INTERNSHIP REPORT

Technical Report

Block :- Simri Baktiyarpur

Namo of Road :- Tarpata Road To Mirza Tola Length: 0.8

District : Saharsa

Total Cost Of Const: 63.09085799 lacs.

Total Cost Of Project With Maint. & Cont. : 71.50 lacs.

In Flexible Pavement Provision

1. Sub Base : GSB Grading-1 (200 mm)

2. Base Course : WBM Grading-111 (75 mm)
3. Prime coat, Tack coat & Mix seal surface(Type B)

In Rigid Pavement Provision

1. Sub Base : GSB Grading-|(100 mm)

2. Base Course : WBM Grading-111 (75 mm)
3. Cement concrete Pavement : 160 mm

Cross Drainage is provided as per the requirements In road allgnment. Details are attached
In DPR. Dpr framed on the basis of current schedule rate, Govt. of Bihar.

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Check List

As Per Department Lotter No.BRRDA (HQ) MMGSY-NDB (BRICS-742017-Part. It 201

Patna

Date. 20/02/2018

Name of Road - Tarpata Road To Mirza Tola

District : Saharsa

Division : RWD (w) Division Simn Baktiyarpur

Block - Simn Baktiyarpur

SCN1 9511

SL.NO Provision As Per Provision

1 MSS Type B Provison in DPR

2 Mandatory / Caubonary Provison in DPR

Informatory Sing Board
(Left/Right Tum Village
Name Speed Limit School
Name etc

3 Retroreflective Road Edge Provison in DPR

Manking

4 Maintenace Board Provison in DPR

5 ESMF N/A

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Form
(Single Conectivity Certificate)
(This certificate should be self-written by the Executive Engineer)

Certified that:
1. Tarpata Road To Mirza TolaPath's DPR has been created that Supplementary Core

Network. The number is 9511 and this road is under Saharsa district Simri Baktiyarpur

block.

2. I have seen this path myself and traveled on it. The construction of this road is public

utility and government land is available for this.

3. The habitations to which connectivity is being provided through this path are not already

getting 07 connectivity from any all-weather road and the proposed path will provide

them all-weather single connectivity.

4. A total of 210 SC/ST population will be benefited in this path.

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CHAPTER - 1

1. Introduction
1.1 Objectives of MMGSY

Rural Road connectivity is a key component of rural development by promoting access to

economic and social services and thereby generating increased agricultural incomes and
productive employment opportunities. It is also a key ingredient in ensuring poverty reduction.
To provide all weather connectivity having population more than 250, A new scheme name as
MMGSY has been started.

The Sub-project road Tarpata Road to Mirza Tola, Which is a link road with CNCPL No 9511 in
Siinni Baktiyarpur block of Saharsa District. This road directly connects the habitations of Mirza
with total populations of 255 and indirect population of 0. Thus this link Road serves the total
population of 255.

1.2 All Weather Road

An all-weather road is one which is negotiable during all weathers, with some permitted
interruptions as given below:

At cross-drainage structures, the duration of overflow or interruption at one stretch shall not
exceed 12 hours for ODRs and 24 hours for VRs in hilly terrain, and 3 days in the case of roads
in plain terrain. The total period of interruption during the year should not exceed 10 days for
ODRs and 15 days for VRs. All Weather Road :- The roads shall be constructed up to Black
Topped with all necessary cross drainage work. The geometric standards taken as per "IRC :
SP:20 Rural roads manual, "IRC:SP: 72 and as per circulars used by G.O.1. time to

time in this concern.

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1.3 Core Network

The rural road network required for providing the 'basic access to all villages / habitations is
termed as the Core Network. Basic access is defined as one all-weather road access from each
village/ habitation to the nearby Market Centre or Rural Business Hub (RBH) and essential
social and economic services. A Core Network comprises of Through Routes and Link Routes.
Through routes are the ones which collect traffic from several link roads or a long chain of
habitations and lead it to a market centre or a higher category road, i.e. the Major District Roads
State or National Highways. Link Routes are the roads connecting a single habitation or a group
of habitations to Through Roads or District Roads leading to Market Centers. Link Routes
generally have dead ends terminating on habitations, while Through Routes arise from the
confluence of two or more Link Routes and emerge on to a major road or to a Market Centre,
The Core Network may not represent the most convenient or economic route for all purposes.
However, since studies show 85-90% of rural trips are to market centers, the Core Network is
likely to be a cost-effective conceptual frame work for investment and management purposes,
particularly in the context of scarce resources.

1.4 Geogrophy
Saharsa district was established on 1st April, 1954 and since 2 October 1972, it is the
headquarter of Kosi Division. Shri Ugratara Temple, Mahishi, Sun Temple, Kandaha,
Chandikasthan, Viratpur, Rakta Kali Mandir, Matsyagandha, Saharsa are the famous tourist
places in Saharsa District. Since ancient times Mahishi Village of Saharsa district has been
famous for the shastrarth - a religious discourse between two eminent scholars of Indian
philosophy Adi Shankaracharya and Pandit Mandan Mishra. "Where the parrot (shuk) and myna
are thinking in pure Sanskrit - what vedas are infinite i.e. no evidence should be required or
should be proved with the help of other texts and the disciples are singing, the same is the
residence of Mandan Mishra. Pandit Mishra was a student of emerging eminent scholar Kumaril
Bhatt of that time. It is said that Bharti, wife of Mandan Mishra, who was also a great sage, was

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named as the judge during that shasthrarth the religious discourse.

1.5 The Sub-Project Road

The Proposed Road Start From Tarpalit Rod . The road vasses through plain terrain. This work is
new constr.. rural roads up to all weather roads to suit the on Toils to suit the geometric standard
of rural road in Simiri Bakhtiyarpur block of Dist Madhepura comes under MMGSY. The
proposed Road Connected the new connectivity of village Mirza
Existing Caraiageway width along the road is 3.50 m to 5.00 m (Approx).. Total Roadway width
available has 8.0 m to 10.0 m. During Transet walk,, the stakeholders and villager agreed to
donate their land for construction as per requirement on both side of the existing road if required
aditional.. No aditional land required in this road.

1. District - Saharsa
2. Block - Simri Bakhtiyarpur
3. Road Name : Tarpata Road To Mirza Tola
1. SCN1 : 9511
2. Road Length ; 0.800 Km
3. Start Point ; Tarpata Raad
4. End Point : Mirza Tola

SI.No. Habitation benefited Poulation benefited SC ST

Direct (Direct/
Indirect)

1 Mirza 255 / N/A 210

Total Population 255 210

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CHAPTER 2

2.0 Planning and Basic Design Consideration

2.1 Key maps

Attached on Next Page
A map with respect to the state, district and block are presented in Figure 1 & 2. Section of
Block Maps Core network map) showing all existing connectivity like District/block HO, new
townships, National and State highway network mandis, hospitals, colleges, schools etc is
presented in Figure 3.

2.2 Preliminary alignment investigation --

On Next Page

A group of Engineers, PIU, Local people walked along the alignment and fixed the preliminary
alignment. Alter through investigation and preration of strip plan when alignment was found
feasible it was finally selected. Strip plan
(Transet Walk) showing existing alignment & features is presented in Figure 4

2.3 Site Photographs :- On Next Page

2.5 Transect Walk Summary

1 Total No. of people present for the Transect walk:
Male - 10 Female Total :-6
2 Demographic information where the walk was conducted:
3 No. of Govt. Employees present
4 No. of Contractors Employees
5 No. of participants from Minority community .
6 Enclose a separate sheet with names, designation (if Govt.Employee,or Elected Representative)
and signatures of participants of transect walk

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2.6 Checklist

Transect walk done Yes

Transect walk summary table included Yes
Photographs taken Yes
Major Changes in alignment perceived No
Design brief provided Yes

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CHAPTER 3

3.0 Topographic Survey

3.1 General
Topographical surveys will be carried out on the identified stretches of rural roads with th
Equipment. The width of the corridor to be covered would be sufficient enough to plot the
existing profitable and also to cater to the requirement of engineering designs. All the features of
the road like center line, edges, shoulder edges, toe points etc. shall be accurately lifted from the
ground on the map in & permanent structures if any. The X-sections of the road shall be taken at
every 25 m interval on the case of steep rise & tall & horizontal curves. The permanent reference
pillars shall be mark suitable intervals for the purpose of layout work during execution. The
features of all water bodies during the survey including bed levels & HFL.

3.2 Traversing
Traverse has been done by total station having angular measurement accuracy of (+-) 1 sec.

3.3 Leveling
Topographical survey was carried out by total station machine and the data was processed by Mx
Road and Road Design software. In absence of GTS benchmark in the nearby location of the
road, RL has been fixed on TBM Pillar accordingly. Bench Marks have been left at permanent
structures.

3.4 Cross Section & Detailing

Cross sections were taken at 50 m interval and at closer interval in curved portion of the existing
road features of the road were recorded.

# Existing Road Details

# Existing Toe Point of Road

# Canal/River & Banks

# Natural Surface Point

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# Edge of Water Body/Pond

# Edge of Ditch/Borrow Pit

# Electric & Telephone Pole

# Edge of Building & Fence line

# Religious Structure & Graves

# Temporary House or Hut

# Edge of Wall # Bore Well

# Concrete Wall

# Level Crossing & Railway Track

# Tress

# Cross Roads and other major crossings

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SITE PHOTOGRAPH
Name of Road : Tarpata Road To Mirza Tola

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SITE PHOTOGRAPH
Name of Road : Tarpata Road To Mirza Tola

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TRANSECT - WALK

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3.5 Data Processing

All data from topographic survey recorded by total station were downloaded and final alignment,
plan, profile were prepared and presented in AutoCAD Format.

All data from topographic survey recorded in Total Station was downloaded in computer in
X,Y,Z (Northing, Easting and Elevation) format and final alignment, plan, profile were prepared
by MX Road software and presented in AutoCAD Format.

3.6 List of permanent reference pillars and TBMs

3.7 Checklist Yes

Reference pillars given Yes
TBM with northing-easting given Yes
Traverse survey carried out Yes

3.8 Existing Pavement

There are several Type of existing pavement in different chainage as follows:

Existing Brick Soling/Earthen Pavement

Chainage Total Length (m)

From (m) : 0 600 9.0

To (m) : 600

From (m) : 600 200 10.0

To (m) : 800

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Total Length 800.00m

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CHAPTER 4

4.0 Soil and Materials Survey

4.1 General
The soil and material investigations were done following the guidelines of IRC: SP: 20-2002 and
IRC: SP: 72-2007 w other relevant IS codes. The potential sources of borrow areas for soil and
quarry sitcs will be identified.

4.2 Soll sample collection and Testing

Soil samples will be collected along and around the road alignment at three (3) locations per kni,
from the adioining horrow areas, as well as one sample is collected from the existing road. Soil
Classification tests like rain size analysis and Atterberg's limit were conducted for all the samples
collected. Standard Proctor test and the corresponding 1 day soaked CBR test were conducted
either for a minimum of one test per km for soil simples of same group or more tests due to
variation of soil type. The following tests were conducted as detailed below:

• Grain size analysis as per IS: 272 (Part 4) - 1985

• Atterberg's limit as per IS: 2720 (Part 5) - 1985
• Standard Proctor density test as per IS: 2720 (l'art 7) - 1980
• 4 day soaked CBR test as per IS: 2720 (Part 16) - 1985 The details of Soil Testing are given in
Annexure 1.

4.3 Analysis of Test Results

The laboratory soaked CBR value ranges from 0.% to 0%. The soil laboratory test results will be
summarized in Table 1.1 llowever, the as per IRC: SP-72-2015 para 1.6.3 it has been clearly
stated that all rural roads should be designed for a mimimum subgrade CBR of 5% (at least fair).
The design CBR of 5% or more is achieved by providing mechenical stablization in subgrade
layer of thickness 300 mm.

Table 4.1 CBR values for different stretches

SI.No. Section CBR (%)

1 0.0800 5.21

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CHAPTER 5

5.0 Traffic Survey

5.1 General
In the present scenario of new connectivity/upgradation road, 3 day, 24 hr traffic volume count
has been conducted on the already completed or similar type of PMGSY/MMGSY road in the
vicinity of the project road. The Classified Volume Count survey has been carried out in
accordance with the requirements of the TOR and relevant codes (IRC: SP: 19. 2001. IRC: SP:
20, IRC: SP: 72-2007).The surveys have been carried out by trained enumerators manually under
the monitoring of Engineering Supervisor
Average of 3 day traffic data is presented in Table 5.1.
Table 5.1 Average Daily Traffic at Proposed Road is conducted in both ways Traffic Count is
given in Traffic Summery seprately.

SI No. Type of Day - 1 Day - 2 Day - 3 Average

Vehicle

1 Car, Jeep, 18 15 17 17
Van

2 Auto 20 18 23 20
Rickshaw

3 Scooters/Mot 43 39 42 41
orbikes

4 Bus / 0 0 0 0
Minibus

5 Trucks 0 0 0 0

6 Tractors with 25 24 29 26
trailer

7 Tractor 27 25 31 28
without
trailer

8 Cycles 28 30 27 28

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9 Cycle 19 17 20 19
Rickshaw /
Hand Cart

10 Horse cart / 0 0 0 0
Bullock Cart

11 Pedestrian 0 0 0 0

Total commercial vehicle per 52 49 60 54

day

Total motorised vehicle per 133 121 142 132

day

Total non-motorised vehicle 47 47 47 47

per day

a) Traffic volume and mix do not vary along the road

b) Traffic volume and mix vary along the road

c) Traffic volume and mix will vary along the road in the future
d) There is a potential for through traffic using the road (Yes)

e) % of loaded vehicles

5.2 Traffic Data and Analysis

The traffic count done was classified into different vehicle category as given below:
• Motorized vehicle comprising of light commercial vehicle, medium commercial vehicle, heavy
commercial vehicle,
trucks, buses, agricultural tractors with trailers, car, jeep, two wheelers etc.
•Non-motorized vehicles comprising of cycle, rickshaw, cycle van, animal drawn vehicle etc.
The number of laden and un-laden commercial vehicles was recorded during the traffic counts.
Traffic volume count for this project road was done during Summer season. The seasonal
variationo n Winter in on November to March Summer is on April to July & Rainy Season is in
July to October is based on local enquiry.

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SI No Type of Vehicle ADT AADT Growth Rate

1 Car, Jeep, Van 17 21 6%

2 Auto Rickshaw 20 24 6%

3 Scooters/Motorb 41 50 6%
ikes

4 Bus / Minibus 0 0 6%

5 Trucks 0 0 6%

6 Tractors with 26 32 6%
traller

7 Tractor without 28 34 6%
trailer

8 Cycles 28 34 6%

9 Cycle Rickshaw 19 23 6%
/ Hand Cart

10 Horse cart / 0 0 6%
Bullock Cart

11 Pedestrian 0 0 6%

Total commercial vehicle per day 54 66

(CVPD)

(Total motorised vehicle per day 132 160

(Total non-motorised vehicle per 47 57

day

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MMGSY
(Govt. of Bihar)
YEAR (2020-2021)

DESIGN OF FLEXIBLE PAVEMENT

As per IRC: SP:72-2015

Average Daily Traffic in Season

Animal drawn Carts = 2 MCV (Laden) 0

Bicycles 47

Full-Size trucks 0

Agricultural Tractor Trailers & Jugads. 71

(Animal drawn Carts = 2 MCV
(Laden)]

Cars & Jeep 17

Motor Cycles 41

Total 179

Average Daily Traffic During the Season = 179 = 179.00

Design CBR (%) = 5.21

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AADT = T+(1.2nTt)/365 = 179. (1.2 x 1 x 179 x 65)/365 = 218

Here n = 1
t = 65 day's
Here n = Multiplying Factor for Harvesting Season
t = No of days in one Harvesting Season

After opening of road to traffic. MADT = 218 x (1.1)

After opening of road to traffic, AADT = 218 x ( 1.06 ) * 2 = 245
Assuming an initial growth rate of 6%

From the given traffic count data, the proportions of ICV and MCV out of the ADT of 245 work
out as under:
Heavy Commercial Vehicles (HCV) = 0 x 245 / 179 = 0
Medium Heavy Commercial Vehicles (MCV) - 74 x 245 / 179=101
Projected Design Traffic (CVPD) = 101

Traffic Count data does not given the proportion of unladen and laden vehicles, it is assumed that
these are equal in number.

Heavy Commercial Vehicles (HCV) (Laden) = 0

Heavy Commercial Vehicles (HCV) (Unladen) = 0

Medium Heavy Commercial Vehicles (MCV) (Laden) = 51

Medium Heavy Commercial Vehicles (MCV) (Unladen) = 50

Taking the VDF value from para 3.4.4 from IRC:SP: 72-2007,

The ESAL applications per day :

- = HCV ~ 2.86 + HCV 0.31 MCV 0.34. MCV 0.02
= 0 x 2.86 + 0x0.31 51 x 0.34 + 50 x 0.02 = 18.34

Cumulative ESAL applications over 10 years @ 6% growth rate

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= 4811 * 18.34 = 89,234.00

3.5. Traffic Categories:--

Traffic Categories Cumulative ESAL Applications

T01 10,000.00 - 30,000.00

TO2 30,000.00 - 60,000.00

TO3 60,000.00 - 1,00,000.00

T04 1,00,000.00 - 2,00,000.00

TO5 2,00,000.00 - 3,00,000.00

TO6 3,00,000.00 · 6,00,000.00

TO7 6,00,000.00 - 10,00,000.00

Traffic category : T03 (Cumulative ESAL Application, Para No. 3.5. (60000 to 100000)

Design pavement thickness as per Fig 4 of IRC-SP. 72.2015 = 275 mm

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CHAPTER 6

6.0 Hydrological Survey

A. Local drainage plan for the area of the road

One of the very important reasons for a very rapid loss in the level of serviceability of most of
the rural roads in the country is the lack of attention to appropriate drainage. It is basically due to
the lack of proper drainage that the maintenance requirements of a rural road rise rapidly even
during the early years of its service life. The modern trend is to incorporate maintenance
considerations at the design stage itself. Ensuring proper drainage during the design life is
considered one of the most essential pre-requisites for a satisfactory performance of the road
during its service lisc. Provision of adequate drainage should be considered more of an
investment than an expenditure, since it yields benefits by way of more economical designs and
much reduced subsequent maintenance costs.
As the insufficient drainage of surface water leads to rapid damage of road, road side drain
should be provided particularly on the location of habitation areas.
Generally, minimum gradient of 0.3% for drainage purpose is considered for designing the
vertical alignment of this road. Vertical curves are not required when grade change is less than
1%, however a minimum vertical curve is provided to avoid vertical kink.

It is mandatory to have a drainage plan prepared for each rural road project. The following points
must be taken into the design of Rural Roads:
• Provide the specified camber both for the carriageway and the shoulder. Shoulders should never
be allowed to be higher than the pavement.
•Roadside drains, with proper longitudinal slopes leading the water to cross drains and hence to a
natural water course, must be provided. .
•When the road passes through a village, keep the road level high, with side drains on both sides
to ensure proper drainage and to prevent water from entering dwellings. The drains should be
open L Shaped drains or U shaped depending upon site conditions.
• Integration of cross-drainage and longitudinal drainage is essential in the project.

• Hydrological design of waterway considering afflux, scour due to restricted water way is
essential. High afflux causes flooding of up-stream and excessive scour on the downstream.
• Water balancing culverts (average 2 Km per Km) needs to be provided in areas which do not
have a well defined water channel to drain out rain water.

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B. Data required for hydraulic design of CD works

Hydrological survey is necessary for design of adequate and safe Cross Drainage Structures so
that the rain water can pass as per natural slope. Hydrological survey of the proposed road is
based on the following observations: ie. Rainfall Data, Catchments Area, Time of Concentration,
Existing Cross Drainage Structures
Maximum rainfall / hr in east champaran 16.99 cm/hr as per CWC report.
catchment area calculation with the help of topo sheet or google map
Distance from farthest point of catchment area to reach the water to Bridge site (in meter)=L
Taval difference from Longest point to Bridge site in meter = H
Time of concentration (tc) in hours is calculated from the formula of (0.87 x L3/H)0.385, where
Lis distance from the critical point to the structure site in km and H is the difference in elevation
between the critical point and the structure site in meters.
1)Discharge by area velocity method = Ax(1/n) x R^2/3 x S^0.5
Area of cross section = A
Wetted primeter = P
Hydraulic mean depth = A/P
Longitudinal slope = S Mannings coefficiernt = n
Velocity of flow of stream = V = (1/n) x R^⅔ x S^0.5
Discharge = Q = A*V

2) BY CATCHMENT AREA METHOD (DICKENS'S FORMULA)

Dickens's formula, (Q = CM^¾)
M. Area in Sq.Km from Topo sheets

3) BY PEAK RUNOFF FROM CATCHMENT METHOD (RATIONAL FORMULA)

Rational formula, (Q = 0.028 P.f.M.Ic)

Considering, P = runoff coefficient
f =. Mean intensity factor
Ic = critical intensity of rainfall in cm/hr = l0{2 / (tc+1)}
lo = Max, bourly rainfall, in cm/hr = 0.37 * Rain fall in 24 hrs
Tc = time of concentration, = [0.87*L^3'/H]^0.385 ;
L = distance in km =
(L & Il as per Topo sheet or by google map)

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M = Area Topo sheets in hectares =

Discharge, at Bridge site=0.028P.C.M.Ic

6.1 General

Hydrological survey is necessary for design of adequate and safe Cross Drainage Structures so
pass as per natural slope. Hydrological survey of the proposed road is based on the following
observation.

● Rainfall Data
● Catchments Area
● Time of Concentration
● Existing Cross Drainage Structures

6.2 Rainfall Data

Rainfall Data as applicable for the project road were collected with maximum rainfall occurring
in July & August

6.3 Catchment Area

The Catchments area is calculated by gathering local information and topographical survey data
as it wa to calculate from topographical sheets due to their unavailability.

6.4 Time of Concentration

Time of concentration (tc) in hours is calculated from the formula of (0.87 x L /H)0.385, where L
is dist critical point to the structure site in km and H is the difference in elevation between the
critical point and site in meters.

6.5 Existing Cross Drainage Structures

There is 3 no cross drainage structures along the existing project road

1. Chainage (km) = 50 Box Culvert type span/Dia.(m) = 1x 2.0 m Span

2. Chainage (km) = 150 Box Culvert type span/Dia.(m) = 1x 3.5 m Span
3. Chainage (km) = 500 Box Culvert type span/Dia.(m) = 1x 1.5 m Span

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CHAPTER 7

7. Adopted Genometric Design Standards

7.1 General
The geometric design standards for this project conform to PMGSY/MMGSY guidelines and the
guidelines as started in CD 20-2002 and the final recommendations of NRRDA. Recommended
design standands via-a-vis the standards followed for this road are described below.

7.2 Terrain
The classification of terrain was selected from plain classification for which follwing criteria will
be applicable.

Terrain classification Cross slope for the country Plain

Plain 0-10%

More then 1 in 10

7.3 Design Speed

The proposed design speed along this project road for is as follows:

Road classification Plain terrain (Rulling / Minimum)

Rural Roads (DOR and VR) 50 / 40

7.4 Right of way (ROW)

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The requirement of ROW for this road is as follows:

Right of Way (ROW) Width (m) / Range (m)

Open Area 6.00 / 8-10

Built-up-Area 4.00 / 5.00

7.5 Roadway Width

Roadway Width for this road is given below:

Terrain Classification Plain Roadway Width (m)

Plain 3.50

Plain (Congested Built-up-area) 4.00

7.6 Carriageway Width

The width of carriageway for this project road is 3.75m.

7.7 Shoulders
In Open area the width of shoulder is 1.125 mn have been provided in both side, and in built-up
area shoulder width varies from 0.5 m to 0.625 m.

7.8 Roadway width at Cross-drainage structure

Roadway width at culvert location for this road is 7.5 m.

7.9 Sight Distance

The safe stopping sight distance is appliacable in the giometic design. The sight distance value
for this road as per IRC recommendation are presented below:

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Design Speed Safe Stopping Sight

(km/hr) Distance (m)

20 20

30 30

40 45

50 60

7.10 Radius of Horizontal Curve

According to IRC recommendations/standards, the minimum radius of horizontal ccurve fo
below:

Terrain Category Radius of Horizontal Curve (m) Ruling

Minimum / Absolute Minimum

Plain 90 / 60

7.11 Camber & Super elevation

A camber of 3.5 % should be provided along the carraigeway and 4.5 % will be provided along
the maximum super elevation is 7.0% for this project road.

7.12 Vertical Alignment

The present road is in plain terrain and vertical alignment has been designed well within ruling

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gradie Annuxere. Generally, minimum gradient of 0.3% for drainage purpose is considered for
designing the verticle ali road. Vertical curves are not required when grade change is less than
1% however a minimun provided to avoid vertical kink.
1 Vert

7.13 Vertical Curves

For satisfactory appearance, the minimum length of vertical curve for different design speed is
given in IRC Vertical curves will be designed to provide the visibility at least corresponding to
the safe stopping sie Valley curves will be designed for headlight sight distance.

7.14 Cross Section Element and Side Slope

The Cross Slope for bituminous paved carraigeway (3.75m wide) and shoulder (1.125m wide)
will be as fol average rainfall > 1500 mm) for this road.

# Bituminous Pavement - 3.5%

#Earthen Shoulder - 4.5%

# Side Slop (Fill)- 2:1

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