1.1 General: White Topping of Roads Under Package-1. (Phase-2) Bruhat Bangalore Mahanagara Palike

WHITE TOPPING OF ROADS UNDER PACKAGE-1.
(PHASE-2) BRUHAT BANGALORE MAHANAGARA PALIKE

CHAPTER 1
INTRODUCTION
1.1 General
India has a road network of over 4,689,842 kilometres (2,914,133 mi) in 2013, the second
largest road network in the world. At 0.66 km of roads per square kilometre of land, the
quantitative density of India's road network is like that of the United States (0.65) and far
higher than that of China (0.16) or Brazil (0.20). However, qualitatively India's roads are a
mix of modern highways and narrow, unpaved roads, and are being improved. As of 2011, 54
percent – about 2.53 million kilometres – of Indian roads were paved.
Adjusted for its large population, India has less than 3.8 kilometres of roads per 1000 people,
including all its paved and unpaved roads. In terms of quality, all season, 4 or more lane
highways, India has less than 0.07 kilometres of highways per 1000 people, as of 2010. These
are some of the lowest road and highway densities in the world. For context, United States
has 21 kilometres of roads per 1000 people, while France about 15 kilometres per 1000
people – predominantly paved and high quality in both cases. In terms of all season, 4 or
more lane highways, developed countries such as United States and France have a highway
density per 1000 people that is over 15 times as India.
1.2 Classification of Roads in India

As per Indian Road Congress (IRC) and Ministry of Road Transport & Highways, Indian
Roads are classified into three classes i.e. Primary, Secondary and Tertiary Systems, for the
purposed of transport planning, functional identification, earmarking administrative
jurisdictions and assigning priorities on a road network.
Detailed Project Report Page 1 Alcon Consulting Engineers (India) Pvt. Ltd
WHITE TOPPING OF ROADS UNDER PACKAGE-1. (PHASE-2) BRUHAT BANGALORE MAHANAGARA PALIKE
Figure 1.1 Classification of Roads in India

1.3 Classification of Urban Roads in India
The road systems within urban areas are classified as Urban Roads and will form a separate
category of roads to be taken care by the representative urban authorities. Further urban roads
are classified as
Figure 1.2 Classification of Urban Roads in India
1.4 Project Background
BBMP have taken up a programme of “White Topping of roads under Package-B. (Phase-2)”.
The growth in vehicular traffic in this area and associated activities necessitates the widening
of the project road to adequate width which enhances the level-of-service, driving comfort
and safety.
The road network through the project road is inadequate/deficient and the condition of
existing road is very poor (Non motorable) to cater to the normal traffic and likely additional
traffic due to growth in industrial activities. Reconstruction of existing road by incorporating
geometrically adequate alignment design, Major Bridge and other road components will
ensure enhanced driving comfort, level of service and safety which will go a long way in
achieving a dedicated and motorable road.
In general, the road proposal includes Whitetopping of existing surface, construction of RCC
side drains, Construction of Pedestrian footpaths.
1.4.1 Location and Terrain condition
Table 1.1 Details of Road
Sl. Length
Road Details
No. in km
1 Kodigehalli road from Kodigehalli circle to ORR at Bhadrappa Layout 1.050
2 Kempapura main road from NH-7 to Coffee Board layout 0.680
3 Kodigehalli road from NH-7 to Kodigehalli circle 1.800
1st main road of Sahakarnagar Kodigehalli main road to NH-7 at Big
4
Market 1.350
24th cross road of Sahakarnagar from Kodigehalli main road to Railway
5
New RUB 1.100
6 link road from Thindlu circle to Nanjappa circle 0.940
7 Vivekananda Road in HBR ward-from Dhobhi Ghat to ORR 1.766
8 NR road-Sethu Road Junction to Town Hall Junction 0.830
9 P.Kalingrao road from N.R. Square to Richmond circle 0.750
Total 10.266
Figure 1.3 Map Showing Road Network
1.5 Objective
The objective of the consultancy services is to recommend an optimal proposal for
implementation, which comprises of:
• Reconnaissance Survey.
• Inventory and Pavement Condition Survey.
• Pavement Structural Evaluation
• Topographical Surveys.
• Traffic Surveys.
• Hydrological and Drainage Investigation.
• Soil and material Investigation.
• Provision of road and CD Works to meet functional and structural requirements;
• Adequate road side drainage to preserve the road assets; and
• Highest safety of road users achieved through improvement to road & junction
geometrics, appropriate street furniture, road signs and illumination.
• Preparation of cost estimate.
1.4 Structure of the Report
This report includes following:
 Chapter 1 : Introduction
 Chapter 2 : Methodology Adopted for Study
 Chapter 3 : Engineering Surveys and Investigations
 Chapter 4 : Preliminary Alignment Study
 Chapter 5 : Pavement Design
 Chapter 6 : Conclusions
CHAPTER 2
METHODOLOGY ADOPTED FOR STUDY
2.1 General
Various engineering surveys and investigations that are essential inputs for the preparation of
detailed project report have been carried out along the Project Road section conforming to
IRC Specifications/Codes to generate adequate database for preparing the most appropriate
and optimal improvement proposal for rehabilitation, widening/strengthening and upgrading
the existing road section. All the relevant maps/data/details available with the concerned
departments have been collected, compiled and reviewed. Particular attention has been given
to past/historical data. A review of the past data available in the various studies has been
made use of, after updating/augmenting the data wherever necessary. The activities were
performed on several fronts fully complying with the requirements. The activities carried out
with specific reference to the present project are succinctly brought out hereunder. All the
investigation/surveys have been carried out on a priority basis. The various engineering
surveys/investigations, which have been carried out include:
 Reconnaissance Survey
 Pavement Condition Survey
 Material Survey
 Pavement Structural Evaluation
 Topographic/Levelling Survey
 Traffic Surveys
 Inventory and Condition Survey of Bridges and CD Structures
 Engineering Design
 Cost Estimates
The basic data collected from different engineering surveys along with the results of the
survey / investigations, data analyses are compiled.
2.2 Engineering Surveys and Investigations

2.2.1 Reconnaissance Survey
The consultants made an in-depth study of the available land width (ROW), topographic
survey maps of the project area and other relevant information were collected.
A detailed reconnaissance survey was conducted on the total project area and an assessment
of possible alignment change at places, if required, was also made. Detailed features such as
land-use, habitation, water routes, utilities such as electrical lines (HT / LT), etc. were also
noted down. This enabled the Consultants to visualize the possible problems likely to be
encountered with in the execution of the project. The detailed ground reconnaissance of
project influence area was utilized for planning and programming the detailed surveys and
investigations.
2.2.2 Road Inventory and Road Condition
An inventory of the project road has been carried out by visual observations supplemented
with sample measurements using tape etc. Kilometre wise features like terrain, land-use,
pavement surfacing type and width, shoulder surfacing type & width, Subgrade, local soil
type, curve details, retaining structures details, location of water bodies, height of
embankment or depth of cut, ROW, CD structures, road side arboriculture, existing utility
services and general drainage conditions etc., were recorded. The road inventory has been
referenced to the existing km posts established along the roadside. A detailed road inventory
and condition survey is presented in the Appendix
2.2.3 Material Survey

Soils and materials investigation for a road project is an essential requirement for design and
construction. During design stage of the road pavement, embankment and other structures,
the existing soils and materials inventory is needed for their characteristics, availability of
required quality and sufficient quantity for construction at reasonable cost.
The project will require different type of construction materials, which include:
• Soil for embankment, subgrade and shoulder
• Granular materials for sub-base, drainage layer and backfill
• Stone aggregate and sand for pavement courses and cement concrete works
• Water for use in construction specially in case of cement concrete
The Consultants have collected information on availability and suitability of above materials
from existing sources. The approved aggregate quarry is near.
Further the prevailing market rates of construction materials such as sand, aggregates,
moorum, cement and steel were gathered through enquires in Bangalore. Their quality,
source and associated leads were also gathered.
2.2.4 Pavement Structural Evaluation
Plan of Study
The structural strength evaluation of the existing pavements was carried out as per IRC 81:
1997. Pavement sections were cut open from the surface up-to the subgrade level and
subgrade soil samples were collected in water proof bags for determination of moisture
content, wet sieve analysis to determine classification of soil and also to determine the
Consistency limits.
Field Studies
The Benkelman Beam Deflection studies were carried out as per the procedure suggested by
IRC: 81-1997. In each kilometre stretch, deflection observations were recorded along the
outer wheel paths. As per the guidelines, the markings on the pavement surface were
staggered. A standard truck with a rear axle load of 8170 kg fitted with dual tyres inflated to
a pressure of 5.60 kg/cm2 is made to stop such that the dual wheels are centred above the
selected point. The probe of the Benkelman Beam is inserted between the dual wheels and
placed on the selected point. The initial reading of the dial gauge (d0) is recorded. The truck
is slowly driven forward by 2.7m and the intermediate reading of the dial gauge (di) is
recorded. The truck is driven forward by a further 9m and the final reading of the dial gauge
(df) is recorded.
The pavement temperature influences deflection measured by the Benkelman Beam. For the
purpose of design, all deflection values measured should be related to a common temperature.
Measurements made when the pavement temperature is different from the standard
temperature needs to be corrected. Hence the pavement surface temperature was also
measured. The pavement temperature was measured at a depth of 40 mm on the bituminous
layer using a short stem thermometer after filling the hole with glycerol. Pavement
deflections are also affected by seasonal variations in climate. The subgrade soil samples
were collected from the wheel paths where deflection studies were conducted after digging
and removing the pavement materials up to the subgrade level and collecting soil samples in
airtight polythene bags and brought to the laboratory for further tests.
Analysis of Data
The Benkelman Beam deflection data obtained as per IRC: 81 – 1997 was analysed. The raw
data consisted of initial (do), intermediate (di) and final deflection (df) values at equal
intervals. The rebound deflection values obtained in each stretch were used to calculate the
statistical parameters viz., mean and standard deviation.
Correction for temperature variations:
The stiffness of bituminous layers changes with temperature of the binder and consequently
the surface deflections of a given pavement vary depending on the temperature of constituent
bituminous layers. It is necessary that the measured deflection values be corrected to a
standard temperature. As per IRC: 81 – 1997, correction for temperature variation on
deflection values measured at pavement temperature other than 350C is specified as 0.01mm
for each degree centigrade change from the standard temperature of 350C. The correction is
positive for temperature lower than 350C and negative for temperature higher than 350C.
The correction for temperature variations was accordingly applied to the deflection values
obtained.
Correction for seasonal variations:
Correction for seasonal variation depends upon the type of subgrade soil, its field moisture
content (at the time of deflection survey) and the average annual rainfall in the area. For this
purpose, subgrade soils have been divided into three broad categories, namely, sandy/gravely,
clayey with low plasticity (PI <= 15) and clayey with high plasticity (PI > 15). Similarly,
annual rainfall has been divided into two categories, namely, low rainfall (annual rainfall <=
1300mm) and high rainfall (annual rainfall > 1300mm). Moisture correction factors are
obtained from the graphs given in IRC: 81–1997 for different combinations of soil type and
annual rainfall.
The soil samples were tested for moisture content, liquid limit and plastic limit in the
laboratory. The plasticity index of the soil was obtained as a difference between the liquid
limit and the plastic limit. Moisture content correction was applied to the observed deflection
values as per the guidelines in IRC: 81 – 1997 for low rainfall.
The characteristic deflection is taken as mean plus two times the standard deviation.
Table 2.1 Characteristic Deflection Values
Sl. Characteristic Avg Characteristic
Road Name
No Deflection (mm) Deflection (mm)
1 Kodigehallli road from Kodigehalli
circle to ORR Bhadrappa Layout
0.974
0.968
0.961
2 Kempapura main road from NH-7 to
coffee board layout
L.H.S 0.901
0.909
R.H.S 0.917
3 Kodigehalli road from NH 7 to
kodigehalli circle
L.H.S 0.910
0.949
0.989
R.H.S 0.930
0.937
0.945
4 1st main road sahakarnagar
kodigehalli main road to NH7 at Big
market
L.H.S 0.909
0.911
0.913
R.H.S 0.903
0.903
0.902
5 24th cross road of sahakarnagar from
kodigehalli main road to railway
new RUB
L.H.S 0.907
0.910
0.913
R.H.S 0.902
0.903
0.904
6 Link road from Thindlu circle to
Nanjappa circle
0.907
0.919
0.931
7 Vivekananda road in HBR ward
from Dhobhi Ghat to ORR
0.914
0.928
0.943
8 NR Road-From Sethu rao road
junction to Town Hall Junction 0.901 0.901
9 Hudsun Circle to Church road 0.901 0.901

Hudsun Circle to Devanga samaja 0.900 0.900
road
2.2.5 Topographical Survey
Topographic survey using total station equipment was conducted and a contour map shall be
prepared showing contour line drawn at an interval of 0.5m, it also indicate all the prominent
existing features such as roads, railway tracks, colonies, (independent houses also), power
lines, water bodies, farms, gardens, fields etc. Few reference stones were marked on the
survey map and their levels were enlisted (smaller to larger scales). Providing and fixing of
boundary stones at an intervals of 50m and additionally wherever bends occurs was done as
per the directions of Engineer In charge.
2.2.5.1 Block Level Survey
Block level survey was taken up and a contour map was prepared showing contours at
intervals of 0.5m. It also indicate land use and all the prominent existing features such as
roads, railway tracks, colonies, independent houses, water bodies, farms, gardens, fields,
fences etc., cardinal points was marked with reference stones on the ground and marked on
the survey map. The RL was indicated based on either an established PBM, if available, or
with reference to a TBM established.
2.2.5.2 Office Processing
The field survey will be processed in the office to provide a digital output file for the design
engineers. The Surveyor will arrange for a proof survey for a statistical sample to check the
digital maps in the field.
Tippany copies for the acquired survey numbers were collected from Special Land
Acquisition Officer Section and was plotted the same and incorporated the same thing in the
survey drawings as per the sketch provided from Special Land Acquisition Officer Section.
The data will be structured so that the vertical profile of the proposed alignment can be
produced automatically. The format of the resulting data will be such as will readily promote
the calculations of earthworks and other quantities required for the evaluation of detailed cost
estimates.
2.2.6 Test Pit Investigation Survey

Test pit investigation survey of the road sections spread over the entire road section has been
carried out.
At each location, large test pits of 1.0 m x 1.0 m was dug at pavement-shoulder (pavement
edge) interface up to sub grade level in a staggered manner along the existing road alignment
to assess the pavement details (such as layer type, thickness and material). In-situ tests to
determine field density such as Core cutter test or sand replacement test depending upon the
soil type also has been done. Subgrade soil samples have been collected and tested in the
field / laboratory for assessing its strength characteristics such as:
• Field (In-situ) moisture content
• Field (In-situ) density test
• Laboratory Soil Characterisation (Grain Size Analysis and Atterberg Limits)
• Laboratory Moisture-Density characteristics (using modified AASHTO
compaction)
• CBR test on 4-day soaked samples
In addition, the details of existing pavement layer composition in terms of layer thickness and
layer composition has been recorded at each test pit location.
Subgrade characteristics and strength parameters so determined are required in respect of:
• Existing subgrade for designing existing road widening (if proposed) and for
checking strengthening requirements of existing pavement by the CBR method
• Prospective borrow material for use as subgrade in case of new
alignment/bypasses, reconstruction and raising stretches
For all the prospective borrow soil for use in subgrade, laboratory tests on the same lines
have been conducted for the material collected in the various quarries for evaluating
suitability and for determining design CBR.
2.2.7 Sub soil investigation
The boreholes were sunk by using Calyx Rig. During drilling, Standard Penetration Tests;
SPT were conducted in accordance with IS 2131 – 1981. The test involves driving a 50mm
external diameter thick walled tube (Split-Barrel) Sampler into the bottom of the borehole
with successive blows from a 63.5kg hammer, falling freely through 760mm height. The
sampler is driven in three intervals of 150mm each and the number of blows required to
penetrate each interval is recorded. The initial 150mm is intended to ensure "seating" of the
sampler such that it penetrates beyond the zone of influence of any soil disturbance at the
base of the borehole. The total number of blows to drive the sampler over the final 300mm is
termed as the "N" value, and is considered indicative of the in-situ relative soil density. In a
very dense and/or cemented soil layers it is often not possible to ensure complete penetration
of the SPT sampler, due to driving refusal, or the risk of damage to sampling equipment. In
such cases, where a penetration of 300mm was not achieved, the distance driven and number
of blows are recorded on the Borehole Logs. SPT was performed wherever possible and the
N-values are reported. Disturbed SPT and bulk samples collected during drilling were
retained in sealed, labeled air tight containers. Relatively undisturbed soil samples, if
possible, were taken from cohesive soils using Shelby tube samplers, later transported to our
laboratory for further classifications and determination of engineering properties.
2.2.8 Hydrology and Drainage Investigations
A detailed inventory and condition survey carried out to determine the High flood levels
(HFL’s) in the project area.
Some of the major features collected were:
• Information was collected about the soils vegetation and drainage pattern along the
project area.
• All necessary hydrological and other data for storm water and sub-surface drainage
systems were collected.
• Characteristics of water crossings and hydrological structures were collected.
2.2.9 Traffic Surveys
Estimation of traffic over the project corridor is an essential step towards establishing the
project viability; the objective was to assess the prevailing traffic characteristics. This
includes conducting field traffic surveys, data analysis, estimation of local traffic and diverted
traffic. The present traffic surveys have been planned in a way to obtain all the necessary
information and data deemed necessary for development of the project.
The basis for identification of traffic survey locations is the previous traffic count posts and
Consultant’s field reconnaissance surveys. To establish the traffic flow characteristics and
travel pattern on the corridor, the following surveys were conducted at different locations of
project road
Traffic Volume Count Survey for Seasonal condition
2.2.9.1 Traffic Survey Locations and Methodology
Traffic Survey location for carrying out traffic surveys were selected with the prime objective
of capturing the by-passable traffic based on site reconnaissance and were finalised. The
traffic survey location along with survey schedule are presented in Table 2.1
The time schedule (Table 2.1) for the surveys was prepared as per the requirements of the
study, site requirements. These aspects and the broad methodology for the surveys were
discussed and finalised in consultation with the Engineers. The surveys were undertaken
during the period 8th May 2018 to 17th May 2018.
For the purpose of counts, a day was divided into two shifts of 12 hours each and different
groups of enumerators with a supervisor were assigned for each shift. The count data was
recorded at 15-minute intervals for each vehicle group for each direction of travel separately.
Trained enumerators were deployed for counting and recording by making tally marks in the
five-dash system. This traffic data is used for working out traffic characteristics analysis,
forecast and capacity augmentation.
Traffic Survey location for carrying out traffic surveys were selected with the prime objective
of capturing the by-passable traffic based on site reconnaissance and were finalised. The
traffic survey location along with survey schedule are presented
Table 2.2 Traffic Survey Location and Schedule
Type of Date of Survey
Road Name Condition Duration Location
Survey From To
N R Road Seasonal 3 days At Km:0.700 km 10-05-2018 14-05-2018
Badrappa Near Bharath
Seasonal 3 days 10-05-2018 14-05-2018
Layout Petrol Pump
Vivekananda Near BDA
Seasonal 3 days 09-05-2018 11-05-2018
Road Complex
Kodigehalli At Ch: 1500.0m,

Seasonal 3 days 11-05-2018 15-05-2018
Main Road Temple
1st Main At Ch: 1100.0m,

Traffic Seasonal 3 days 11-05-2018 15-05-2018
Sahakarnagar ICICI Bank
Volume
Count
24th Main Near Brahmin's
Survey Seasonal 3 days 10-05-2018 14-05-2018
Sahakarnagar café
Link Road
From Near Bharath
Seasonal 3 days 15-05-2018 17-05-2018
Thindlu Petroleum
Circle
Kempapura Near
main road Seasonal 3 days Kashivishwantha 15-05-2018 17-05-2018
main road Temple
2.2.9.2 Methodology for Traffic Surveys

The surveys were as per guidelines illustrated in IRC: SP: 19 – 2001, ‘Manual for Survey,
Investigation and Preparation of Road Projects’. For carrying out these surveys, the vehicles
were grouped into categories as detailed in Table 2.2.
Table 2.3 Vehicle Classification System
Motorized Traffic Non-Motorized Traffic

2-Wheelers Auto Rickshaw Passenger Car, Van/Taxi/Jeep Bicycle Cycle Rickshaw (others)
Animal Drawn Vehicle/Hand Cart
Mini Bus – School bus, Others
Bus
Standard Bus – Government bus, Others
Light Commercial Vehicle (LCV)
2-Axle Rigid Chassis Truck
Truck
3-Axle Rigid Chassis Truck
Multi Axle Truck
Agricultural Tractor (AgT)
Farm Vehicle
Agricultural Tractor & Trailer (AgT)
2.2.9.3 Passenger Car Equivalents
Different vehicle types having different size and characteristics were converted into
equivalent passenger car units. The Passenger Car Unit values (PCU) suggested by the Indian
Roads Congress in IRC-64-1990 “Guidelines for Capacity of Roads in Rural Areas” have
been adopted and the same are given in Table 2.3.
Table 2.4 Values of PCU Factors Adopted for the Study
Vehicle Type PCU
Two Wheelers 0.5
Car/Jeep/Van/Taxi 1.0
Standard Bus 3.0
2/3 Axle Truck 3.0
Multi axle truck 4.5
Tractor/without trailer 1.5
Bullock Cart 1.0
Three wheelers 1.0
Mini Bus 3.0
LCV 1.5
Cycle 0.5
Cycle Rickshaw 2.0
Tractor-Trailer 4.0
LCV 1.5
Source: IRC: 64-1990: Guidelines For Capacity Of Roads In Rural Areas
2.2.9.4 Average Daily Traffic

Hourly traffic data collected at the count station for each day was totaled to obtain the daily
traffic volumes. The Seven-day traffic volumes were then averaged out to obtain the Average
Daily Traffic (ADT) at survey stations. The location and direction-wise hourly traffic over
the three days periods at the count locations are presented in Annexure
2.2.9.5 Assessment of Growth Rates
Long term forecasting of traffic on the project road during the time horizon of the study is
required for design of highway. To establish the future traffic growth rates, following
approaches have been explored. The traffic growth rates established for this study are based
on arithmetic approach, wherein the future traffic will be forecasted based on the present
traffic. The traffic growth rate is assumed as 5 for forecasting the future traffic.
2.2.9.6 Projected Traffic Growth Rates
The projection of traffic growth 5% annual growth rate is assumed in the design.
2.2.9.7 Forecasted Traffic
By applying the 5% traffic growth rates to the base year traffic the projected traffic (in terms
of ADT) has been worked out and used in Design.
Vivekananda Badrappa Layout
N R Road (At Ch: Location of
Road (Near BDA (Near Bharath 0.700 km)
survey
Complex) Petrol Pump)
Car/ Jeep/
7935 8457 2008
(Private)
5848 4042 5352 3 Wheeler /
Detailed Project Report

Auto rickshaw
Motorised Vehicles
16713 25512 6328 2 Wheeler
723 612 90 Mini Bus
62 66 385 Bus
788 1540 919 LCV

596 159 199 2 Axle
vehicles
WHITE TOPPING OF ROADS UNDER PACKAGE-1. (PHASE-2)
Page 19
Commercial
326 18 0 3 Axle
13 0 0 MAV
Tractor
Table 2.5: Vehicle type-wise PCU for Survey count locations
91 114 0 With Trailer

Total of Fast
0 0 0 Moving
Vehicles
32 175 0 Pedal Cycle
Cycle
0 0 0
Rickshaw
Horse
0 0 0
Drawn
Bullock Cart
0 0 0 Wooden Wheel
Slow Moving Vehicles
Bullock Cart
BRUHAT BANGALORE MAHANAGARA PALIKE
0 0 0
Alcon Consulting Engineers (India) Pvt. Ltd
Rubber Wheel
Total Slow
0 0 0 Moving
Vehicles
33126 40695 15279 Total Vehicles
28661 30389 13921 P.C.Units
Commercial
1785 1783 1502
Vehicles
Vehicle
4.5 4.5 4.5 Damage
Factor(VDF)
:Kempapura main Link Road From 24th Main 1st Main Kodigehalli
road main road (Near Thindlu Circle Sahakarnagar ( Sahakarnagar (At main road (At
Kashivishwantha (Near Bharath Near Brahmins Ch: 1100.0m, Ch: 1500.0m
Temple) Petroleum) café) ICICI Bank) Temple)
8712 4576 7711 4011 11673
2994 3284 3298 1936 7678
Detailed Project Report

9159 17058 13038 9900 25943
359 134 434 93 612
41 56 129 32 330
1008 708 1264 553 2439
180 40 466 52 370
WHITE TOPPING OF ROADS UNDER PACKAGE-1. (PHASE-2)
Page 20
137 18 104 20 64
33 2 39 8 15
57 25 139 36 47
0 0 0 0 0
525 203 127 111 170
0 0 0 0 0
0 0 0 0 0
0 0 0 0 0
BRUHAT BANGALORE MAHANAGARA PALIKE
0 0 0 0 0
Alcon Consulting Engineers (India) Pvt. Ltd
0 0 0 0 0
23205 26104 26749 16751 49342
20460 18342 23324 12482 40342
1399 824 2002 665 3218
3.5 3.5 4.5 3.5 4.5

N R Road
Vivekananda Road (HRBR)
Kodigehalli Main Road
1st Main Sahakarnagar
24th Cross Sahakarnagar
Link Road from Tindlu Circle
Kempapura Main Road
Bhadrappa Layout
Figure 2.1 Pie Chart Showing Details of Traffic Volume
2.2.10 Engineering Design
Analysis of data collected during various engineering surveys/investigations and the
formulation of improvement proposals including planning and design of various project
components are included in DPR.
2.2.10.1 Geometric Design of Highway
The geometric deficiencies of the project road will be identified from the topographic surveys
and improvements will be proposed accordingly, keeping in view the design standards,
practical feasibility and land acquisition consideration.
Generally, design speeds for Hilly terrains 50 kmph have been adopted. Since Realignments
are not proposed, shifting of existing alignment being proposed in the poor geometric
sections for improvement of geometrics to be in conformity with the IRC guidelines.
2.2.10.2 Pavement Design

The pavement design includes Overlay design of the existing pavement
Benkelman Beam Deflection Test Results and Pavement Condition Survey data as well as
close reconnaissance by experts were used to determine the strengthening requirement of
existing pavement. The thickness of overlay was proposed judiciously considering the
provisions of IRC: 81-1997.
Based on Design wheel load, Grade of Concrete, Traffic Intensity, Thin Whitetopping
overlay has been designed as per IRC: SP: 76-2015.
2.2.11 Preliminary Cost Estimates
The rate of materials adopted in the preliminary cost estimate is based on the basic rates of
PW, P & IWTD S.O.R. (Bengaluru Circle). For items where these rates are not available, the
rates were adopted as per Market rates. For the working out of preliminary cost estimate,
work items are split into the following sub-heads:
• Site Clearance and earthworks

• Granular Pavement Courses
• Concrete pavement (Thin Whitetopping) layers
• Culverts, Retaining Walls and other structures
• Drainage and other Protective works
• Road Furniture and Road Safety Works
• Traffic Management and maintenance during construction
CHAPTER 3
DESIGN STANDARDS, METHODOLOGIES AND SPECIFICATIONS
3.1 Project Road
The proposed improvement is to be carried out to make it a good infrastructure for

improvement of residential and commercial configuration in all respects. The terrain on this
stretch is plain.
This section describes the standards and principles based on which various designs will be
carried out. These proposed standards are consistent with the parameters recommended in the
relevant standards of the Indian Roads Congress (IRC). The aim of this chapter is to evolve
design standards and material specifications for the study, which is primarily based on IRC
publications and MoRTH circulars and relevant standards.
3.2 Classification of Urban Roads

The following classification of urban roads has been recommended in IRC-86:1983
• Arterial Roads
• Sub-arterial roads
• Collector Streets
• Local streets
3.3 Guiding Principles
While carrying out the geometric design, the following points will be taken into
consideration:
The designed facility shall not become obsolescent before the design year.
Design shall be consistent and the standards followed for different elements shall be
compatible with one another.
The design shall cover all geometric aspects of the road including signage.
The design will be worked out, aiming at minimizing the vehicle operating cost, including
initial cost and cost of maintenance etc.
The design will take into consideration the environmental and landscaping aspects of the
project road
3.4 Traffic Design

3.4.1 General
IRC has, however, published highway capacity standards for rural / urban highways. Capacity
analysis is fundamental to the planning, design and operation of roads, and provides, among
other things, the basis for determining the carriageway width to be provided at any point in a
road network with respect to the volume and composition of traffic. Moreover it is a valuable
tool for evaluation of the investments needed for future road constructions and improvements.
3.4.2 Definition and Concepts
Volume (or Flow) is the number of vehicles that pass through a given point on the road
during a designated time interval. Since roads have a certain width and numbers of lanes are
accommodated in that width. Flow is always expressed in relation to the given width (i.e., per
lane or per two lane etc.). The time unit selected is an hour or a day. ADT is the volume of
average Daily Traffic when the measurements are taken for a few days. AADT is the volume
of the Annual Average Daily Traffic when measurements are taken for 365 days of the year
and averaged out. (Clause 4.5 of IRC 106 of 1990)
Density (or Concentration) is the number of vehicles occupying a unit length of road at an
instant of time. The unit length is generally one Kilometre. Density is expressed in relation to
the width of the road (i.e. per lane or per two lanes etc.).
When vehicles are in jammed condition, the density is the maximum. It is then termed as the
jamming density. (Clause 4.6 of IRC 106 of 1990)
Capacity is defined as the maximum hourly volume (vehicles per hour) at which vehicles can
reasonably be expected to traverse a point or uniform section of a lane or roadway during a
given time period under the prevailing road way, traffic and control conditions. (Clause 4.7 of
IRC 106 of 1990)
Design Service Volume is defined as the maximum hourly volume at which vehicles can
reasonably be expected to traverse a point or uniform section of a lane or road way during the
given time period under the prevailing roadway, traffic and control conditions while
maintaining a designated level of service. (Clause 3.5 of IRC 64 of 1990)
Peak Hours Factor is defined as the traffic volume during peak hour expressed as percentage
of the AADT. The peak hour volume in this case is taken as the thirtieth hourly Volume (i.e.,
volume of traffic which is expected only during 30 hours in a year).
3.4.3 Level of Service (Clause 5.1 of IRC 106 of 1990)
Capacity standards are fixed normally in relation to the Level of Service (LOS) adopted for
the design. Level of Service is defined as a qualitative measure describing operational
conditions
Level of Service definition generally describes these conditions in terms of factors such as
speed and travel time, freedom to manoeuvre, traffic interruptions, comfort, convenience and
safety. Six levels of service are recognised commonly, designated from A to F, with Level of
Service A representing the best operating condition (i.e. free flow and Level of Service F the
worst (i.e. forced or break-down flow). On urban roads, the Level of Service is affected
strongly by factors like the heterogeneity of traffic, speed regulations, strongly by factors like
the heterogeneity of traffic, speed regulations strongly by factors like the heterogeneity of
traffic, speed regulations, frequency of intersections, presence of bus stops, on-street parking,
roadside commercial activities, pedestrian volumes etc. This renders the Level of Service
concept
Figure 3.1 Map Showing Various Levels of Service in the form of indicative Volume-Flow
Relationship
3.4.3.1 Equivalency Factors
The need of expressing capacity in passenger car units has triggered off many studies for
establishing appropriate Passenger Car Equivalency (PCE) values for different types of
vehicles. Notable among the studies carried out in India are the Road User Cost Studies
(RUCS) by the CRRI and the MoRT&H. It has been recognised that the PCE values vary
under different traffic and roadway conditions for any given type of vehicle.
Equivalency Factor is a factor to convert the mixed flow of traffic in to single unit to express
the capacity of road. The unit generally employed is the Passenger Car Unit (PCU).
The maximum service flow in terms of PCUs per day in rolling and hilly terrain will depend
upon the extent of trucks and buses present in the traffic stream, their PCU equivalent and the
grades of the alignment, PCU for commercial vehicles vary with the magnitude of grade.
Further, the passenger car equivalent factor decreases for the same grade with the increase in
the percentage of commercial vehicles.
Tentative equivalency factor for conversion of different types of vehicles in to equivalent

passenger car units based on their relative interference value are considered.
3.4.4 Recommended Design Service Volumes for Two Lane Roads
Design service volumes as given in Table 3.1 assume, that the functional classification of
roads into arterial, sub-arterial and collector categories.
Table 3.1 Design service volumes for Two lane roads

Total Design Service Volumes for
Sl. No. Type of Carriageway Different Categories of Urban Reacts
Arterial Sub-Arterial Collector
1 2-Lane (One Way) 2400 1900 1400
2 2-Lane (Two Way) 1500 1200 900
3 3-Lane (One Way) 3600 `2900 2200
4 4-Lane Undivided (Two Way) 3000 2400 1800
5 4-Lane Divided (Two Way) 3600 2900 -
6 6- Lane Undivided (Two Way) 4800 3800 -
7 6- Lane Divided (Two Way) 5400 4300 -
8 8- Lane Divided (Two Way) 7200 - -
3.4.5 Traffic Signs and Road Markings
The design of traffic signs and road marking shall be done according to the IRC standards.
Where necessary, AASHTO standards will be used to augment the IRC standards.
Following is the list of IRC standards, which are being followed:
IRC: 30-1968 - Standard letter and numbers of different heights for use on Highway
signs.
IRC: 35-1997 - Code of practice for Road markings
IRC: 67-2001 - Code of practice for Road Signs
IRC: 79-1981 - Recommended Practice for Road delineators
IRC: SP-31-1992 - New Traffic Signs
IRC: SP: 55-2001 - Guidelines for Safety in Construction Zones
Adequate safety measures have been considered for the design of the project road.
These are indicated as below:
Crash barriers
Reflectors
Proper super elevation and radii of curvature
Traffic signage
Drainage
The safety during construction shall be achieved by providing;
Signs (regulatory, warning and direction)

Delineators
Traffic cones and cylinders
Drums
Barricades
Flagmen
3.4.6 Traffic Safety Measures

The design layout and materials chosen for the safety barrier shall suitably blend with the
surroundings and shall further conform to IRC: SP-44-1994 and the circulars of MoRTH and
shall be finalized in consultation with PW, P&IWTD, Karnataka.
Double-sided W-Metal Beam Crash Barriers shall be provided in the hill roads.
All necessary road safety measures will be adopted during the execution of the project. It will
be mandatory for the contractor to strictly adhere to the safety norms such as wearing of
helmets and reflective jackets etc for workers, fixing proper barricades such as cones,
delineators and sheet barriers during the construction. Suitable provisions shall be made in
the general specifications in the tender documents.
3.5 Indicative Design Standards for Road
The indicative design standards for geometric design of road are illustrated in the Tables 3.2
as Indicative Design Standards for main Carriageway and geometric standards
Table 3.2 Indicative Design Standards for Main Carriageway

Sl. Standard / Code
Parameter Value
No. Reference
Design Speed
Arterial 80 kmph
1 Sub-arterial 60 kmph IRC : 86-1983
Collector Street 50 kmph
Local Street 30 kmph
Cross Section
(i) Carriageway 3.50m without Kerbs
(ii) Footpath Minimum 1.5m

2 (iii) Cross slope: IRC : 86-1983
- Main carriageway and

2.0 to 2.5%
Paved shoulder
- Footpath 2.5 to 3.0%
3 Horizontal Alignment
3.1 Super elevation (max.)

IRC : 86-1983
Rolling Terrain Max. 7%
Minimum Curve Radius
(i) Rolling - ruling

230 m
3.2 minimum IRC : 86-1983
(ii) Steep - ruling

155 m
minimum
Sl. Standard / Code

Parameter Value
No. Reference
Radius of curve beyond

which transition is not
3.3 required IRC : 86-1983
Mountainous/Steep
1200 m
4 Vertical Alignment
Longitudinal Gradient
(i) Ruling in Rolling

3.3% (1 in 30)
terrain
4.1 (ii) Limiting Gradient in 5.0% (1 in 20) IRC : 86-1983
Rolling terrain
(iii) Exceptional Gradient in 6.7% (not exceeding

Rolling terrain 100m length)
Minimum Vertical Curve

Length
4.2 IRC : SP-23-1983
(i) Rolling 50m
(ii) Rolling 40m
Maximum Grade Change not

Required Vertical Curves
4.3 IRC : SP-23-1983
(i) Rolling 1.2
(ii) Rolling 1.2
Sight Distance for Vertical

4.4 Curve IRC : SP-23-1983
(i) Rolling 120m
3.6 Design speed
Design speed is the basic parameter, which determines the geometric features of the road.
The proposed design speeds for different terrain categories of Urban Roads are as follows:
Table 3.3 Design Speeds

Classification of Urban Road Speed in kmph
Arterial 80 kmph
Sub-arterial 60 kmph
Collector Street 50 kmph
Local Street 30 kmph
The minimum design speed standards shall be adopted in sections where the site conditions
or economics do not permit a design based on the ruling design speed.
The need for warning signs shall be carefully considered whenever reduction in design speed
becomes unavoidable.
3.7 Horizontal Alignment

3.7.1 Radii of Curve
The project road passes through curve portions and wherever curves are to be designed, the
same shall have minimum radius as per IRC.
Adopting a maximum value of 7% for super elevation and 15% for side friction factor, the
minimum radius for horizontal curves works out to be as follows as per IRC: 38 / IRC SP-48.
Table 3.4 Radius of Horizontal Curves

Design Super elevation limited Super elevation limited
Speed to 7% to 7%
30 30 40
50 90 105
60 130 150
80 230 265
3.7.2 Super - Elevation
The super elevation at curves is arrived at as per the following equation:
v2 = (e+f) * gR OR e = v2 /225R
Where,
v = Vehicle speed in m/sec.
g = Acceleration due to gravity in meters/sec2
e = Super elevation ratio in meter per meter
f = Coefficient of side friction between vehicle tyre and pavement (taken as 0.15)
R = Radius in meters.
The super elevation is calculated keeping in view the horizontal radii and gradient at curves at
different locations. Maximum super-elevation is to be restricted to 7%. But on safety
considerations, we are restricting the maximum super elevation to 5% as per NHAI.
Method for attaining super-elevation
Dual – inner edge pivot of both carriageways at different chainage is used for attaining super-
elevation. This pivot method pivots the dual carriageway about the inner edge strings of both
carriageways using different chainage, so that the central reservation levels are not changed. The
application of super-elevation to the left and the right carriageways will start (or end) at different
chainages, to ensure that the rate of change remains the same for both.
3.7.3 Transition Curves
Transition Curves are necessary for a vehicle to have smooth entry from a straight section
into a circular curve. The rate of change of super elevation is being considered not steeper
than 1 in 150. Hence the following three formulae are used for calculating the transition
lengths and the maximum value is being adopted for design:
Ls = 1.0 V2 / R
Ls = 0.0215 V3/ CR
Ls = e x w x 150 considering rate of change of super elevation
Where:
R - Radius of curve in meters

V - Vehicle speed in Km / hour
Ls - Length of transition in meters
C - Rate of change of acceleration.
E - Rate of change of super elevation
w - Width of road in m
3.7.4 Widening of Carriageway on Curves
At sharp horizontal curves, it is necessary to widen the carriageway to provide safe passage
for vehicles. In view of minimum radius of curves provided on this project and with the
provision of paved shoulders, extra width on curves is unlikely to be applicable to the main
carriageway. Therefore, extra widening of carriageway at curves is not provided.
3.8 Vertical Alignment
The vertical alignment of the carriageway will generally be compatible with the guidelines
given in the IRC.
At locations of grade break of 0.5%, vertical curves are being provided.

The length of vertical curve will not be less than 0.6V (kmph).
Number of PVI will not be more than 4 in one km.
At locations of sight deficiency, at least Stopping Sight Distance (SSD) is being provided.
3.9 Vertical Curves
Vertical curves are designed to provide for visibility at least corresponding to the safe
stopping sight distance. More liberal values are adopted wherever this is economically
feasible. Maximum Vertical Gradient is limited 3% to 5%.
3.10 Vertical Clearance
The vertical clearances is being adopted as per the MoRTH Pocket Book for Highway
Engineers (Second Revision) published by the IRC, New Delhi in 2002.
Vertical clearance for power / telecommunication lines
Electric power lines up to 650V 6.0 m minimum
Electric power lines > 650V 6.5 m minimum
It is however mentioned here that the vertical clearness shall be got confirmed from Power
Corporation / Telecommunication Department.
3.11 Cross-Fall
Each carriageway will have unidirectional cross fall. The cross-fall for the rigid pavement
and paved shoulders will be 2.0%.
3.12 Geometric Design Control
The detailed design for geometric elements covers, but not limited to the following major
aspects:
Horizontal alignment
Longitudinal Profile
Cross-sectional elements
3.13 Traffic signs and Road Markings
The design of traffic signs and road marking shall be done according to the IRC standards.
Where necessary, AASHTO standards will be used to augment the IRC standards.
Following is the list of IRC standards, which will be followed:
IRC: 30-1968 - Standard letter and numbers of different heights for use on Highway
signs.
IRC: 35-1997 - Code of practice for Road markings
IRC: 67-2001 - Code of practice for Road Signs
IRC: 79-1981 - Recommended Practice for Road delineators
IRC: 93-1985 - Guidelines on design and installation of road traffic signals
IRC: SP-31-1992 - New Traffic Signs
IRC: SP: 55-2001 - Guidelines for Safety in Construction Zones
Adequate safety measures have been considered for the design of the project road. These are
indicated as below:
Crash barriers
Reflectors
Proper super elevation and radii of curvature
Traffic signage
Drainage
The safety during construction shall be achieved by providing;
Signs (regulatory, warning and direction)
Delineators
Traffic cones and cylinders
Drums
Barricades
Flagmen
3.14 Road Markings

Road markings shall be as per IRC: 35-1997. These markings shall be applied to road center
lines, edge lines, continuity line, stop lines, give-way lines, diagonal/chevron markings, zebra
crossing and at parking areas by means of an approved self-propelled machine which has a
satisfactory cut-off value capable of applying broken lines automatically.
Road markings shall be of hot applied thermoplastic paints with glass reflectorizing beads
conforming to MoRTH Specifications for Road and Bridge works (5th Revision).
3.15 Design Thin White topping as per IRC: SP: 76-2015

The development of an effective bond between PCC overlay and the existing bituminous
pavement is desirable for the better performance of TWT because the strength of the existing
bituminous pavement is being relied upon to carry part of the traffic load.
1. Extensive surface preparation to promote significant bonding between the concrete
overlay and the bituminous pavement is required. Sometimes chiselling may also be
tried gently at certain locations where milling is difficult to make the bituminous
surface rough. (Excessive roughened surface, however, should be avoided as this
could enhance the frictional forces)
2. Use of short joint spacing (generally between 1.0 and 1.5 m). Square spacing (e.g.
about 1.0 m x 1.0 m) are preferred. Rectangular spacing wherever given should have a
ratio not exceeding 1.2 between the long and the short arms.
3. The minimum thickness of hot mix bituminous pavement is 75 mm (net excluding the
milled thickness) for TWT. However, it is preferable to have this minimum thickness
of 100 mm or more to ensure a reliable strong bituminous base.
3.15.1 Thickness design of Thin White Topping
Structural behaviour of TWT is quite complex. Design is based on composite action of the
bituminous layer and PCC overlay. Pavement should, therefore, be analysed as composite
system in which the concrete and bituminous layers are characterised by their thickness and
elastic properties, all on top of a 'k' value for the subgrade. The degree of composite action
assumed in the analysis has significant influences on the stresses developed. The results of
mechanistic analysis suggest that load stresses depend upon the slab size Uoint spacing) and
bonding of PCC layer with asphalt pavement. There is a substantial reduction in load stress as
slab size decreases. This is also true for curling and warping stresses which occur due to
temperature and moisture gradient in the concrete slab.
In case of very short slabs and without substantial thickness of bituminous layer and base
course, both deflection and vertical strains are high. This could lead to excessive permanent
deformation in the foundation with time due to load repetitions. There is, therefore, always an
optimum joint spacing for which stresses are reduced but deflections are not excessive.
Considering the above aspect, the joint spacing between 1.0 to 1.5 m for Indian condition is
recommended.
Due to composite action as shown in Fig. 3.2, load stresses are reduced due to shifting of
neutral axes near the interface.
Some attempts have been made to develop such design procedures to estimate the load
carrying capacity and service life of projects based on instrumentation of slab, field
performance results and three dimensional finite element model. In all these design
procedures, developed so far, consider the critical stresses both at the corner and joint
locations of a slab, besides incorporating the temperature effect.
Figure 3.2 Stress Diagram in Case of Bonded and Unbonded TWT
3.15.2 Steps for Design Procedure
• Traffic in terms of commercial vehicles per day (CVPD) and their percentages of the
total traffic including single axle and tandem axles.
• Evaluate soaked CBR/k value of sub grade
• Modified ‘’k' value is found based on Characteristic Deflection values as per IRC: 81-
1997 relation between Benkelman Beam Deflection and Modulus of Subgrade
reaction on the top of asphalt pavement
• Assume a trial thickness and joint spacing (say 1 m or 1.2 m)
• Find Temperature Stresses
• Find corner load stresses and curling stresses. Calculate stress ratio using corner load
stresses and find out total fatigue life consumed which should be less than one.
• Calculate total of maximum load and curling stresses at corner. It should be less than
the flexural strength of concrete.
Thin Whitetopping Design

Compressive strength of concreteM40 = 40 Kg/cm2
Elastic modulus of concrete = 3 x 105 Kg/cm2
Poisson’s Ratio = 0.15
Tyre Pressure, q = 8 Kg/cm2
Spacing of Contraction Joint = 1 m
Design Wheel load, P = 8000 Kg
C/c distance between two tyres, S = 31 cm
Slab thickness, h = 18 cm
Diameter of Dowel bar, (assumed), b= 3.0 cm
Lane width = 3.75 m
Co-efficient of friction, f = 1.5
Design of Pavement slab thickness: (As per IRC-SP: 76-2015 & IRC: 58-2015)
From a Characteristic deflection value of 0.90 mm, the K value is 11 kg/cm3
Assume a trial thickness of slab say = 18 cm
2
Radius of relative stiffness, l = [Eh3 / 12K (1-µ )] 1/4= 60.68 cm
Flexural strength of concrete, fcr =0.7√ fck= 44.27 Kg/cm2
Temperature Curling Stresses:
σT= 1.933-241000( α ΔT) + 1.267(L/le)
ΔT= - 0.15°C/cm x Thickness of white topping overlay
= - 0.15 x 18
ΔT = - 2.7°C
α = 10 X 10-6
L=length of square slab =125 cm
Ie = Radius of relative stiffness =60.68 cm
Thus σT= 1.933-241000( α ΔT) + 1.267(L/le)
1.933-24100(10 *10^-6 X -2.7) +1.267 (125/ 60.68)
11.05 Kg/cm2
Total flexural stresses due to load and curling = Maximum load stresses + curling
stresses
= 27.23+11.05
= 38.28 Kg/cm2
This is less than the minimum flexural strength of 45 kg/cm2.
Hence, design is safe. White topping thickness of 18 cm can be adopted.
3.16 Specifications
The materials to be used in the Project work and the specifications for execution of work
shall conform to “MORTH Specifications for Road and Bridge Works 5th Rev. 2013”.
However special Technical Specifications shall be framed wherever MORTH specifications
need change / amendments. Where these specifications are silent with regard to certain
specifications for the material in question, in that case, specifications under Bureau of Indian
Standards / AASHTO / ASTM / BS or any other international standard shall apply.
CHAPTER - 4
CONCLUSIONS
4.1 Roads
A total length of km of existing road is been designed to be overlayed using thin white
topping and is been detailed in Table No. 4.1.
Table 4.1 Details of Road
Sl. Length
Package 1
No. in km
1 Kodigehalli road from Kodigehalli circle to ORR at Bhadrappa Layout 1.050
2 Kempapura main road from NH-7 to Coffee Board layout 0.680
3 Kodigehalli road from NH-7 to Kodigehalli circle 1.800
1st main road of Sahakarnagar Kodigehalli main road to NH-7 at Big
4
Market 1.350
24th cross road of Sahakarnagar from Kodigehalli main road to Railway
5
New RUB 1.100
6 link road from Thindlu circle to Nanjappa circle 0.940
7 Vivekananda Road in HBR ward-from Dhobhi Ghat to ORR 1.766
8 NR road-Sethu Road Junction to Town Hall Junction 0.830
9 P.Kalingrao road from N.R. Square to Richmond circle 0.750
Total 10.266
Based on the design as per IRC: SP: 76-2015, a thin white topping of 180mm thick is
provided as overlay over existing bituminous surface. Also step by step procedure has been
detailed below for the construction of thin white topping.
4.1.1 Milling
The milling of the existing asphalt pavement provides removal of rutting, a roughened
surface to enhance the bonding between the new concrete overlay and the existing asphalt
pavement. The depth of milling (25-50 mm) depends upon the types and severity of distress
especially the depth of rutting or other surface distortions and the available thickness of
asphalt pavement. Hand grinding/Light Chiselling may also be used gently for making the
roughness in top surface of asphalt pavement at difficult locations. In case of non-availability
of the required machinery, a profile correction course of bituminous macadam (of minimum
thickness 50 mm) may be laid over existing bituminous pavement after applying tack coat as
per MORT&H Specifications so as to have a net bituminous thickness of 75 mm.
4.1.2 Repair to Existing Pavement
The milled pavement shall be repaired in respect of cracks and wherever the cracks are too
many indicating failure of subgrade, the pavement shall be replaced and simultaneously the
subgrade will also be re-compacted. Existing bituminous layer after milling shall be in good
condition to minimize reflection cracks or sympathetic cracks. If locally any
distress/defects/cracks are observed, these shall be repaired/ sealed using properly designed
dense bituminous mixes. The top of milled surface and repaired portion shall be in level with
each other. The cracks shall be repaired first with hot bitumen of any suitable grade, before
laying PCC and the surface is then broomed by compressed air/vacuum pump to remove
debris prior to placing of concrete. The surface of the asphalt shall be flushed with water to
aid in cleaning, before overlay is applied.
4.1.3 Cleaning
After milling or providing the profile correction course, atop the existing asphalt pavement,
the top surface is cleaned to ensure bonding between the existing asphalt pavement and the
new concrete overlay. Different methods of cleaning to remove foreign particles are given as:
• Air blasting/vacuum cleaner
• Power brooming
• Water blasting
• Sand blasting
• Chiseling
4.1.4 Placing, Finish, Texturing and Curing using Conventional Paving Techniques and
Materials
After the milling operation/laying profile correction course, form work using steel channels
or girder are fixed and stability of these is ensured simultaneously. Cement slurry may be
applied before placement of PCC. Concrete is placed, finished and cured using conventional
IRC: SP: 76-2015 paving techniques and materials. After the laying of PCC, runner beam
shall simultaneously be provided without causing vibration/disturbance to the newly laid
TWT. Use of kerb stone as form work is not preferred. Use of semi mechanized method, slip
form paver or fixed form paver may be adopted as per IRC: 15 based on size of project and
availability of the space and equipment. Curing compound/ water should be applied twice the
normal rate, because TWT is thin concrete slab which has high surface area to volume ratio
and can loose surface moisture rapidly due to evaporation.
The timing of the texturing operation is important. If done too early or too late, the desired
skid resistance will not be obtained. The best time for texturing is just after the water sheen
has disappeared and just before the concrete becomes non-plastic
For low speed, municipal or urban projects, a burlap drag, turf drag, or coarse broom textures
sufficient from lower side to upper side. For high-speed interstate and other primary routes,
tining provides excellent long-term skid resistance.
4.2 Traffic signs
Traffic signs are important features of traffic control devices and transmit visually vital
information to drivers and ensure increased safety and efficiency in free flow of traffic. IRC
has standardized patterns for delineating the traffic signs which give information about
highway routes, directions and destinations. These also give information on special
obligations, prohibitions and restrictions and caution about the existence of any hazardous
conditions on or adjacent to the roadway. Thermoplastic paint mixed with retro-reflective
beads has long life, night visibility and its drying period is very short. In view of these
advantages retro-reflective thermoplastic paint is proposed for use. The major advantage of
retro-reflectorized plastic sheet is that the colour and legend is as legible at night as during
the day time.
4.2 Footpath and Utility
Heavy duty Interlocking Paver Blocks of 80mm thick are been proposed for the footpath
portion for movement of pedestrians.
HDPE lines of 2 numbers of 200mm dia and 2 numbers of 100mm dia pipes on both sides of
the road are provided to carry the utility lines such as BESCOM lines and OFC cables. Also
dual cross ducts of 300mm dia at every 100m interval is provided in order to cross over the
utility lines with cross duct chamber of 2.0m x 1.0m is provided on both side of the roads.
4.3 Kerb and Median
RCC precast kerbs are provided between Carriage way and Footpaths on both sides of roads.
RCC Cast in-situ Median of 0.6m wide and 0.90m high is provided and median openings
have been provided considering road intersections, the same will serve facility U- turn.
4.4 RCC Side Drains and Chute Drains.
RCC Side Drains of size 0.60m x 0.90m wherever required. Chute drains using NP3 pipes of
300mm dia with catch pit RCC chambers are provided to collect the rain water and to
drainoff the same to the RCC Side Drains
4.5 RCC Box Culverts (Junction Culvert/Spur Culverts)
RCC box culverts are provided at Road junctions to interlink the discharge from side drains.
Steel at 100Kg/cum of concrete is considered.
4.6 Road Street Furniture’s.
Road Street Furniture’s such as Bollards, Street Lights, Waste Bins, Traffic Sign Boards and
E-Toilets are provided.
CHAPTER - 5
PRELIMINARY COST ESTIMATES
5.1 General
Cost estimation is important for the feasibility study as it provides vital input to the economic
and financial evaluation of the project. The cost estimates have been prepared the project
corridor separately for improvements to the existing road including reconstruction/widening
of few cross drainage structures, longitudinal drains, etc.
5.2 Methodology
Estimation of Preliminary cost, a primary pre-requisite for Economic and Financial

evaluation, has been carried out. The process involved in the preliminary cost estimation has
been described under the following sections.
5.2.1 Basic rates
The basic rates for each construction items were analyzed on the basis of MORTH Standard
Data Book and Karnataka PW,P&IWTD Standard Schedule of Rates 2016-17 of Bengaluru
Circle adopted.
5.2.2 Quantification of Items
The quantification of most of the items that are uniformly occurring is calculated per km,
based on the typical cross sections. The construction items covered in cost estimates are: site
clearance; earthwork cutting, Loosening and recomposing, Pavement in carriageways and
shoulders; culverts; Drainage and Miscellaneous items which includes Pavement markings,
Signage’s, Guard Rails, etc. Special consideration was given for the stretches passing through
hazardous conditions.
5.3 Abstract Cost
Abstract of resultant estimated costs of improvement of roads, culverts, Drains, etc. are
presented in Table 5.1.

1.1 General: White Topping of Roads Under Package-1. (Phase-2) Bruhat Bangalore Mahanagara Palike

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WHITE TOPPING OF ROADS UNDER PACKAGE-1.

(PHASE-2) BRUHAT BANGALORE MAHANAGARA PALIKE

1.2 Classification of Roads in India

Figure 1.1 Classification of Roads in India

Figure 1.2 Classification of Urban Roads in India

Figure 1.3 Map Showing Road Network

2.2 Engineering Surveys and Investigations

2.2.2 Road Inventory and Road Condition

2.2.3 Material Survey

9 Hudsun Circle to Church road 0.901 0.901

2.2.5 Topographical Survey

2.2.5.2 Office Processing

2.2.6 Test Pit Investigation Survey

Kodigehalli At Ch: 1500.0m,

1st Main At Ch: 1100.0m,

2.2.9.2 Methodology for Traffic Surveys

Motorized Traffic Non-Motorized Traffic

2.2.9.4 Average Daily Traffic

5848 4042 5352 3 Wheeler /

Detailed Project Report

16713 25512 6328 2 Wheeler

723 612 90 Mini Bus

788 1540 919 LCV

91 114 0 With Trailer

33126 40695 15279 Total Vehicles

28661 30389 13921 P.C.Units

2994 3284 3298 1936 7678

Detailed Project Report

525 203 127 111 170

23205 26104 26749 16751 49342

20460 18342 23324 12482 40342

1399 824 2002 665 3218

3.5 3.5 4.5 3.5 4.5

Vivekananda Road (HRBR)

Kodigehalli Main Road

1st Main Sahakarnagar

24th Cross Sahakarnagar

Link Road from Tindlu Circle

Kempapura Main Road

Figure 2.1 Pie Chart Showing Details of Traffic Volume

2.2.10.1 Geometric Design of Highway

2.2.10.2 Pavement Design

2.2.11 Preliminary Cost Estimates

• Site Clearance and earthworks

3.1 Project Road

The proposed improvement is to be carried out to make it a good infrastructure for

3.2 Classification of Urban Roads

3.4 Traffic Design

3.4.2 Definition and Concepts

3.4.3 Level of Service (Clause 5.1 of IRC 106 of 1990)

3.4.3.1 Equivalency Factors

Tentative equivalency factor for conversion of different types of vehicles in to equivalent

3.4.4 Recommended Design Service Volumes for Two Lane Roads

Table 3.1 Design service volumes for Two lane roads

1 2-Lane (One Way) 2400 1900 1400

2 2-Lane (Two Way) 1500 1200 900

3 3-Lane (One Way) 3600 `2900 2200

4 4-Lane Undivided (Two Way) 3000 2400 1800

5 4-Lane Divided (Two Way) 3600 2900 -

6 6- Lane Undivided (Two Way) 4800 3800 -

7 6- Lane Divided (Two Way) 5400 4300 -

8 8- Lane Divided (Two Way) 7200 - -