverts)
(Bridges
Standards
Culverts, Clear width for new 2-lane

Without service road
15.00
Bridges (without footpath) outer to

outer parapets For 2-lane bridge
13.0 m
Width of Safety Kerb
750 mm
Width of Crash barrier
450mm
Width of Footpath and Railing
2225 mm

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CHAPTER 3
TRAFFIC SURVEY AND ANALYSIS

3.1 General
The Alignment of the project road starts at CH 0.000 Km of SH-5 at Bangarpete and runs
through nearby villages namely Doddahasala and ends at Kolar @ CH 18+000 Km. The
salient features of the Project Road are detailed below.
Table 3- 1: Salient Features of the Project Road
Sl.
No
1
2
3
4
5
6
7
8
9
10
11
12
11
Description
Details
Name of the Road

Type of the Road
Start of the Project (Bangarpete)
End of the Project (Kolar)
Length of the Project Road
Proposed Length of the Project
Road after Re-alignment and
Curve improvements
Right Of Way (ROW)
Proposed Lane Configuration
Proposed Design Speed
CD Structures
Existing Structues
Pipe Culvert
Stone Culvert
Minor Bridge
RCC Slab
Total
Junctions
Minor Junctions
Total
Bangarapete Bagepalli Road

SH5
Ch: 0+000 Km
Ch: 18+000 Km
18.000 km
City/ Villages along the project

stretch
Kumbarapalya, Kuppanahalli, Aniganahalli,

Hudukula, Doddahasala.
18.000 km
Varies From 12 m to 20 m
2 - Lane
80-100 Kmph
4
10
1
11
26
15
15 Nos.

Sl.
No
Description
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Details
13
Major Connectivity
It connects the NH 4, SH 96.
14
Road Marking, Sign Boards, Road Side

Project Safety Features - Proposed Safety Barriers and Safety During
Construction
15
Proposed Project Facilities
Pedestrian Footpath, Street Lighting, Truck

Lay Byes, Bus Shelters, Junction
improvements etc
3.1 Traffic Surveys

To assess the present day traffic characteristics, primary surveys are intended to understand
the existing traffic scenario on the project road. The following surveys were carried out:
Classified Volume counts

Turning Movement Volume Count (TMC) at Major junctions
Axle Load Surveys
The above all traffic surveys has been carried out according to the ToR mandate and analysed
as per IRC codes.
Table 3- 2: Details of Traffic Survey and Locations
Type of
survey
Classifie
d Volume
Counts
Axle
Load
Survey
Survey dates
From
To
Chainag
e
Location
12+700
Near
Doddahasala
10/08/2015
16/08/2015
7 days X 24 Hours
12+700
Near
Doddahasala
18/08/2015
18/08/2015
1 Day
(24 Hours)
Duration
3.2 Methodology for Traffic Surveys

3.2.1 Classified Traffic Volume Counts
Hourly Traffic Counts Were Conducted For Seven Day (24 Hours) simultaneously in both
directions at each survey Location to obtain data on The Magnitude of Traffic flow, Hourly
Variation and the Traffic Composition. The survey was carried out by manual vehicle
counting and classifying the vehicles passing the survey station in both directions, in 15
12

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minutes intervals. The counts were made separately for motorized and non-motorized traffic
as per the vehicle classification system.
The volume count data was processed and compiled using Excel Spread Sheet software
packages to get hourly and direction-wise classified traffic data.
3.2.2
Intersection Turning Movement Count Survey (TMC)
The surveys were conducted for one day (8 hours) to obtain classified turning movement at
the identified junctions. The data was collected by deploying enumerators to record data for
each hour within fifteen minutes intervals. All the surveys were conducted through trained
enumerators and were supervised by traffic engineers.
3.3
PCU factors Adopted For the Study as Per IRC: 64 1990
Since most of the length of project corridor falls in the rural are, the PCUs applicable for
rural section has been adopted. PCU values adopted for the present study are as per IRC: 64
1990 Guidelines for the Capacity of Rural Roads recommended for rural roads.
Table 3- 3: PCU factors adopted for the study as per IRC: 64 - 1990
Sl.
No.
Vehicle Type
PCU
1
Two wheeler
0.5
2
Car
1
3
Auto
1
4
Bus
3
5
LCV
1.5
6
2 Axle Truck
3
7
3 Axle Truck
3
8
MAV
4.5
9
Cycle
0.5
10
Tractor
4.5
3.4
3.4.1
Data Analysis
Classified Volume Count Characteristics
Classified traffic volume count data has been analysed with respect to traffic intensity, hourly
variation of traffic and composition.
13

3.4.1.1
Average Daily Traffic Near Doddahasala,
REPORT ON
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(CH: 12+700 Km)
Classified traffic volume counts data has been analyzed with respect to traffic intensity,
hourly variation of traffic and composition. The total volume of vehicular traffic is observed
near Doddahasala (CH: 12+700 Km) Direction: Kolar to Bangarpete is 5,274 (5,708 PCUs)
and Bangarpete to Kolar is 5,309 (5,702 PCUs) and total vehicles observed were 10,583
(11,410 PCUs). The details are shown in Table 3.4.
As per the seven days volume count conducted at CH: 12+700Km (Near Doddahasala)
total PCUs observed is 11,410.
14
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Table 3- 4: Average Traffic Volume count near Doddahasala (CH: 12+700 Km)
Minibu
Truck
LCV
Kolar Road
Kolar to
Bangarpet
Average Daily
Traffic (ADT)
15
Buses
Tempo
Direction
Bangarpete
s / Van /
Cars /
Motor
Jeeps
Cycle
Auto
Tractor
Cycle
Cart
Volume
PCU's
2-
3-
Multi
Govt
Other
Axle
Axle
-Axle
Buses
Buses
116
66
35
575
91
159
126
1284
2423
355
61
16
5,309
5,702
133
67
35
536
101
161
127
1261
2416
367
60
5,274
5,708
249
133
69
1111
193
320
253
2545
4839
722
122
24
10,583
11,410

BANGALORE.
REPORT
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3.5 Traffic Forecast

Forecasting the traffic is an important element for planning and design of infrastructure
facility, especially when it is proposed to be taken up on a commercial format. The present
traffic demand will increase primarily due to the growth in activities earmarked for industrial
development besides socio economic characteristics of the traffic in influencing regions.
Estimation of traffic growth rates is further needed for deciding suitable development strategy
and assessing the financial viability of the project.
3.5.1 Growth of Vehicle Population
The vehicle population in the state is showing an increasing trend. The average number of
vehicles registered in the state has been increasing every year. The future growth pattern is
likely to be affected by the following factors:
Recent economic changes taking place in the project influence region

Future modal shift among the vehicle types, in road traffic as well as between various
modes.
Development of vehicle technology
Development of Industries and production of Agricultural products
3.5.2 Suggested Traffic Growth rates for the project road
As per the IRC guidelines, Five percent growth is to be considered for the
Determination of lane requirements/ project preparation and for financial
viability of the project.
References
IRC: 37-2012
Applying the traffic growth rates of 5 % to AADT, traffic projections on the basis of average
traffic in two locations for a period of 20 years are presented
16
REPORT
ON
ALIGNMENT
Table 3- 5: Traffic Projections of location near Doddahasala (CH: 12+700 Km)

Truck
LCV
Minibus
/ Van /
Tempo
1111
1167
Buses
Cars /
Jeeps
Motor
Cycle
Auto
Tractor
s
Cycles
Carts
Volume
PCU's
2545
2672
4839
5081
722
758
122
128
24
25
4
4
10583
11112
11410
11981
279
2806
5335
796
135
26
11668
12580
293
2946
5602
836
141
28
12251
13209
389
308
3093
5882
878
148
29
12864
13869
246
408
323
3248
6176
921
156
31
13507
14562
1489
259
429
339
3411
6485
968
163
32
14182
15290
1563
272
450
356
3581
6809
1016
172
34
14891
16055
102
1641
285
473
374
3760
7149
1067
180
35
15636
16858
206
107
1724
299
496
392
3948
7507
1120
189
37
16418
17701
406
217
112
1810
314
521
412
4146
7882
1176
199
39
17239
18586
426
227
118
1900
330
547
433
4353
8276
1235
209
41
18101
19515
2027
447
239
124
1995
347
575
454
4570
8690
1297
219
43
19006
20491
2028
470
251
130
2095
364
603
477
4799
9125
1361
230
45
19956
21515
2029
493
263
137
2200
382
634
501
5039
9581
1430
242
48
20954
22591
2030
518
276
143
2310
401
665
526
5291
10060
1501
254
50
22001
23721
2031
544
290
151
2425
421
699
552
5555
10563
1576
266
52
23101
24907
2032
571
305
158
2546
442
733
580
5833
11091
1655
280
55
24256
26152
2033
599
320
166
2674
464
770
609
6125
11646
1738
294
58
10
25469
27460
2034
629
336
174
2807
488
809
639
6431
12228
1824
308
61
10
26743
28833
2035
661
353
183
2948
512
849
671
6753
12839
1916
324
64
11
28080
30274
Year
2-Axle
3-Axle
2015
2016
249
261
133
140
MultiAxle
69
72
193
203
Govt
Buses
320
336
Other
Buses
253
266
2017
275
147
76
2018
288
154
80
1225
213
353
1286
223
370
2019
303
162
84
1350
235
2020
318
170
88
1418
2021
2022
334
178
92
350
187
97
2023
368
197
2024
386
2025
2026
17

BANGALORE.
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ON
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CHAPTER 4
ALIGNMENT DESIGN AND PROPOSALS

4.1 General
Primary objective of highway design is to make improvements on the project road as per the
recommendations provided in the IRC guidelines and special publications of MORT&H.
These standards are required to establish the technical, economical, environmental, social,
and financial feasibility of the project. As discussed in the previous chapters, the project road
passes through plain terrain and hence the appropriate design speed for the respective terrain
classification is adopted for the design.
Highway design not only includes the geometric design of road sections, but also the design
of intersections, interchanges and provision of wayside amenities and facilities. Design of
road sections has been done according to the design standards set for the project and
improvements identified. This chapter describes the various features of the horizontal
alignment and highlights the design of alignment, intersections and other aspects related to
highway appurtenances.
4.2 Lane Configuration
As per our Scope of work and traffic survey conducted at location near Doddahasala (CH:
12+700 Km) Two Lane has been Proposed.
4.2 Geometric Design
4.2.1 Base Plan
Base plan of the existing project road showing all natural and manmade features has been
prepared using the topographical survey data collected through Total Station Survey. All the
features within a band width of 45m have been captured with a unique description code
during the topographical survey along with the details of existing carriageway centreline,
edge of pavement, edge of shoulder, toe line of the embankment etc. This data has been
downloaded into the software environment to prepare the base plan. The following activities
elucidate the preparation of base plans in more details:
18

BANGALORE.
REPORT
ON
ALIGNME
NT
Download the data into software

Define main corridor features by joining the points of centreline, edge of pavement,
embankment toe line
Join the points with same description codes for all physical features like rivers,
buildings, religious structures, shops, telephone poles, electric poles, cross roads etc
within the above specified limits

Establish break lines for features such as edge of the road, shoulder, nalas, top and
bottom of ditches, etc;

Insert the details of existing cross drainage structures such as bridge number, span
arrangement etc.
Insert details of underground utility services collected from secondary sources.
Cross check the prepared base plans by walkover surveys
Update and finalize the base plans with additional survey data if necessary
4.2.2 Horizontal Alignment Design

The horizontal alignment design for the project road is done using most sophisticated road
design software MX Roads. The design standards corresponding to a design speed of
65kmph - 80kmph. Extensive field checks to verify the feasibility of the proposed alignment
have been carried out and suitable modifications to the alignment have been done wherever
considered essential to safeguard sensitive elements. It can be observed from the base plan
that the existing alignment of the project corridor consists of many horizontal curves and few
steep vertical curves.
The main criterion that has been followed in finalizing the alignment includes:
19
Available ROW from the existing centreline;
Minimum land acquisition;
Location of utility lines;
Abutting land use;
Adjacent cultural properties;
Adjacent socially sensitive structures;
Geometric improvements necessary;
Location and type of trees required to be cut;
Transmission line towers; and
Waterlogged Areas / Ponds.


BANGALORE.
REPORT
ON
ALIGNME
NT
4.2.3 Conceptual Design of Horizontal Alignment

The design standards corresponding to 65kmph and 80kmph have been adopted in general for
the project road to ensure uniform and consistent design standards for safety reasons.
Locations of horizontal curves have been checked for the adequacy of radius for the set
design speed. All the curves satisfy the requirements of design standards for a design speed of
65-80 kmph.
The Alignment of the project road starts at CH: 0+000 Km of SH-5 at Bangarpete and ends
at Kolar @ CH 18+000 Km of SH-5. The total length of the project stretch is 18.000 km in
Kolar district.
This alignment is designed for the speed of 65 - 80 Kmph throughout the project stretch.
Table 4- 1: Details of Existing Horizontal Curves
20
Sl
No
Existing Chainage
(Km)
From
To
1
2
3
4
5
6
7
8
9
10
11
12
0.113
0.555
0.971
2.425
3.601
4.145
6.909
12.725
14.273
14.455
15.38
16.997
0.338
0.757
1.283
2.641
3.925
4.354
7.198
13.395
14.455
14.68
15.638
17.204
Existing
Radius of
Curve (r)
839
4433
773
552
756
3856
806
523
533
621
302
416
REPORT
ON
ALIGNMENT
Table 4- 2: Details of Proposed Horizontal Curves

Start Chainage of
HIP
Chainage
Design
Speed, V
Lc
Dc
Es
Ts
Rotation
Angle
0+210
100
0.006
12.414
0.006
0.000
0.000
0.010
0.000
6.207
NR
82.324
0+320
80
0.093
53.650
0.060
0.042
0.017
1.014
15.000
56.857
3.16%
95.037
0+473
80
0.022
48.874
0.022
0.000
0.000
0.136
0.000
24.438
NR
99.813
0+634
45
0.511
6.092
0.061
0.844
0.225
4.226
22.462
48.799
5.00%
102.756
0+819
80
0.043
94.705
0.043
0.000
0.000
0.510
0.000
47.360
NR
129.337
1+126
80
0.609
56.221
0.234
1.406
0.188
13.057
44.947
120.849
5.00%
126.088
100
0.008
16.725
0.008
0.000
0.000
0.016
0.000
8.362
NR
95.752
Sl
No
Radius
2000
900
30
2200
100
45
2200
240
90
2200
1+363
1+38
1+372
5000
2+016
2+032
2+024
100
0.003
15.397
0.003
0.000
0.000
0.006
0.000
7.698
NR
93.652
1200
2+242
2+249
2+245
100
0.005
6.332
0.005
0.000
0.000
0.004
0.000
3.166
3.70%
93.828
10
700
35
2+499
2+645
2+572
80
0.259
146.147
0.209
0.073
0.025
5.974
17.500
108.591
4.06%
93.898
11
2200
2+756
2+782
2+769
100
0.012
26.220
0.012
0.000
0.000
0.039
0.000
13.110
NR
107.736
12
5000
3+098
3+126
3+112
100
0.006
28.728
0.006
0.000
0.000
0.021
0.000
14.365
NR
107.670
13
2000
3+576
3+59
3+583
100
0.007
13.697
0.007
0.000
0.000
0.012
0.000
6.848
NR
107.341
14
240
90
3+752
3+764
3+758
80
0.424
11.688
0.049
1.406
0.188
6.927
44.947
96.868
5.00%
109.935
15
2200
3+994
4+013
4+003
100
0.009
18.812
0.009
0.000
0.000
0.020
0.000
9.406
NR
130.442
16
15
4+18
4+194
4+187
20
0.933
13.994
0.933
0.000
0.000
1.794
0.000
7.553
5.00%
132.499
17
15
4+21
4+223
4+216
20
0.841
12.618
0.841
0.000
0.000
1.432
0.000
6.709
5.00%
79.047
18
360
60
4+298
4+332
4+315
80
0.261
34.100
0.095
0.417
0.083
3.517
29.993
77.367
5.00%
125.460
19
2200
4+547
4+57
4+559
100
0.011
23.426
0.011
0.000
0.000
0.031
0.000
11.713
NR
112.993
20
5000
5+426
5+43
5+428
100
0.001
3.770
0.001
0.000
0.000
0.000
0.000
1.885
NR
112.876
21
2500
5+823
5+857
5+840
100
0.013
33.265
0.013
0.000
0.000
0.055
0.000
16.633
NR
112.833
22
15
5+945
5+955
5+950
20
0.612
9.186
0.612
0.000
0.000
0.732
0.000
4.742
5.00%
113.596
23
15
5+966
5+976
5+971
20
0.626
9.392
0.626
0.000
0.000
0.766
0.000
4.856
5.00%
148.679
24
2500
6+178
6+179
6+178
65
0.001
1.371
0.001
0.000
0.000
0.000
0.000
0.685
NR
112.808
25
360
60
7+056
7+091
7+074
80
0.262
34.494
0.096
0.417
0.083
3.543
29.993
77.568
5.00%
112.641
21
Transition
Length, L
End Chainage of
Transition
0+263
0+586
1+007
2+464
3+662
4+238
6+996
Curve
Curve
0+204
0+216
0+293
0+347
0+448
0+497
0+631
0+637
0+772
0+866
1+097
1+154
Transition
0+377
0+682
1+244
2+680
3+854
4+392
7+151
REPORT
26
2500
8+871
8+883
27
2500
9+243
28
5000
29
5000
30
ON
ALIGNMENT
8+877
100
0.005
11.924
0.005
0.000
0.000
0.007
0.000
5.963
NR
97.898
9+266
9+255
100
0.009
22.904
0.009
0.000
0.000
0.026
0.000
11.453
NR
97.527
10+106
10+116
10+111
100
0.002
9.701
0.002
0.000
0.000
0.002
0.000
4.850
NR
98.052
11+867
11+874
11+871
100
0.001
6.647
0.001
0.000
0.000
0.001
0.000
3.323
NR
98.163
3000
12+285
12+31
12+298
100
0.008
25.057
0.008
0.000
0.000
0.026
0.000
12.528
NR
98.086
31
2800
12+646
13+635
13+140
100
0.353
988.496
0.353
0.000
0.000
44.195
0.000
499.446
NR
98.565
32
2200
13+636
13+726
13+681
100
0.041
89.820
0.041
0.000
0.000
0.458
0.000
44.916
NR
118.792
33
2000
14+075
14+142
14+108
100
0.034
67.240
0.034
0.000
0.000
0.283
0.000
33.623
NR
121.132
34
30
14+451
14+467
14+459
20
0.541
16.235
0.541
0.000
0.000
1.133
0.000
8.322
5.93%
119.205
35
35
14+491
14+516
14+503
20
0.711
24.875
0.711
0.000
0.000
2.332
0.000
12.989
5.08%
88.200
36
2000
14+541
14+742
14+642
100
0.101
201.436
0.101
0.000
0.000
2.539
0.000
100.803
NR
128.920
37
1200
14+829
14+931
14+880
80
0.085
101.965
0.085
0.000
0.000
1.084
0.000
51.013
NR
123.149
38
1200
15+096
15+292
15+194
80
0.163
195.906
0.163
0.000
0.000
4.009
0.000
98.171
NR
128.018
39
360
60
15+465
15+525
15+495
80
0.335
60.449
0.168
0.417
0.083
5.519
29.993
90.856
5.00%
117.867
40
2000
15+757
15+792
15+774
100
0.017
34.496
0.017
0.000
0.000
0.074
0.000
17.248
NR
100.354
41
2000
15+985
16+487
16+236
100
0.251
501.988
0.251
0.000
0.000
15.854
0.000
252.320
NR
98.506
42
2000
16+803
17+055
16+929
100
0.126
252.090
0.126
0.000
0.000
3.978
0.000
126.212
NR
84.125
43
360
35
17+107
17+156
17+132
65
0.233
48.706
0.135
0.142
0.049
2.589
17.499
59.558
5.22%
90.907
44
1200
17+293
17+395
17+344
80
0.085
102.326
0.085
0.000
0.000
1.092
0.000
51.194
NR
78.923
45
1200
17+539
17+581
17+560
80
0.035
41.575
0.035
0.000
0.000
0.180
0.000
20.790
NR
83.388
22
15+405
17+072
15+585
17+191

BANGALORE.
REPORT
ON
ALIGNME
NT
4.3 Right of Way

As per IRC standards, the RoW should normally be 45m, but can vary in the range of 30m to
60m. The land width requirement for the Project road shall be assessed depending upon the
extent of the existing RoW and the proposed improvements. The minimum berm width
required between the Toe of embankment to RoW boundary is 5m keeping in view the width
of longitudinal drain at the outer end of RoW as 2m. This is required to accommodate tree
plantation and for the vehicle driver to bring the vehicle under control in the event of
swerving off and leaving the roadway.
Table 4- 3: Existing ROW details (as per Inventory)
Sl No
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
Chainage (Km)
From
To
0.0
1.0
1.0
2.0
2.0
2.6
2.6
3.0
3.0
4.0
4.0
5.0
5.0
6.0
6.0
6.6
6.6
7.0
7.0
8.0
8.0
9.0
9.0
10.0
10.0
11.0
11.0
12.0
12.0
12.4
12.4
13.0
13.0
14.0
14.0
15.0
15.0
16.0
16.0
17.0
17.0
17.4
17.4
18.0
Length
(Km)
1.0
1.0
0.6
0.4
1.0
1.0
1.0
0.6
0.4
1.0
1.0
1.0
1.0
1.0
0.4
0.6
1.0
1.0
1.0
1.0
0.4
0.8
Row (m)
(Approx)
20.0
20.0
16.0
20.0
15.0
17.0
19.0
19.0
16.0
15.0
15.0
15.0
16.0
15.0
15.0
12.0
14.0
15.0
19.0
20.0
17.0
16.0
REPORT

BANGALORE.
ON
ALIGNMEN
T
4.4 Existing Intersections

There are many intersections along with cross roads having bituminous surfacing and falling
into the different categories of Rural roads, ODR, MDR, SH and NH, most of them being rural
roads. The project road provides direct access to many villages.
Based on turning moments, detailed designs shall be carried during Detailed Project Report
preparation, keeping in view the guidelines given in IRC: SP-41-1994 and MoRT&H Designs
for Intersections. In this stage of project, all these intersections are divided into two categories
as major and minor, depending on their importance, and the necessary improvements have
been proposed accordingly.
Table 4- 4: Details of Existing Junctions
Sl
No
Chainage
(Km)
Junction
Type
Junction
Configuration
1
2
3
6
8
9
10
11
12
13
14
15
1
0.8
2.6
4.8
5.4
6.4
7
7.2
8.4
10.3
11.3
13
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
Minor
3 Arm
4 Arm
3 Arm
3 Arm
3 Arm
3 Arm
3 Arm
3 Arm
3 Arm
4 Arm
4 Arm
4 Arm
Direction
LHS
Kumbarapalya
Vakkaleri
Kuppanahalli
Sidanalli
Anchala
Pakralli
Kooteri
Chikkhosala
RHS
Haralli
Timmpura
Berandalli
Badarahalli
Narayanapura
Hudukula
Dimba
Doddahosala
4.5 Land Acquisition

The proposed project road is widened symmetrically by retaining the existing centreline for
most part. At the locations where the curves are improved and re-alignment is proposed, the
proposed alignment will deviate from the existing centreline. Land should be acquired at those
locations where the proposed alignment goes beyond the available RoW. Following table
shows the area to be acquired at re-alignment locations.
24
REPORT

BANGALORE.
ON
ALIGNMEN
T
Table 4- 5: Tentative Land Acquisition Details

Chainage (km)
Area
Area
Sl No
From
To
(sqmt)
(Hectares)
1
0.000
1.000
10000
1.00
2
1.000
2.000
10000
1.00
3
2.000
2.600
8400
0.84
4
2.600
3.000
4000
0.40
5
3.000
4.000
15000
1.50
6
4.000
5.000
13000
1.30
7
5.000
6.000
11000
1.10
8
6.000
6.600
6600
0.66
9
6.600
7.000
5600
0.56
10
7.000
8.000
15000
1.50
11
8.000
9.000
15000
1.50
12
9.000
10.000
15000
1.50
13
10.000 11.000
14000
1.40
14
11.000 12.000
15000
1.50
15
12.000 12.400
6000
0.60
16
12.400 13.000
10800
1.08
17
13.000 14.000
16000
1.60
18
14.000 15.000
15000
1.50
19
15.000 16.000
11000
1.10
20
16.000 17.000
10000
1.00
21
17.000 17.400
5200
0.52
22
17.400 18.000
8400
0.84
24.00
Total 240000
4.6 Existing CD Structures

There are 26 CD Structures are located all along the Project Road. The details of CD structures are as
follows.
Table 4- 6: Details of Existing CD Structures

Sl.
No
Distric
t
Kolar
Type of CD structures
Name of the Road
Major
Bridge
s
Minor
Bridge
s
Pipe
Culvert
s
Stone
Culvert
s
RC
C
Bangarapete Bagepalli Road
10
11
TOTAL
25
26 Nos.

Alignment Report (Kolar - Bangarpet)

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Table 2- 2: Design Standards

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