Sanath Nagar Main Report

HYDERABAD ROAD DEVELOPMENT CORPORATION LIMITED
(HRDCL)
PROJECT PREPARATION (DPR) AND IMPLEMENTATION

CONSULTANCY SERVICES (PPICS) FOR
MODEL ROAD CORRIDORS IN HYDERABAD CITY
MISSING LINK CONNECTIVITY PROJECT
Report on
FINAL CORRIDOR DEVELOPMENT PLAN (FINAL DPR)

for
CONSTRUCTION OF SANATHNAGAR RUB AND MINOR

“
BRIDGE ACROSS KUKATPALLY NALA IN THE MISSING LINK

CORRIDOR NO. 60”
(As per Supplementary Agreement No. 4: under item 1 of ROB/RUBs: Railway Safety works -
“SANATHNAGAR RUB IN MISSING LINK CORRIDOR NO. 60” and under item 3 of Bridges/Culverts -
“MINOR BRIDGE ACROSS KUKATPALLY NALA IN THE MISSING LINK CORRIDOR NO. 60 -
SANATHNAGAR RUB”)
March, 2023
LEA Associates South Asia Pvt. Ltd., India

PROJECT PREPARATION (DPR) AND IMPLEMENTATION CONSULTANCY
R e p o rt o n
SERVICES (PPICS) FOR MODEL ROAD CORRIDORS IN HYDERABAD CITY
F I N A L C O R R I D O R D E V E L O P M E N T P L A N (F I N A L D P R ) – MISSING LINK CONNECTIVITY PROJECT
TABLE OF CONTENTS
1 INTRODUCTION .......................................................................................................... 1-1
1.1 MISSING LINK CONNECTIVITY PROJECT ......................................................................... 1-1
1.1.1 PROJECT BACKGROUND - MISSING LINK CONNECTIVITY PROJECT ........................ 1-1
1.2 OBJECTIVES OF MISSING LINK CORRIDORS ................................................................... 1-2
1.3 SCOPE OF SERVICES OF MISSING LINK CORRIDORS ....................................................... 1-2
1.4 LIST OF SELECTED MISSING LINK CORRIDORS ............................................................... 1-2
1.5 LIST OF ADDITIONAL CORRIDORS/STRUCTURES SELECTED AS PER SUPPLMENTARY
AGREEMENT - 4 .............................................................................................................. 1-5
1.6 FOCUS OF THE REPORT .................................................................................................. 1-7
1.7 CORRIDOR SELECTED FOR DPR ...................................................................................... 1-8
1.8 STRUCTURE OF THE REPORT .......................................................................................... 1-9
2 REVIEW OF REPORTS AND SECONDARY DATA ............................................................. 2-1
2.1 COMMITTED PROJECTS .................................................................................................. 2-1
2.1.1 Strategic Road Development Program - SRDP ........................................................ 2-1
2.2 COMPREHENSIVE TRANSPORTATION STUDY (CTS) ....................................................... 2-2
2.2.1 CTS Recommendations_2014 (Transit Network Plan) ............................................ 2-2
2.2.2 Metro Network Plan up to 2041 ............................................................................. 2-2
2.2.3 Highway Network Plan ............................................................................................ 2-4
2.2.4 Refinement of CTS _2017 - Ongoing Project........................................................... 2-6
2.2.5 Immediate Action Plan (IAP) 2021 Proposal ........................................................... 2-6
3 ENGINEERING FEATURES OF THE CORRIDOR ............................................................... 3-1
3.1 MISSING LINK DETAILS ................................................................................................... 3-1
3.1.1 CORRIDOR FEATURES .............................................................................................. 3-1
3.2 ENGINEERING STUDIES .................................................................................................. 3-3
3.2.1 ENGINEERING SURVEYS DETAILS ............................................................................ 3-3
3.3 ENGINEERING SURVEY DETAILS ..................................................................................... 3-3
3.3.1 CORRIDOR INVENTORY ........................................................................................... 3-3
3.3.2 TOPOGRAPHIC SURVEY ........................................................................................... 3-4
3.3.3 GEOTECHNICAL INVESTIGATIONS - BORE HOLES.................................................... 3-5
4 EXISTING UTILITIES AND DRAINAGE SYSTEM ............................................................... 4-1
4.1 SERVICES ........................................................................................................................ 4-1
4.2 UTILITIES AND DRAINAGE SYSTEM ................................................................................ 4-1
4.2.1 WATER SUPPLY NETWORK ...................................................................................... 4-1
4.2.2 Electrical Poles and OFCs: ....................................................................................... 4-1
4.2.3 Electrical Appurtenances: ....................................................................................... 4-3
4.2.4 DRAINAGE SYSTEM ................................................................................................. 4-3
5 TRAFFIC SCENARIO OF THE CORRIDOR ........................................................................ 5-1
5.1 INTRODUCTION .............................................................................................................. 5-1
5.2 TRAFFIC FROM CTS MODEL ........................................................................................... 5-1
5.2.1 CAPACITY AND LANE CONFIGURATIONS ................................................................ 5-1
5.3 TRAFFIC ESTIMATED FOR THE BASE YEAR 2023 & 2042 (HORIZON YEAR) .................... 5-2
6 MISSING LINK CORRIDOR DESIGN ............................................................................... 6-1
6.1 DESIGN DETAILS ............................................................................................................. 6-1
6.1.1 CORRIDOR DEVELOPMENT DESIGNS AND STANDARDS ADOPTED ......................... 6-1
6.1.2 GEOMETRIC DESIGN ................................................................................................ 6-7
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6.1.3 PAVEMENT DESIGN ............................................................................................... 6-16

6.1.4 PROTECTION OF APPROACH ROADS ..................................................................... 6-25
6.1.5 DRAINAGE SUMP .................................................................................................. 6-25
6.1.6 BRIDGES & CROSS DRAINAGE STRUCTURES ......................................................... 6-28
6.1.7 ROAD UNDER BRIDGE (RUB) ................................................................................. 6-32
7 ROAD INFRASTRUCTURE ............................................................................................. 7-1
7.1 ROAD MARKINGS ........................................................................................................... 7-1
7.2 PEDESTRIAN CROSSINGS ................................................................................................ 7-1
7.3 ROAD SIGNS ................................................................................................................... 7-2
7.4 ROAD STUDS .................................................................................................................. 7-4
8 ENVIRONMENTAL AND SOCIAL IMPACT ASSESSMENT ................................................. 8-1
8.1 ENVIRONMENTAL AND SOCIAL INVENTORY .................................................................. 8-1
8.1.1 Findings ................................................................................................................... 8-1
8.2 LEGAL FRAMEWORK ...................................................................................................... 8-2
8.3 BASELINE ENVIRONMENT .............................................................................................. 8-2
8.3.1 Topography and Terrain.......................................................................................... 8-3
8.3.2 Ambient Air Quality (AAQ) ...................................................................................... 8-3
8.3.3 Social Environment ................................................................................................. 8-6
8.3.4 Demographic profile ............................................................................................... 8-7
8.4 POTENTIAL ENVIRONMENTAL IMPACTS, SOCIAL IMPACTS AND MITIGATION ............. 8-7
8.4.1 Land Requirement and Structure Acquisition ......................................................... 8-8
8.5 ENVIRONMENTAL MONITORING PROGRAM ................................................................. 8-9
8.5.1 Environmental Monitoring Locations ..................................................................... 8-9
8.6 ESMP IMPLEMENTATION COST ..................................................................................... 8-9
9 COST ESTIMATES ........................................................................................................ 9-1
9.1 GENERAL ........................................................................................................................ 9-1
9.2 APPROACH AND METHODLOGY..................................................................................... 9-1
9.3 MATERIAL LEAD STATEMENT ......................................................................................... 9-1
9.4 MAJOR ITEMS IN THE PROJECT ...................................................................................... 9-3
9.5 TYPICAL CROSS SECTIONS .............................................................................................. 9-4
9.6 QUANTIFICATION ........................................................................................................... 9-4
9.7 UNIT RATES FOR CONSTRUCTION ITEMS ....................................................................... 9-4
9.8 LAND ACQUISITION FOR PROJECT ................................................................................. 9-4
9.9 PROJECT COSTING .......................................................................................................... 9-5
10 ECONOMIC ANALYSIS ................................................................................................10-1
10.1 INTRODUCTION ............................................................................................................ 10-1
10.2 PROJECT BENEFITS ....................................................................................................... 10-1
10.3 APPROACH ADOPTED................................................................................................... 10-2
10.4 ASSUMPTIONS AND INPUTS FOR ANALYSIS ................................................................ 10-2
10.4.1 Road improvement – Assessed Benefit ................................................................ 10-2
10.4.2 Unit Vehicle Operating Cost .................................................................................. 10-2
10.4.3 Maintenance Cost ................................................................................................. 10-2
10.4.4 Analysis Period ...................................................................................................... 10-3
10.4.5 Project Cost and Phasing....................................................................................... 10-3
10.5 ASSESSMENT OF BENEFITS .......................................................................................... 10-3
10.5.1 Savings in Travel Cost ............................................................................................ 10-3
10.6 RESULT OF ECONOMIC ANALYSIS ................................................................................ 10-4
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10.7 SENSITIVITY ANALYSIS .................................................................................................. 10-5

10.8 CONCLUSION ................................................................................................................ 10-5
11 IMPLEMENTATION STRATEGY & VALUE ENGINEERING ...............................................11-1
11.1 POSSIBLE CONSTRUCTION SCENARIOS AND TRAFFIC DIVERSION ............................... 11-1
11.1.1 WORK ZONE TRAFFIC MANAGEMENT PLAN ......................................................... 11-1
12 CONCLUSIONS ...........................................................................................................12-1
12.1 CONCLUSIONS .............................................................................................................. 12-1
LIST OF TABLES
Table 1-1: List of Corridors selected to develop as Missing Link Corridors .................................... 1-3
Table 1-2: List of Missing Links, Railway safety Works, C. D. Structures & improving existing stretches
as in Supplementary Agreement No. 4 ......................................................................................... 1-5
Table 1-3: Structure of the Final Corridor Development Plan (FDPR) ............................................ 1-9
Table 2-1: Metro Network Plan up to 2041 .................................................................................. 2-2
Table 3-1: ROW details at the proposed RUB and Minor Bridge location ..................................... 3-4
Table 3-2: Physical features of the corridor from Sanath Nagar Road to Khaitan Nagar Road....... 3-4
Table 4-1: Electrical Poles and Optical Fiber Cables .................................................................... 4-2
Table 4-2: Electrical Appurtenances details .................................................................................. 4-3
Table 4-3: Transformers and Telephone Poles (Nos.) ................................................................... 4-3
Table 5-1: Capacity of Urban Roads in Plain areas ....................................................................... 5-2
Table 5-2: Estimated Classified Daily Traffic for the year 2023 and 2042 along the corridor ......... 5-2
Table 5-3: Peak Hour Traffic estimated from CTS model for the years 2023 & 2042 ..................... 5-3
Table 6-1: Proposed details of Corridor ........................................................................................ 6-1
Table 6-2: IRC guidelines adopted for the design ......................................................................... 6-3
Table 6-3: Design Speed Criteria by road classification ................................................................. 6-4
Table 6-4: Carriageway Width for different lanes ......................................................................... 6-5
Table 6-5: Camber Recommendations ......................................................................................... 6-6
Table 6-6: Horizontal Alignment details of Corridor ..................................................................... 6-8
Table 6-7: Horizontal Alignment details of Service road-I (LHS) .................................................... 6-9
Table 6-8: Horizontal Alignment details of Service road-I (RHS) ................................................... 6-9
Table 6-9: Horizontal Alignment details of Service road-II (LHS) ................................................... 6-9
Table 6-10: Horizontal Alignment details of Service road-II (RHS)................................................. 6-9
Table 6-11: Various Sight Distance ............................................................................................. 6-10
Table 6-12: Vertical Alignment details of Corridor ...................................................................... 6-11
Table 6-13: Vertical Alignment details of Service road-I (LHS) .................................................... 6-11
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Table 6-14: Vertical Alignment details of Service road-I (RHS) .................................................... 6-11
Table 6-15: Vertical Alignment details of Service road-II (LHS) ................................................... 6-12
Table 6-16: Vertical Alignment details of Service road-II (RHS) ................................................... 6-12
Table 6-17: Details of existing pavement ................................................................................... 6-17
Table 6-18: Axle load spectrum of single and tandem axles ....................................................... 6-19
Table 6-19: Proposed pavement composition and thickness for Widening/ New construction of
pavement (Service roads) .......................................................................................................... 6-24
Table 6-20: Design Standards - Structures .................................................................................. 6-30
Table 6-21: Details of Minor Bridge proposed ............................................................................ 6-31
Table 6-22: Dimensions of the proposed RUB finalized by Railways ........................................... 6-33
Table 7-1: Road Sign Boards proposed along the corridor ............................................................ 7-3
Table 8-1: AAQ for Eco Sensitive Industrial and Residential areas ................................................ 8-4
Table 8-2: Air Pollution Monitoring near the Corridor .................................................................. 8-4
Table 8-3: Details of Noise Quality .............................................................................................. 8-4
Table 8-4: Wards adjoining the Corridor ...................................................................................... 8-7
Table 8-5: Demographic profile of the corridor ............................................................................ 8-7
Table 8-6: Land Structure Acquisition Land Requirement ............................................................. 8-8
Table 8-7: Environmental Quality monitoring locations of corridor .............................................. 8-9
Table 8-8: ESMP Budget for the Corridor .................................................................................. 8-10
Table 9-1: Lead Statement ........................................................................................................... 9-2
Table 9-2: Abstract of unit rates adopted for major items for the Project Corridor ...................... 9-4
Table 9-3: General Abstract of the Cost Estimated ....................................................................... 9-5
Table 10-1: Total Project Cost (INR crores) ................................................................................. 10-3
Table 10-2: Savings in Travel Distance and Travel Cost over Years ........................................... 10-3
Table 10-3: Results of Economic Analysis .................................................................................. 10-4
Table 10-4: Output of Economic Analysis (Fig in crore Rs) ......................................................... 10-4
Table 10-5: Sensitivity Analysis ................................................................................................. 10-5
Table 11-1: Suggested Lengths for Temporary Traffic Control Zones .......................................... 11-2
LIST OF FIGURES
Figure 1-1: Map showing all Missing Link Corridors – Phase-I(a) .................................................. 1-5
Figure 1-2: Map showing projects as per Supplementary Aggrement-4 ....................................... 1-7
Figure 1-3: Location map of the proposed RUB & Minor Bridge ................................................... 1-8
Figure 2-1: Roads identified under HRDCL and SRDP Packages..................................................... 2-1
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Figure 2-2: Metro Network Plan up to 2031 ................................................................................. 2-3

Figure 2-3: Proposed Highway Network for 2021 ........................................................................ 2-4
Figure 2-4: Proposed Highway Network for 2031 ........................................................................ 2-5
Figure 2-5: Proposed Highway Network for 2041 (HMA) and SRDP Proposals ............................. 2-6
Figure 3-1: Alignment map of the proposed RUB, Approach Roads & Minor Bridge ..................... 3-1
Figure 3-2: Map of existing situation of the corridor .................................................................... 3-2
Figure 4-1: Existing Nala ............................................................................................................... 4-4
Figure 5-1: Estimated Traffic for the year 2026 ............................................................................ 5-4
Figure 6-1: TCS-1: From Ch. 0+000 km to 0+510 km and Ch. 0+645 km to 1+000 km.................... 6-2
Figure 6-2: TCS-2: At RUB location ............................................................................................... 6-2
Figure 6-3: Existing Junction at Ch. 0+000 km ............................................................................ 6-14
Figure 6-4: Proposed Junction Layout Plan at Ch. 0+000 km ...................................................... 6-14
Figure 6-5: Existing Junction at Ch. 1+000 km ............................................................................ 6-15
Figure 6-6: Proposed Junction Layout Plan at Ch. 1+000 km ...................................................... 6-15
Figure 6-7: TCS showing pavement composition for construction of 4-lane carriageway with rigid
pavement .................................................................................................................................. 6-22
Figure 6-8: TCS showing pavement composition for construction of Intermediate Lane (Service road)
with flexible pavement .............................................................................................................. 6-25
Figure 6-9: Proposed Retaining wall ........................................................................................... 6-25
Figure 6-10: Storm water flow Direction .................................................................................... 6-26
Figure 6-11: Hydraulic Calculations of Drainage Sump .............................................................. 6-27
Figure 6-12: Dimensions of Drainage Sump................................................................................ 6-28
Figure 6-13: Location of the Minor Bridge proposed .................................................................. 6-31
Figure 6-14: Picture showing the detailed dimensions of the proposed RUB finalized by Railways .6-
33
Figure 8-1: Map of existing situation of the Sanatnagar RUB ........................................................ 8-2
Figure 8-2: Altitude Map .............................................................................................................. 8-3
Figure 8-3: No water bodies observed near the corridor .............................................................. 8-5
Figure 11-1: Temporary Traffic Control Zones/Lengths .............................................................. 11-3
Figure 11-2: Shape & Colour pattern of all 3 Categories of Signs in WTMP ................................. 11-4
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1 INTRODUCTION
1.1 MISSING LINK CONNECTIVITY PROJECT
1.1.1 PROJECT BACKGROUND - MISSING LINK CONNECTIVITY PROJECT

The Government of Telangana took up the task of identification of missing links to cut short the
distance to travel by commuters. The HRDCL has planned to utilise the vacant lands to construct
roads to join the major roads. These missing links would be very much helpful to road users to travel
minimum distance possible once the roads are constructed to join the arterial roads existing.
In view of this, the Government of Telangana State (GoTS) has planned to identify and develop the
Missing Link Corridors and Slip Roads which remain as a backbone for the future areas of
development and to improve the existing transport network to alleviate the existing and growing
traffic congestion issues. These links will also act as shortest alternative routes.
To accomplish the vision of the “Missing Link Connectivity Project”, HRDCL has entrusted the project
to LEA Associates South Asia (LASA) Pvt. Ltd., as part of the ongoing Model Corridor Development
Project (MCDP) in lieu of 96.77 km length corridors for which preparation of DPRs is not commenced
yet.
HRDCL in association with LEA Associates South Asia (LASA) Pvt. Ltd., have identified Missing Links
and Slip Roads which extend over a length of about 126 km as part of “Missing Link Connectivity
Project” and HRDCL has planned to develop these roads in a phased manner. Initially the identified
missing links are divided into two phases on priority basis. The length of network that falls under
Phase-1 is about 78 km and the remaining length of 48 km under Phase-2. Of these two phases, 35
corridors of about 38.45 km of length under Phase-I(a) are prioritized by HRDCL as stated in the
Work Order No: CE/SE/EE/TS/AEE-I/HRDCL/2019-20/751 dated: 10-12-2019. Further, HRDCL has
revised the corridors list and finalized 39 corridors as indicated in the revised Work Order vide
HRDCL reference Letter No. CE/AEE-1/HRDCL/2019-20/673/A dated 16-12-2019 issued to LEA
Associates South Asia (LASA) Pvt. Ltd. The total length of these 39 corridors based on the revised
Work Order is 85.46 km, of which the existing length is 40.51 km and missing links length is 44.95
km. These corridors are identified based on the readily available ROW, importance of connectivity
between existing roads, availability of funds, ease of implementation and shorter completion time
for immediate execution.
Further, Supplementary Agreement No. 3 to the Original Agreement, dated 23 rd September 2017
for the revised Work Order was concluded on 9th January, 2020.
Further to the above, Supplementary Agreement No. 4 was concluded on 3rd September, 2020 in
which HRDCL has entrusted the preparation of DPRs for additional corridors/structures to LASA for
developing the Missing Links, Railway Safety Works, C.D. Structures and improving existing
stretches.
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1.2 OBJECTIVES OF MISSING LINK CORRIDORS

Broad objectives of the study are:
i) To identify Missing Links and possible Slip (Alternate) Roads;
ii) To provide relief from existing and growing congestion;
iii) To provide greater mobility to the residents;
iv) To improve the urban corridors to meet the needs in an efficient manner;
v) To provide better service levels to various road users;
vi) To enhance road safety features of the corridors.
1.3 SCOPE OF SERVICES OF MISSING LINK CORRIDORS

The Project is to prepare Detailed Project Reports & Bid Documents for the selected missing link
corridors.
Detailed Project Reports are being planned to be prepared for the selected corridors with focus on
urban design, operation improvements for minor junctions to facilitate safer and smoother flow of
traffic. The scope of work includes:
a) Road Inventory studies (existing buildings and other structures on the path of the alignment,
ingress and egress to and from the abutting properties) and evaluation of existing road
pavement or rather end of the proposed missing link corridor;
b) All relevant and required surveys like topographic, engineering investigations, environmental
and social;
c) Development of Concept plan and the design standards based on prevailing best and sound
engineering practices keeping in view national/international standards;
d) Design of Missing Link Corridor, incorporating, standard lane widths, suitable geometry, design
of intersections (at grade) and crossings, proper road signs, lane marking, night safety, standard
pedestrian facilities (along/across), parking facilities (off street/on street), provision to improve
road safety, environmental and social impacts and its mitigations.
e) Preparation of Cost Estimates.
f) Preparation of suitable bidding/ Tender document with implementation schedule by contract
packages in a manner suitable for bidding and timely implementation with quality.
g) Assistance during invitation of tenders and bid evaluation
1.4 LIST OF SELECTED MISSING LINK CORRIDORS

The Government of Telangana State (GoTS) and HRDCL have selected 39 Missing Links under Phase-
I(a). The list of the selected corridors is presented in Table 1-1 and map of these corridors is
presented in Figure 1-1.
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Table 1-1: List of Corridors selected to develop as Missing Link Corridors

Existing Missing
Total
Sl. Cor. road Link
Name of the Corridor length
No. No. length length
'km'
'km' 'km'
Nizampet X roads to Hitex Jn.(via Vasanth Nagar, proposed
ROB near Mahindra Ashvita and NAC) and Link road
1 1 4.4 2.2 6.6
(ROB/RUB alignment proposals to be initiated to undertake
works in Phase-2)
2 2 Link road from HT line to Miyapur road 1 1
Miyapur Metro depot to Kondapur Masjid Jn. (via IDPI
Employees colony, Srila Park Pride road) (ROB/RUB
3 3 2 1.8 3.8
alignment proposals to be initiated to undertake works in
Phase-2)
Bharat Nagar ROB to Hitex Road (via Mothinagar,
4 6 Borabanda and Allapur, Bhagyanagar colony road, 4.6 0.7 5.3
Aurobindo LuLu mall, Ghousia Masjid)
Shaikpet Dargah Jn. (Old Mumbai road) to ORR service road
5 8 (Near My Home Avatar) via Shaikpet, Manikonda road and 3.1 3 6.1
Lanco hills road) and Link to Narsingi - Puppalaguda road
6 13 Madhavi Hills to Narnie Road via Came-lot 1.84 0.16 2
GHMC Serilingampally Zonal Office to NH 65 @ GSM mall
(Via Chandanagar Railway station & Manjeera pipe line
7 16 - 2.7 2.7
road) (ROB/RUB alignment proposals to be initiated to
undertake works in Phase-2)
Botanical Garden Road (Kondapur) to Hafeez Railway track

8 18 via JV Hills (ROB/RUB alignment proposals to be initiated to 2.64 0.73 3.37
undertake works in Phase-2)
9 22 Westin Hotel to Madhapur main road 0.4 0.3 0.7
Old Mumbai Highway(leather park) to Road No.45 under HT
10 23 0.95 1.2 2.15
line
11 24 Link road near Bio Diversity 0.4 0.13 0.53
Proposed roads both sides of Khajaguda tank from Old
Bombay Highway to Delhi Public School via Engineering Staff
12 26 College(Left side of Khajaguda Tank) and Old Bombay 0.2 2.3 2.5
Highway to Khajaguda road via IBM, INESCO Builder (Right
side of Khajaguda Tank)
From Khajaguda Lake to ORR parallel to Urdu University
13 27 1.7 1.7
Compound Wall
Part
Old Bombay Highway to Khajaguda road via Malkam
14 of 29 1.73 0.78 2.51
Cheruvu & Chitrapuri Colony
& 32
15 30 Chitrapuri Colony to Manikonda via Nala - 0.7 0.7
ISB Road to Lanco Hills Junction (Proposed flyover at ORR
16 39 1.22 3.1 4.32
proposal to be initiated to undertake works in Phase-2)
17 41 Bapu Ghat bridge to Attapur Bridge 1 0.75 1.75
18 42 Link road from NAC to KPHB Road 0.4 0.9 1.3
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Existing Missing
Total
Sl. Cor. road Link
Name of the Corridor length
No. No. length length
'km'
'km' 'km'
19 43 Link road from NOVATEL to RTA office 0.6 0.6
Link road connecting from Kukatpally Phase-4 to proposed
20 45 0.25 0.25
slip road
21 50 Hitech City Phase 2 to Gachibowli- Inorbit road 0.56 0.56
22 66 New Allahpur to 100 ft. road adjacent to Sunnam Cheruvu - 0.84 0.84
23 75 Gunrock-SH-1(Karimnagar Road) 1.45 1.45

Ambedkar Statue to Golnaka Via Kamela (Structure
24 76 0.34 0.17 0.51
proposals to be initiated to undertake works in Phase-2))
Nacharam Mallapur Road to Mouli Ali Flyover (ROB
25 79 alignment proposals to be initiated to undertake works in 0.58 0.66 1.24
Phase-2)
26 82 Radhika X Roads – Balaji Nagar Dumping yard 4.66 3.1 7.76
Boduppal colony road to Mallapur road (Padmavathi colony
27 85 0.71 0.94 1.65
Bus stop) via Rama Cheruvu
Bhatukamma Ghat Uppal (Ghatkesar Road) to Boduppal
28 86 1.06 1.2 2.26
colony road (RBM Multispecialty Hospital)
29 99 Central ground water board to Pirzadiguda Road 4.74 4.74
30 132 Gopanapally to Wipro Circle 0.93 0.5 1.43
Akshaya Food court, Gokul Nagar to HMWS NH-9 Via IDPL
31 134 2.16 0.2 2.36
Colony
32 136 Slip road connects to Q city to NIAB via My Home Vihanga 0.78 2.04 2.82
JV Hills park to Masjid Banda road via Prabhupadha layout
33 12 1 1 2
under HT line
Road No 5 Jubilee Hills to Road No 2 Banjara Hills through
34 54 0.5 0.12 0.62
Annapurna studios lane
35 101 Alkapuri Bus stop to Bandlaguda road via Sai Nagar Cheruvu 0.9 0.7 1.6
36 102 Saroor Nagar to Hayathnagar Road(via Indore Stadium) 0.6 0.6 1.2
37 120 Bridge at Kishan Bagh Road 0.1 0.2 0.3
Road no 70 Jubilee hills (Prashasan Nagar) to Narnie road no
38 137 - 0.47 0.47
78, Jubilee hills
39 138 Neknampur road to Usman Sagar road via Alkapur Township 1.31 0.46 1.77
Total 40.51 44.95 85.46
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Figure 1-1: Map showing all Missing Link Corridors – Phase-I(a)
1.5 LIST OF ADDITIONAL CORRIDORS/STRUCTURES SELECTED AS PER

SUPPLMENTARY AGREEMENT - 4
Following is the list of Missing Links, Railway safety Works, C. D. Structures and improving existing
stretches selected as per Supplementary Agreement No. 4.
Table 1-2: List of Missing Links, Railway safety Works, C. D. Structures & improving existing stretches as in
Supplementary Agreement No. 4
Missing Links
Corridor Length
Sl. No. Name of the Corridor
No. 'km'
Nallagandla Ratnadeep Tower to GHMC Serilingampally Zonal
1 11 1.94
office
2 154 Nagole Metro Depot to Water Treatment Plant 3.00
3 140 Alkapur Township to Radial Road 5 Narsingi Road 1.20
4 139 Ashish garden to Bowenpally RUB 1.00
5 153 Widening of link from Dollar Hills to Neknampur Road 2.20
6 4 Bachupally (Near Vikas School) to Nizampet 1.70
7 73 Prakash Nagar to Bramhanwadi railway track via welkin park 0.80
8 10 Gowlidoddy Slip road 2.00
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Missing Links
Corridor Length
No. 'km'
Cherlapally Railway station to Chengicherla road via FCI
155 0.70
9 godowns
10 144 NH-163 to Uppal Stadium Gate I and Genpact 2.00
Additional lane from Prashasan Nagar junction Rd No. 78 to
11 148 0.50
Nyaya Vihar
12 149 Bachupally Road to Nizampet Road 1.60
Osman Nagar (near Gopanapally) to Vattinagulapally along
13 152 3.20
Wipro Compound Wall
Kothaguda Botanical Garden to Safari Nagar behind City
14 151 0.50
Capital Mall
Novotel Hotel to KPHB Road including link connecting to under
15 150 1.82
construction RUB & NAC
Total 24.12
ROB / RUBs: Railway Safety works

1 Sanathnagar RUB in missing link corridor No. 60
2 ROB / RUB in the missing link corridor No. 16 near Chanda Nagar railway station
3 ROB / RUB in the missing link corridor No. 18 near Prem Nagar, Hafeezpet
RUB near Ranigunj between James street and Secunderabad railway station on
4
Nagpur- Hyderabad section of NH 44 at km 492/4-6
Construction of approach roads to proposed additional vent of RUB near Malakpet
5
at km.6/0-2 on Assembly – LB Nagar road.
6 ROB / RUB in the missing link corridor No. 1 near Vasanth Nagar
7 ROB / RUB in the missing link corridor No. 3 near Water Works
Bridges/Culverts
1 Bridge across Musi River in missing link corridor No. 99
2 Minor bridge in missing link from Old airport road to Ashish gardens (Bowenpally)
Minor bridge across Kukatpally nala in the missing link corridor No. 60 –
3
Sanathnagar RUB
Minor bridge at proposed additional vent of RUB near Malakpet at km. 6/0-2 on
4
Assembly – LB Nagar road Malakpet
5 Minor bridge at Musi nala for connecting link from Uppal Bhagayath to Amberpet
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Power Corridors
Corridor Length
Sl. No. Name of the Corridor 'km'
No.
1 P-1 Miyapur-Jeedimetla 9.6
2 P-2 Jeedimetla-Radhika, ECIL 14.8
3 P-3 Kushaiguda-BL Nagar 6.5
4 P-4 Neknampur Road-Shaikpet Dargah 2.7
5 P-5 Nizampet X Road_Hafeezpet 4.6
6 P-6 Khajaguda-Alkapur 3.8
7 P-7 HCU Depot-Raghavendra Colony, Kondapur 3.4
8 P-8 Sun City, Chevella Road- Chintalmet 3.2
Total 48.6
Figure 1-2: Map showing projects as per Supplementary Aggrement-4
1.6 FOCUS OF THE REPORT

The focus of this report dwells on presenting the detailed approach and methodology adopted
towards developing the subject “Missing Link Corridor” including presenting the recommended
design drawings and other relevant documents.
It is pertinent to note that the ‘Corridor Concept Development Plan” for the subject corridor had
already been submitted earlier. The Concept Plan emphasizes the corridor cross-section, proposed
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F I N A L C O R R I D O R D EV E L O P M E N T P L A N (F I N A L D PR ) – MISSING LINK CONNECTIVITY PROJECT
improvements and the corridor upgradation options. This concept plan was developed based on
the existing conditions, outcome of the survey investigations and various other relevant data. The
concept design also illustrates various components that could be adopted for implementation.
The DPR is based on the topo data, traffic findings, existing utility locations, existing drainage
system, etc., to enhance road geometry for the identified Missing Link Corridor. The DPR also
includes the Bill of Quantities of various construction items along with the cost estimates for
facilitating successful implementation of the work.
1.7 CORRIDOR SELECTED FOR DPR

As part of this project, discussions were held with the Chief Engineer of HRDCL and LASA was
advised to take up preparation of DPR for “CONSTRUCTION OF SANATHNAGAR RUB AND MINOR
BRIDGE ACROSS KUKATPALLY NALA IN THE MISSING LINK CORRIDOR NO. 60’’. (As per
Supplementary Agreement No. 4: under item 1 of ROB/RUBs: Railway Safety works -
SANATHNAGAR RUB”) missing link on priority basis. This DPR presents the details of missing link
corridor and the location of the corridor is shown in Figure 1-3.
Figure 1-3: Location map of the proposed RUB & Minor Bridge
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1.8 STRUCTURE OF THE REPORT

The report structure of the Final Corridor Development Plan (FDPR) has been laid into ten chapters
as summarized in Table 1-3.
Table 1-3: Structure of the Final Corridor Development Plan (FDPR)
Sl.
Chapter Name Description
No
Briefs the project background, study objectives, scope of work,
1 Introduction
etc.
Review of Reports Appraisal of past reports and review of any secondary data that
2
and Secondary Data was collected and utilized for the DPR preparation.
Engineering features Engineering features and attributes of the existing corridor

3
of the Corridor including the physical constraints present on the ground.
Details of existing water supply network, sanitary sewerage,
Exiting Utilities and
4 telephone lines, power lines, etc., if any along the proposed
Drainage System
missing link alignment.
Results of the traffic data analysis, estimating future traffic

forecast, etc. and utilization of various traffic analysis outcomes
Traffic Scenario of
5 from CTS modelling data to design various geometric elements of
the Corridor
the corridor and to estimate present LOS of the proposed corridor
and also to propose future lane requirements.
Recommended corridor concepts, geometric design details, and

Missing Link Corridor other pertinent details of various engineering attributes including
6
Design pavement design, various structural design of cross drainage
structures.
Appurtenances and other component details. Road various traffic
7 Road Infrastructure safety interventions including detailing of access management
plans.
Physical, biological, and socio-economic conditions. ‘Environment
Environmental and Social Impact Assessment’ (ESIA) details, Discusses necessary
8 Management Action legal framework, identify issues and develop mitigation measures
Plan and presents ‘Environmental and Social Management Plan’
(ESMP).
Cost Estimates for all design elements including flexible
9 Cost Estimates
pavement, median and earthen shoulders.
Implementation
10 Strategy & Value Construction operation and traffic diversion details.
Engineering
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The Final DPR report comprises of three volumes as stated below:

Volume-I: Final Corridor Development Plan (FDPR) & Annexures
Volume-II: Drawings
Volume-III: Bill of Quantities (BOQ)
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2 REVIEW OF REPORTS AND SECONDARY DATA

2.1 COMMITTED PROJECTS
Various study reports were gathered and reviewed to understand the background contexts. The
reports that were reviewed are ’Strategic Road Development Program’ (SRDP) and the ‘Comprehensive
Transportation Study’ (CTS).
2.1.1 Strategic Road Development Program - SRDP

Greater Hyderabad Municipal Corporation (GHMC) had initiated a Strategic Road Development
Program in order to address the existing traffic problems and also to augment road capacity to cater
to the future traffic needs in Hyderabad.
GHMC have initiated ‘Detailed Project Report’ (DPR) preparation for various road corridors in the city
as a part of the SRDP. The intended length was to cover approximately 2000 km of road corridors that
would be covered under five packages at a total cost of about Rs. 21,000 crores. SRDP does not only
focus on at grade facilities but intends to cover skyways and grade separated junctions.
An approximate length of 166 km was identified under SRDP, and divided into five packages to ensure
easier implementation various phases. Figure 2-1 illustrates the alignment of the roads, considered
under the five packages including the overlapping of the identified corridors with the road network
identified by the HRDCL.
Figure 2-1: Roads identified under HRDCL and SRDP Packages
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2.2 COMPREHENSIVE TRANSPORTATION STUDY (CTS)

This section deals with the review of the Comprehensive Transportation Study (CTS) undertaken for
the Hyderabad Metropolitan Area (HMA). CTS was undertaken by HMDA during the period of 2011 to
2014. The CTS was primarily undertaken on the advice of Unified Metropolitan Transport Authority
(UMTA) and involved major stakeholders including APSRTC, GHMC and HMR for HMA. Some of the
major outcomes of the CTS, relevant to the model corridor design are summarized in the following
section.
2.2.1 CTS Recommendations_2014 (Transit Network Plan)

 The length of the proposed Metro network (Light Rail Transit) would be approximately 417 km by
2041. The estimated total length includes the lengths that are already under implementation in
the ongoing Phase-I. The metro lines shall consist of twin track i.e. one track in each direction.
 Total length of new Multi-Modal Transportation System (MMTS) rail network is approximately 438
km by 2041. MMTS Phase IV would provide the faster connectivity between HMA and neighboring
villages/ towns. Twin track corridors have been proposed, with one track per direction.
 A total length of 438 km Bus Rapid Transit System (BRTS) has been proposed in HMA to supplement
and complement the Metro/ MMTS system by 2041.
 Inter-City/ Inter-State Bus Terminals, Inter-City/ Intra-Regional Bus Stations, Major/ Minor Truck
Terminals, Inter-City Rail Terminals have been proposed as part of long term transport plan for
2041.
 Road safety measures, traffic management measures have been recommended. These measures
include intersection improvements, flyovers/ interchanges, pedestrian facilities (FOBs and
Subways), ROBs/ RUBs, footpath improvements, traffic signal installation/ Area Traffic Control
Systems (ATCS), etc. Along the entire higher order road/ highway network and on proposed new
and upgraded arterial roads, it is recommended to have footpath facilities (typically of 2 m effective
width) on either side fitted with guard rails. This is to ensure safe movement of pedestrians. The
cost for footpaths is included in the roadway costs.
2.2.2 Metro Network Plan up to 2041

Table 2-1: Metro Network Plan up to 2041
Length Amount in
CTS Metro Network Plan Reference
(km) Crores
Metro System Under Construction 672
Code Proposed Corridors (2021)
M1 Miyapur - Patancheru 8 2,307
M2 Falaknuma - Shamshabad Airport 16 4,363
M3 Nagole - LB Nagar 5 1,384
M6 L B Nagar-Owaisi Hospital-Aramghar 15 4,019
M8 Tarnaka - Keesara 18 4,944 Refer Figure
M7 Balanagar Y-Junction-Balanagar-Bowenpally-JBS 10 2,602 No:2.2
M4 JNTU-Shilparamam-Financial Dist. 16 4,248
L B Nagar-Vanasthalipuram (M5 3 km);
M5 3 942
Vanasthalipuram - Pedda Amberpet (M5 9 km);
Total 91 2,48,808
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Length Amount in
CTS Metro Network Plan Reference
(km) Crores
Lakdi Ka Pul-Mehdipatnam-Gachibowli-
M13 22 4,249
Lingampally- BHEL
M11 MGBS – Ramanthapur-Uppal-Ghatkesar 22 5,338
M14 Kapra - Gandi Maisamma - Thumukunta -BHEL 37 7,665
M12 MGBS-Umdanagar -Shamshabad Airport 26 5,448 Refer Figure
M5 Vanasthalipuram - Pedda Amberpet 9 2,389 No:2.2
M6 Aramghar -Rethibowli 10 2,675
M9 Patancheru - Sangareddy 24 6,508
M10 Bowenpally-Medchal 17 4,548
Total 167 38,820
M5 Pedda Amberpet - Choutuppal (M16 -27 km) 27 7,488
M17 Gachibowli - Shamshabad (along the ORR) 23 2,647
M15 Owaisi Hospital-Begumpet 29 7,952 -
M18 Nanal Nagar - Langar House - APPA Junction 10 2,804
Total 89 20,891
Total Length up to 2041 417 84,520
Figure 2-2: Metro Network Plan up to 2031
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2.2.3 Highway Network Plan

Road Network Plan for the horizon year of 2021 forecasts construction of approximately 22,500 lane
kilometre length of roadway. The Figure 2-3 below illustrates the plan.
Figure 2-3: Proposed Highway Network for 2021
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Figure 2-4: Proposed Highway Network for 2031
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Figure 2-5: Proposed Highway Network for 2041 (HMA) and SRDP Proposals
2.2.4 Refinement of CTS _2017 - Ongoing Project

The CTS Refinement Study, currently ongoing, considered few action plans for the proposed corridors.
The action plans proposed for 2021 identifies the following aspects as parts and parcels of the corridor
developments.
2.2.5 Immediate Action Plan (IAP) 2021 Proposal

a) Intersection Improvements
b) Corridor Improvement Plans
c) Bus stop relocation on some corridors, etc.
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F I N A L C O RR I D O R D EV E L O P M E N T P L A N ( F I N A L D P R ) – MISSING LINK CONNECTIVITY PROJECT
3 ENGINEERING FEATURES OF THE CORRIDOR

3.1 MISSING LINK DETAILS
The corridor is situated generally in a plain terrain and the details of primary land use alongside the
road corridor were noted. The existing land use generally consists of residential, commercial and
vacant lands. The salient features of the corridor are discussed in the subsequent paragraphs to
provide an overview of the project corridor. The field data was collected during site visit. The field
data collection was primarily intended to identify the basic features of the road corridor and also to
identify any traffic operational issues including various other attributes pertaining to the identified
corridor. The existing features of the selected corridor, i.e., “CONSTRUCTION OF SANATHNAGAR
RUB AND MINOR BRIDGE ACROSS KUKATPALLY NALA IN THE MISSING LINK CORRIDOR NO. 60’’
(As per Supplementary Agreement No. 4: under item 1 of ROB/RUBs: Railway Safety works -
SANATHNAGAR RUB”) are discussed hereunder.
3.1.1 CORRIDOR FEATURES

This corridor starts at Sanathnagar and ends at a Khaitan nagar road near to Balanagar junction. The
length of the corridor is about 1.0 km. The corridor crosses through a railway line and connects
balanagar area in which RUB is proposed. The corridor will be a major connectivity link from
Sanathanagar area to Balanagar. Traffic carrying capacity increases after widening and the
commuters shall use this corridor as it will be the shortest route from Sanathnagar, Fathenagar and
Erragadda areas after development. The alignment map and the map showing the existing situation
of the corridor are shown in Figure 3-1 and Figure 3-2.
Figure 3-1: Alignment map of the proposed RUB, Approach Roads & Minor Bridge
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R e p or t o n PROJECT PREPARATION (DPR) AND IMPLEMENTATION CONSULTANCY SERVICES (PPICS) FOR MODEL
F I N A L C O RR I D O R D EV E L O P M E N T PL A N (F IN A L D P R ) ROAD CORRIDORS IN HYDERABAD CITY – MISSING LINK CONNECTIVITY PROJECT
Figure 3-2: Map of existing situation of the corridor
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3.2 ENGINEERING STUDIES

Engineering studies are aimed at assessing soil investigations, basic geometric features of various
road components and also investigation of any identified issues along a road corridor or road
network. The geometric designs are governed by any operation constraints like frequently varying
gradient or steep gradients and vertical curves, sight distances, speed on curves and super elevation,
cross-sectional issues, deficient junction design, etc. The structural improvement deals with
addressing existing structures condition, provisioning of new structures, and rehabilitation of the
existing pavement structure, etc. This chapter deals with the review and analysis of various data
collected during highway engineering surveys and investigations carried out along the project
corridor.
The following field investigations have been conducted to assess the existing road condition:
3.2.1 ENGINEERING SURVEYS DETAILS
The following field investigations have been conducted to complete the assessment of the existing
road condition of the corridor. The following ‘Engineering Surveys’ were completed to accomplish
the objective of the assignment:
1. Inventory Survey along the alignment
2. Soil Investigations Survey
3. Topographical Survey
4. Structure Inventory (if any)
5. Hydraulic and Hydrological Investigation
The following sub-sections present the findings of the survey data.

3.3 ENGINEERING SURVEY DETAILS
3.3.1 CORRIDOR INVENTORY
A detailed inventory of the project location was done through dimensional measurements and
visual inspection to assess the existing status. Features like Right of Way (ROW), width of
carriageway and shoulders (if any), geometric deficiencies, present level of service for the road
junctions, railway level crossings, river and nala crossings, utilities, etc. were recorded.
The details of road inventory are summarized in the following sections.
3.3.1.1 Details of Existing Right of Way and Carriageway
3.3.1.1.1 Existing Right of Way (ROW)

The details of the Right of Way (ROW) at the proposed RUB location and at Minor Bridge location
are shown in Table 3-1.
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Table 3-1: ROW details at the proposed RUB and Minor Bridge location
Sl. No. Proposed ROW
Structure
1 RUB 30 m ROW for the road connecting the proposed RUB
2 Minor Bridge and Minor Bridge as per the Master Plan.
3.3.1.1.2 Carriageway details from Sanath Nagar Road to Khaitan Nagar Road
The length of the road from Sanath Nagar Road to Khaitan Nagar Road is about 1 km approximately.
Proposed RUB and Minor Bridge falls / under this stretch. The existing carriageway width is varying
from 4.5 m to 12 m. The existing ROW is varying from 11.2 m to 19.6 m. The existing carriageway &
ROW details are given in Table 3-2.
Table 3-2: Physical features of the corridor from Sanath Nagar Road to Khaitan Nagar Road
Chainage Unpaved Unpaved
(km) Footpath shoulder Carriageway shoulder Footpath Existing
Remark
(m) (m) (m) RoW
From To (m) (m)
Starting
0+000 0+200 3.5 3.2 6.5 4.2 2.2 19.6
Point
0+200 0+400 - 2.5 6.9 1.8 - 11.2 BT Road
Earthen
0+400 0+520 12.0 12.0
road
Proposed
0+520 0+650 Railway Tracks
RUB
0+650 0+780 - 4.5 4.5 3.3 - 12.3 CC Road
Proposed
0+780 0+800 Nala Minor
Bridge
Ending
0+800 1+000 - 2.2 7.5 2.5 - 12.2
Point
3.3.2 TOPOGRAPHIC SURVEY

The specific objective of the topographical survey is to map all the existing natural and man-made
features accurately. This will help in preparation of Digital Terrain Model, which is also a
fundamental requirement to design the urban roads/corridors through latest software. The detailed
Topographical Survey had been carried out in consonance with the procedure outlined in the TOR
using Total Station and Auto Level.
The survey was performed over 30 m (in general) on either side with respect to the existing centre
line of the road/corridor or up to the existing Right of Way (RoW) line on either side, whichever is
more. The survey involved the following sequential steps:
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(1) Establishing GPS stations: In order to ensure the global co-ordinate system, the corridor
was framed through GPS survey. Pair of GPS pillars was established at every 2 km along
the corridor.
(2) Establishing Benchmarks: In order to ensure locational and directional as well as vertical
control along the project road, bench mark pillars (BM) were established at about 250 m
interval, in general, depending upon visibility between two pillars. This benchmark pillars
were connected to the GPS pillars.
Traversing and Leveling: Has been done to connect the reference BM Pillars.
(3) Cross-section Surveying/Detailing: Detailed cross sections are taken at 10 m interval, in
general, using Total Station. The cross sections are extended up to the survey limits
mentioned earlier. The main features captured in the cross-sections were:
• Ground level along the proposed corridor
• Carriageway crown, carriageway edges and two intermediate carriageway points
• Roadway edges (shoulder break-points)
• Embankment toe-line
• Borrow pit/pond/ditch/toe drain profile, where present
• All break-points of natural ground
• Positions of individual entities such as trees, utility lines and poles, wells and tube
wells, other pillars like ROW, NFR, etc.
• Property lines and Structures (with description)
• Salient points on Bridges and Culverts (e.g. Abutment, Headwall, Invert Level, etc.)
The data for each survey point are recorded in terms of Northing, Easting, and Elevation. To ensure
standardization of works of different survey teams and to facilitate further CAD works, a rational
coding system has been developed and used.
The survey data collected in the field has been downloaded in text file format and converted to
graphic files using suitable software.
3.3.3 GEOTECHNICAL INVESTIGATIONS - BORE HOLES
The overall purpose of conducting a geotechnical investigation is to assess the Safe Bearing
Capacity for the foundation design of the structures. To accomplish this, the study was conducted
in the following phases:
 Drilling of 1 bore hole.

 Testing samples in laboratory to determine the engineering properties of the strata.
 Analysing all field and laboratory data to develop preliminary geotechnical
recommendations for foundations.
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3.3.3.1 Field Investigations:
Subsoil borehole investigations have been made as per relevant Indian Standards for the
proposed new structures. Sub-surface exploration for foundation works are carried out in
conformity with the clause no.2411.2 of MORT&H (Fifth Revision).
3.3.3.2 Boring/Sampling:
The bore holes of 150 mm diameter were sunk as per specifications and IS: 1892 and was
extended up to 3.0 m depth. Casings as required were used to retain the borehole. The borehole
was progressed using rotary drilling machine. The details of these bore holes including field of
Standard Penetration and also collection of disturbed and undisturbed soil samples are given in
Bore Logs enclosed.
Disturbed & SPT representative samples of sub-surface deposits were collected from bore holes,
labelled depth wise and placed in polythene bags. Reference Numbers and depth of these
samples are shown in Bore Log Data Sheets.
Disturbed representative soil samples were collected during the progress of boring, from shell
and also from split-spoon sampler of Standard Penetration Tests conducted at different depth in
boreholes. Such soil sample contains all the constituent materials of the respective stratum.
Depth and details of the sample are shown in the borehole logs and presented in the Annexure
4.9.
3.3.3.3 Standard Penetration Test:
Standard Penetration Test (SPT) was conducted in the boreholes at every 1.5 m depth by
connecting the split spoon sampler to SPT rod and driving it by 45 cm using 63.5 kg hammer
falling freely from a height of 75 cm. The tests were conducted in accordance with IS 2131 – 1981.
3.3.3.4 Rotary Core Drilling:
Conventional diamond core drilling equipment was used for drilling vertical holes up to specified
depth at each location. Rotary core drilling in rock was carried out according to IS 1892-1979.
This drilling technique was regarded as the most satisfactory method of assessing the character
of rock formation, which lies at depth below the ground surface. Specimens of rock in the form
of cylindrical cores were recovered from the drill hole by means of a core barrel. Double barrel
technique was adopted according to field condition. The core barrel was provided at its lower
end with a detachable shoe or core bit, which is of diamond. All rotary core bits were of NX
(75mm) size.
3.3.3.5 Water Level Measurement:

Depth of the level of water was noted when struck in. This is termed as depth of observed water
level below existing ground level (EGL). Depth of standing water (SWL) below EGL after 24 hours
of removal of casing was also noted and shown in the profile.
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3.3.3.6 Bore Hole Details:

BH No. Depth (m) SBC (T/m2)
1 (A 1) 10 10.1
Note: SWL = Standing Water Level, EGL = Existing Ground Level
3.3.3.7 Laboratory Tests Conducted:
For proper identification and classification of the sub-surface and for deriving adequate
information regarding its relevant physical and geotechnical properties at the site under
investigation, the following laboratory tests were conducted on the soil and rock samples
collected from the bore holes.
Sl. No. Tests Relevant IS Codes
Soil
1 Grain Size Analysis IS:2720 (part-4)
2 Atterberg’s Limits IS:2720 (part-5)
3 Specific Gravity IS: 2720 (part-3)
4 Free Swell Index IS: 2720 (part-40)
Rock
5 UCS IS:9143
6 Point Load Test For Rock IS: 8764
7 Specific Gravity IS:2720 (Part-3)
8 Water absorption IS: 2386 (Part 3)
Results of all tests are furnished in Annexure 3.3.3.7 of this report.
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4 EXISTING UTILITIES AND DRAINAGE SYSTEM

4.1 SERVICES
The list of existing services and utilities is presented below:
1. Water supply mains and distributors, and valve chambers
2. Sewer lines & Manholes
3. Electric Supply
a. High Tension (HT) electric cables & poles
b. Low Tension (LT) electric cables & poles/towers
c. Transformers
d. Electric Ring main units
e. Cast Iron Cement Concrete Pillars
4. Telecommunication
a. Telephone poles
b. Telephone cables
c. Optical fibre cables
d. Distribution/Junction box
e. Inspection chambers/manholes
Existing utility services like sewerage pipeline, communication, power lines etc. are discussed in the
following sections. The water, sewerage network and communication lines are laid under main
carriageway. The HT / LT overhead electrical lines are provided with cast iron/cement concrete poles
throughout the corridor. The present data was captured by various survey methods for different
utilities, whereas water & sewer line information was collected from Hyderabad Metropolitan Water
Supply and Sewerage Board (HMWSSB).
4.2 UTILITIES AND DRAINAGE SYSTEM
4.2.1 WATER SUPPLY NETWORK

At present water supply network is observed under main carriageway near the railway line which
will be along the proposed RUB and Minor Bridge location. Pipe line to be relocated during the
construction of the proposed RUB.
4.2.2 Electrical Poles and OFCs:
Electrical poles and overhead electrical wires are existing along the corridor. Some of the poles carry
overhead transformers. Other non-electrical cables like fiber communication network cables are
observed to be tied to the electrical poles. The pictures are illustrated below in
Table 4-1.
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Table 4-1: Electrical Poles and Optical Fiber Cables

Photo Description Remark
33KV and 415V Electrical pole need to
electrical pole are be shifted during the
existing on the construction
carriageway.
11KV and 415V Electrical poles need

electrical poles are to be shifted during
existing on the the construction
carriageway.
Transformer, 11 KV Electrical poles need

and 415 V electrical to be shifted during
poles are existing on the construction.
the carriageway.
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4.2.3 Electrical Appurtenances:

The details of the existing electrical appurtenances on both sides of the existing stretch of the
corridor are summarized below in Table 4-2 and in Table 4-3.
Table 4-2: Electrical Appurtenances details
S. 415V 11KV 33KV 33&11KV 11KV&415V Iron Pole

Iron Poles
No. (Iron) (Iron) (Iron) (Iron) (Iron) only
1 LHS Total (Nos) 2 7 12 - 3 4

2 RHS Total (Nos) 1 13 - - 8 -
Cement
S. 415V 11KV 33KV 33&11KV 11KV&415V
Cement Poles Pole
No. (Cement) (Cement) (Cement) (Cement) (Cement)
only
1 LHS Total (Nos) 6 3 1 - 1 1
2 RHS Total (Nos) 3 6 - - - -
Table 4-3: Transformers and Telephone Poles (Nos.)

Street CC
S. Telephone
Transformers Transformer LT.D.BOX Light Camera
No. Poles
Poles Poles
1 LHS Total (Nos) 4 - - 1 -
2 RHS Total (Nos) 3 - 10 6 -
4.2.4 DRAINAGE SYSTEM

The existing drainage conditions, cross drainage structures, stream flow, storm water details, etc.,
are detailed below.
4.2.4.1 Existing Scenario

Project corridor is situated on a plain terrain. Reconnaissance survey was undertaken along the
existing road stretch to understand the existing surface drainage system. It is observed that after
RUB there will be no proper access to the nearest road. As there is a Nala which prevents the
connection to the road. Existing drainage system was planned assuming collection of storm from
the surface through the roadside gratings to the underground drainage structure and discharged
into Nala. A minor bridge needs to be proposed over a nala to complete the road section from
proposed RUB to Khaitan Nagar Road, without which the whole purpose of proposing Sanath Nagar
RUB will not be fulfilled.
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Figure 4-1: Existing Nala
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5 TRAFFIC SCENARIO OF THE CORRIDOR

5.1 INTRODUCTION
Traffic data has been considered from CTS Study (Transport Model) and estimated the traffic for the
Missing Link corridors. From the CTS model, traffic data for 2026 horizon year has been estimated.
5.2 TRAFFIC FROM CTS MODEL

LASA had conducted extensive “Origin – Destination” (OD) surveys for all modes of transportation
in the recent past. The OD survey, originally, was conducted at approximately 80 locations to
capture the travel pattern in and around the city of Hyderabad. Further, OD survey was conducted
at approximately 50 locations to update the travel demand matrices. LASA has also developed a
Comprehensive Traffic Assignment Model utilizing the OD matrices that were developed to
represent various travel modes integrated with various attributes. The assignment model has been
developed towards successful completion of the “Comprehensive Transportation Study” (CTS), and
further refined towards updating the CTS. Forecasted traffic volumes were extracted from the
transport planning model.
Assumptions considered in the Model:
List of assumptions considered in the Model as part of short term (2026) Transportation Plan which
influence the forecasted traffic volume are as follows:
1. Two ROBs/RUBs/ Vehicle Underpasses have been considered between Hafeezpet and
Lingampally ROB.
2. Metro Network of 132 km (including Phase-I of 72 km) and planned expansion of Metro
Corridors in Phase – II (Raidurg to Shamshabad Airport, BHEL to Lakdi-Ka-Pul via. Gachibowli,
Extension of Phase – I corridors (i.e., L B Nagar – Nagole and Miyapur to Allwyn cross roads)
has been considered.
3. Projects planned under SRDP.
4. Projects planned under Model Corridors and Missing links by HRDCL.
5. Corridors identified for implementation under IAP 2021.
6. Corridors identified along High Tension Lines.
7. Bus Route Rationalisation.
8. MMTS Corridors (Existing Phase – I of 46 km & Phase – II of 102 km) under implementation
and planned expansion has been considered.
From the traffic estimated, lane requirement is assessed and the Intersection traffic demand for
turning movements to improve the existing designs like number of approach lanes, turning angles,
etc., were also assessed.
5.2.1 CAPACITY AND LANE CONFIGURATIONS

Table 5-1 summarizes the respective capacities for various road cross-sections, which were
extracted from the “Indian Highway Capacity Manual” (IHCM), recommended by the Central Road
Research Institute (CRRI). The respective available capacities were considered to determine the
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number of required travel lanes along the project corridor. The design service volumes, as
recommended in the IHCM for urban roads are estimated and summarized in Table 5-1.
Table 5-1: Capacity of Urban Roads in Plain areas
Total Capacity per Lane Total DSV
Sl. No Lanes Capacity direction Capacity (PCUs/hr)
(PCUs/hr) (PCUs/hr) (PCUs/hr) LOS C (0.75)
1 Two lane undivided 2,110 1,055 1,055 1,705
2 Four Lane divided (7.5 m) 5,420 2,710 1,355 4,065
3 Six lane divided (11.0 m) 8,760 4,380 1,460 6,570
4 Eight lane divided (14.0 m) 13,720 6,860 1,715 10,290
5 Ten lane divided (17.0 m) 19,780 9,890 1,978 14,835
6 Twelve Lane divided (estimated) 28,384 14,192 2,365 21,288
As per the Indian Highway Capacity Manual (IHCM), the demand to capacity ratio of 0.75 represents
LOS C.
5.3 TRAFFIC ESTIMATED FOR THE BASE YEAR 2023 & 2042 (HORIZON YEAR)
The daily traffic movement expected on the missing link after the development has been presented
in Table 5-2. It may be noted that the additional traffic will be generated to this road from other
parallel roads.
Table 5-2: Estimated Classified Daily Traffic for the year 2023 and 2042 along the corridor
Base Year 2023 Horizon year 2042
Type of Mode
Vehicles (Nos) Vehicles (Nos)
Two wheelers 13,680 24,484
Auto rickshaw (3w) 2,064 3,694
7 seater (3w) / Maxi Cabs 120 214
Taxi 556 996
Car/Jeep/Van (Other than
6,594 11,800
Taxi)
Mini Bus 52 92
Govt. Bus 180 322
Bus Pvt 60 108
School/Institutional Bus 106 188
LCV mini 196 352
LCV-4 Wheeler 398 714
LCV-6 Wheeler 100 180
2-Axle Truck 50 90
3-Axle Truck 84 148
MAV (Truck Trolley) 56 98
Tractor-Trolley 6 10
Tractor 2 4
Cycle Rickshaw 2 96
Cycle 54 4
Animal Drawn 0 0
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R e p o rt o n
Base Year 2023 Horizon year 2042

Type of Mode
Vehicles (Nos) Vehicles (Nos)
Others 4 8
Total Vehicles 24,364 43,602
Total PCU’s 19,148 34,117
The peak hour traffic movement expected on the missing link after the development has been
presented below in Table 5-3.
Table 5-3: Peak Hour Traffic estimated from CTS model for the years 2023 & 2042
Peak Hour
Proposed Lane V/C
Corridor Year Volume in Capacity LOS
Configuration Ratio
PCUs
Construction of Sanathnagar 2023 1,465 2 2,110 0.69 C

RUB and Minor Bridge across
Kukatpally Nala in the missing
Link Corridor No. 60 2042 2,622 4 5,420 0.48 C
Once the missing link construction is completed, due to the traffic diversions, the traffic will increase
on this road. From the above table, it may be noted that in the base year 2023, for the 2 lane road,
estimated traffic could reach to Level of Service ‘C’ with V/C ratio 0.69 and for the year 2042, for
the 4 lane road, estimated traffic could reach to Level of service ‘C’ with V/C ratio 0.48. Traffic
estimation from the Model for the year 2026 has been presented in Figure 5-1.
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Figure 5-1: Estimated Traffic for the year 2026
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6 MISSING LINK CORRIDOR DESIGN
6.1 DESIGN DETAILS

The design details adopted for the missing link corridor are presented in the following sections.
Design chainage for the corridor is considered to be starting from the direction of Sanathnagar and
increasing towards Balanagar.
6.1.1 CORRIDOR DEVELOPMENT DESIGNS AND STANDARDS ADOPTED

A. Cross Sections
Typical cross sections designed for the corridor are shown in Table 6-1.
Table 6-1: Proposed details of Corridor
From To Length Service
Sl. No. TCS Remark
Chainage (km) Chainage (km) (m) Roads
390m Approach
length of Roads
the Service
1 0+000 0+510 510 road on
either side
of the
carriageway
1
190m Approach
length of Roads
the Service
2 0+645 1+000 355 road on
either side
of the
carriageway
- RUB Box
3 2 0+510 0+645 135
Portion
The details of the proposed typical cross sections for approach roads and for the RUB are given
below. Typical Cross sections are also presented in the ‘Drawings Volume’. The improvement
option for the project section is seen with respect to traffic safety and uninterrupted mobility.
Cross sectional elements are based on the adopted design standards.
a. Details of proposed TCS-1: From Ch. 0+000 km to 0+510 km and Ch. 0+645 km to 1+000 km
From Ch. 0+000 km to 0+510 km & from 0+610 km to 1+000 km, 4-lane configuration of 3.75 m
lane width with 1.5 m wide footpath on both sides of the carriageway of 7.5 m width with a central
median 1m wide, 5.5m width of service road on either side of the carriageway with 1.5 m footpath
on one side of the each service road are proposed and the cross section is shown in Figure 6-1,
chainage wise detailed drawings are provided in Drawings Volume-II.
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R e po r t o n
F I N A L C O R R I D O R D EV E L O P M E N T P L A N (F I N A L D P R ) – MISSING LINK CONNECTIVITY PROJECT
Figure 6-1: TCS-1: From Ch. 0+000 km to 0+510 km and Ch. 0+645 km to 1+000 km
b. Details of proposed TCS-2: At RUB location
TCS at RUB Box section: RUB Box section with 2 vents of 5.78 m minimum vertical clearance &
7.5m wide is proposed. Footpath 1.5 m wide with drain underneath is proposed and the cross
section is shown in Figure 6-2.
Figure 6-2: TCS-2: At RUB location
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B. Design Standards
The project road is an urban road and design standards for most of the elements required for such
roads have been indicated in the IRC guidelines; International Standard best practices have also
been considered based on the design development needs. The entire project road passes through
an urban cum semi-urban area. Considering the physical conditions and cost-effectiveness of the
project, the improvement proposals were conceived adhering to the various relevant Indian Roads
Congress (IRC) guidelines.
The data collected from the detailed surveys and investigations and the results derived from
various data analyses formed the basis for engineering designs. This section discusses the design
of various road elements.
Within the agreed scope of services, all tasks related to field studies, design and drawings of road
alignment, pavement, Cross Drainage works and road furniture are proposed in accordance with
the latest guidelines/ circulars of MORT&H and relevant publications of the IRC. In the absence of
any guidelines on any items, best international practices are adopted in addition to the
experiences in similar projects. Design guidelines that are adopted for the design of various
elements coming under the project roads are summarized in Table 6-2.
Table 6-2: IRC guidelines adopted for the design
Sl. No. Elements in Designs Code No. Code Description
1. Geometric design parameters IRC:38-1988 Guidelines of Design of Horizontal
Curves for Highways and Design Tables
-Carriageway/ Shoulder
-Median/ Footpath IRC:86-2018 Geometric Design Standards for Urban
-Super Elevation/ Camber Roads in Plains
-Horizontal & Vertical Alignment
-Junction Improvements IRC:SP:23-1993 Vertical curves for Highways
IRC:SP:41-1994 Guidelines for Design of At-Grade

Intersections in Rural and Urban Areas
2. Road Capacity IRC:106-1990 Guidelines for Capacity of Urban Roads
in Plain Areas
3. Pavement Design IRC:58-2015 Guidelines for the design of Plain
Jointed Rigid Pavements for Highways
(Second Revision)
IRC:37-2018 Guidelines for the Design of Flexible
Pavements
IRC:SP:63-2018 Guidelines for the use of Interlocking
Concrete Block Pavement (First
Revision)
IRC:SP:17-1977 Recommendations about overlays on
cement concrete pavements
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Sl. No. Elements in Designs Code No. Code Description

4. Road Furniture
-Road Delineators IRC:79-2019 Recommended Practice for Road
Delineators
-Road Markings IRC:35-2015 Code of practice for Road Markings
-Road Signages IRC:67-2012 Code of practice for Road Signs
5. Pedestrian Facilities IRC:103-2012 Guidelines for Pedestrian Facilities
6. Surface and Subsurface Drainage IRC:SP:42-2014 Guidelines on Road Drainage
IRC:SP:50-2013 Guidelines on Urban Drainage
IRC:SP:59-2002 Guidelines for use of Geotextiles in
Road Pavements and Associated Works
7. Culverts IRC:SP:13-2004 Guidelines for the Design of Small
Bridges and Culverts
MORT&H Specifications
6.1.1.1 Cross Section Elements

Road Classification:
An efficient urban road network follows a hierarchy. The hierarchy is based on the function of the
road, the type of traffic mix and the road users on the road. The design speed, road widths, and
other geometric features are adopted to suit the ideal road function. Based on the above, urban
roads could be classified into following categories:
(I) Major Arterial: A general term denoting a street primarily for through traffic, usually on a
continuous route and does not allow direct access to local roads.
(II) Minor Arterial: A general term denoting a street primarily for through traffic usually on a
continuous route but offering somewhat direct access to local roads.
(III) Collector street: A street for collecting and distributing traffic from arterials/ major
collectors to local streets and also for providing access to major development areas.
(IV) Local street: A street primarily meant for access to residences, businesses or other abutting
properties.
6.1.1.2 Design Speed

Design speed is a function of the road classification. Table 6-3 summarizes the recommended
design speed for various road classifications from IRC: 86-2018 Geometric Design Standards for
Urban Roads.
Table 6-3: Design Speed Criteria by road classification
Type of Terrain (Design Speed in km/h)
Classification of Urban road
Plain Rolling Mountainous and Steep
Urban Expressway 80 70 60
Arterial Road 60 50 40
Sub Arterial Road 60 50 40
Collector Street 40 40 30
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Type of Terrain (Design Speed in km/h)

Classification of Urban road
Plain Rolling Mountainous and Steep
Local Street 30 30 20
A lower design speed may be adopted in the Central Business Area or areas that possess higher
intensity of roadside development.
The corridor is considered as a Collector road and accordingly, it is designed for ruling design
speed of 40 kmph.
6.1.1.3 Right of Way

As per the Master Plan, 37 m ROW was proposed for the road (NH-65) on which RUB and Minor
Bridge are now being considered.
6.1.1.4 Carriageway Width

The environment of the present corridor consists of urban and sub-urban characteristics.
Accordingly, the width of carriageway has been proposed adhering to IRC:86 guidelines and
international best practices and as per discussions with the client. Table 6-4 summarizes potential
carriageway width to accommodate various lane configurations.
Table 6-4: Carriageway Width for different lanes

Description Width (metres)
Single lane without kerbs 3.00/3.50
2-lane without kerbs 7.00
2-lane with kerbs 7.50
3-lane with or without kerbs 10.50/11.00
4-lane with or without kerbs 14.00/14.50
6-lane with or without kerbs 21.00
6.1.1.5 Camber
Camber or Cant is the cross slope provided to raise middle of the road surface in the transverse
direction to drain off rain water from the middle of the road surface towards the roadside. The
objectives of providing camber are:
 Surface protection
 Sub-Grade protection by proper drainage
 Quick drying of pavement which in turn increases safety
Camber or cross fall suggested as per IRC: 83, Geometric Design Standards for Urban Roads in Plain
areas are as per below table.
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Table 6-5: Camber Recommendations

Surface Type Camber
Graveled or WBM surface 2.5 to 3.0 percent (1 in 40 to 1 in 33)
Thin bituminous surfacing 2.0 to 2.5 per cent (1 in 50 to 1 in 40)
High type bituminous surfacing or
1.7 to 2.0 percent (1 in 60 to 1 in 50)
cement Concrete Surfacing
The proposed Camber for the corridor and service roads is 2.5%.
For high bituminous surfacing or cement concrete surfacing camber of 1.7% to 2% is recommended
as per IRC. Higher values camber can be adopted for high intensity of rain fall areas. Hyderabad
receives high intensity of rain fall and during the site visit it is observed that storm water is flowing
along the road. Camber of 2.5% is recommended considering high intensity of rainfall in Hyderabad
region.
6.1.1.6 Geometric elements of cross section for the proposed road

The geometric standards that have been adopted in the design of cross section are presented
below:
Width of each lane : 3.5 m
Total width of carriageway : 7.5 m
Intermediate lane : 5.5m (On service roads)
Footpath : 1.5 m on both sides of the carriageway & 1.5m on LHS of the
carriageway on service roads
Camber : 2.5%
A typical cross section drawing showing all the geometric elements is enclosed with the report.
6.1.1.7 Integration of Urban Utilities

The section deals with the urban utilities that are either existing or proposed to service the land
use in and around the subject project corridor.
The utilities and services were found to exist in the form of overhead and underground facilities.
Underground facilities included potable water lines, sewer lines and telephone cables. The
overhead services run mostly along the roadside with some crossings across the roadway. The
overhead services generally consist of street lighting, electric poles, electric cables, telephone
poles, telephone cables and traffic lights. Others like fibre cable network exist over the road
corridor. Existing utilities have been explained in detail in the respective utility chapter.
All urban utilities form integral part of the corridor design, and therefore, included while
developing the detail design.
 For Electrical: Transformers, 430 Volts, 11 KV and 33 KV lines; all these electrical appurtenances
shall be shifted and accommodated within the proposed Right of Way, towards the extreme
edge.
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 OFC cables shall be shifted and accommodated within the proposed Right of Way near the
edge.
 For Storm water: Open drains have been proposed on both sides of the carriageway depending
upon the available Right of Way.
6.1.2 GEOMETRIC DESIGN
6.1.2.1 General
For the proposed development, the following parameters are very important for ensuring the
smooth flow of traffic.
 Geometric Improvements
 Junction Improvements
 Road Signs and Pavement markings
 Other Facilities
6.1.2.2 Geometric Improvements

6.1.2.2.1 Details of Horizontal Alignment
The proposed design alignment of the project road generally follows alignment of the existing
road, except where some horizontal alignment improvements are necessary. Therefore, all
geometric elements have been designed to restrict the roadway within the proposed ROW width
that meets the approved design parameters. The horizontal alignment is designed based on the
design criteria specified below. The horizontal curves are proposed with spiral/ transition curves
on either side to attain superelevation.
The essential elements of the horizontal alignment considered are as follow:
a) Radius of the Horizontal Curve
b) Superelevation
c) Transition length
d) Sight distance
a) Radius of Curve
The alignment follows the existing alignment except where horizontal alignment improvements are
necessary. Depending on the design speed and site constraints, the minimum radius of the
horizontal curve has been derived as per the formula given below.
R = V2/ (127*(e+f))
Where:
V = Vehicle Speed in km/h
R = Radius of Curve in m
e = Superelevation
f = Coefficient of side friction between vehicle tyres and pavement (taken as 0.15)
Based on the above equation, the minimum radii of horizontal curves for the different design
speeds shall be worked out with maximum superelevation limiting to 2% (i.e. reverse crown).
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R e po r t o n
Minimum radius for horizontal curves in plain and rolling terrain for design speed of 60 km/h = 150
m and for design speed of 50 km/h = 90 m.
b) Superelevation
The superelevation ‘e’ shall be calculated adhering to IRC:38-1988 utilizing the formula. e =
V2/(225*R), Where ‘V’ is the design speed and ‘R’ is the radius of curvature in meters. The
maximum superelevation is limited to 2% to reduce roll over in urban areas.
Superelevation is proposed for all the horizontal curves with radius less than 750 m in order to
counteract the effect of centrifugal force. As per IRC: 38 -1988, superelevation to fully counteract
the centrifugal force for 75% of the design speed of 60 km/h neglecting the lateral friction
developed will be adopted in design. The maximum superelevation is limited to 7% as per codal
requirement.
c) Transition Curves
The minimum length of transition curve determined from the following two considerations and
the larger of the two values is adopted for design:
i) Ls = 0.0215 V3/CR
Where:
Ls = Length of Transition Curve in meters
V = Speed in km/hr
R = Radius of Circular Curve in meters
C = Rate of Change of Centrifugal Acceleration = 80/(75+V) (Subject to a maximum of 0.80 and
minimum of 0.50)
ii) Rate of change of superelevation should not be such as not to cause discomfort of travellers. Further rate
of change of superelevation should not be steeper than 1 in 150 for roads in plain/rolling terrain.
The formula for minimum length of Transition Curve on the basis is: Ls = 2.7 V2/R.
Some of the broad principles keep in mind during the design of the alignment:
 The curves are designed to have the largest possible radius and in no case less than the
minimum value corresponding to the design speed.
 Sharp curves are avoided.
 Long curves with suitable transitions generally are proposed.
 Reverse curves are avoided as far as possible.
 Horizontal Alignment should be well coordinated well the vertical alignment.
Details of Horizontal Alignment Report is presented in Table 6-6.
Table 6-6: Horizontal Alignment details of Corridor
Transition Start of End of Transition
Curve Transition Super Speed
Radius Start Circular Circular End
Sl. No. Details Length Elevation (V)
(m) Chainage Curve Curve Chainage
(LHS/RHS) (m) (e.) KMPH
(m) (m) (m) (m)
1 500 Right - 255.22 256.128 - - -2.50% 40
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R e po r t o n
2 1000 Right - 475.702 501.855 - - -2.50% 40

3 1000 Left - 718.459 940.639 - - -2.50% 40
Table 6-7: Horizontal Alignment details of Service road-I (LHS)

(m) (m) (m) (m)
1 500 Right - 79.556 81.824 - - -2.50% 40
2 1000 Right - 300.878 327.04 - - -2.50% 40
Table 6-8: Horizontal Alignment details of Service road-I (RHS)

(m) (m) (m) (m)
1 500 Right - 79.515 81.783 - - -2.50% 40
2 1000 Right - 300.519 326.671 - - -2.50% 40
Table 6-9: Horizontal Alignment details of Service road-II (LHS)

(m) (m) (m) (m)
1 1000 Left - 74.168 174.144 - - -2.50% 40
Table 6-10: Horizontal Alignment details of Service road-II (RHS)

(m) (m) (m) (m)
1 1000 Left - 75.168 175.144 - - -2.50% 40
6.1.2.2.2 Details of Vertical Alignment

Vertical Alignment in urban areas is governed by existing building line and entrance line levels and
levels of intersections and median openings. Most urban roads carry mixed traffic including slow
moving vehicles like bicycles and hand carts. Furthermore, the urban roads generally have at grade
intersections at frequent intervals. In view of this, as a general rule, a gradient of 4 per cent should
be considered the maximum for urban roads. On roads carrying predominantly slow moving traffic,
however, the gradient should desirably not exceed 2 per cent. At intersections, the road should be
as near level as possible. Detailed Vertical Alignment Report presented in pursuant sections.
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R e po r t o n
The basic considerations for the Vertical Alignment are as under.

a) The Vertical Alignment designed so as to provide a smooth longitudinal profile.
b) Gradients corresponding to the ruling gradients are followed in the vertical alignment
design.
c) Long Vertical Curves are provided at all grade changes.
The ground profile and the finished road profile have been developed along the median edge
(wherever median is available) otherwise centerline of road. Both summit curves and valley curves
are introduced as per IRC guidelines.
The length of summit curve and valley curves (L) is guided by S, the sight distance and the deviation
angle (N).
i. Summit Curves:
Summit curves in urban areas are designed for safe stopping sight distance and they are coordinated with
horizontal curvature.
When the length of the curve is greater than the sight distance:
L = NS2 / 4.4, where S = Stopping sight distance
When the length of the curve is less than the sight distance:
L = 2S – 4.4 / N, where S = Stopping sight distance
ii. Valley Curves:

Valley curves on unlighted urban roads should be such that for night travel the headlight beam distance is
the same as the stopping sight distance.
When the length of curve is greater than the stopping sight distance:
L = NS2 / (1.5 + 0.035 S)
When the length of curve is less than the stopping sight distance:
L = 2S – (1.5 + 0.035 S) / N
The longitudinal profile, vertical curve details, gradient details are provided in the plan and profile
drawings in volume-II. The detailed plan & profile, base map and typical cross section are
presented in Drawing Volume.
a) Sight distance: It is necessary to provide adequate sight distance to facilitate the drivers to
decide on necessary manoeuvres allowing enough time and distance to control their vehicles.
As per IRC: 86-1983 recommendations, the appropriate stopping sight distance (SSD) relative
to the design speed should be provided at every point while fixing the road alignments. The
stopping sight distance, intermediate sight distance and overtaking sight distance against
various design speeds are summarized in table below.
Table 6-11: Various Sight Distance
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R e po r t o n
Speed Stopping sight Intermediate Sight Overtaking Sight

(kmph) Distance (m) Distance (m) Distance (m)
20 20 40 -
25 25 50 -
30 30 60 -
40 45 90 165
50 60 120 235
60 80 160 300
65 90 180 340
80 120 240 470
100 180 360 640
Details of Vertical Alignment proposed is presented in Table 6-12.
Table 6-12: Vertical Alignment details of Corridor

Curve Curve
VIP Algebraic Curve
VIP Start End K Value K Value Curve
S.No. Chainage Difference Length
Level Gradient Gradient (achieved) (Required) Type
(m) (%) (m)
(%) (%)
1 0.000 542.892 0.000 -0.002 - - - - -
2 178.687 542.888 -0.002 -4.000 3.998 15.008 10.000 Summit 60
3 495.000 530.235 -4.000 -0.500 -3.500 8.571 26.700 Valley 30
4 659.644 529.412 -0.500 4.000 -4.500 6.667 26.700 Valley 30
5 769.644 533.812 4.000 0.170 3.830 7.832 26.700 Summit 30
6 1013.018 534.225 0.170 - - - - - -
Table 6-13: Vertical Alignment details of Service road-I (LHS)

Curve Curve
VIP Algebraic Curve
(m) (%) (m)
(%) (%)
1 0.000 542.735 0.000 -0.742 - - - - -
2 124.342 541.813 -0.742 -3.200 2.459 24.402 10.000 Summit 60
3 257.580 537.549 -3.200 -0.300 -2.901 20.686 26.700 Valley 60
4 335.304 537.316 -0.300 - - - - - -
Table 6-14: Vertical Alignment details of Service road-I (RHS)

Curve Curve
VIP Algebraic Curve
(m) (%) (m)
(%) (%)
1 0.000 542.735 0.000 -0.809 - - - - -
2 124.341 541.729 -0.809 -3.257 2.448 24.515 10.000 Summit 60
3 227.916 538.356 -3.257 -1.068 -2.189 27.415 26.700 Valley 60
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R e po r t o n
4 335.312 537.209 -1.068 - - - - - -

Table 6-15: Vertical Alignment details of Service road-II (LHS)
Curve Curve
VIP Algebraic Curve
(m) (%) (m)
(%) (%)
1 0.000 533.607 0.000 0.170 - - - - -
2 190.632 533.931 0.170 - - - - - -
Table 6-16: Vertical Alignment details of Service road-II (RHS)

Curve Curve
VIP Algebraic Curve
(m) (%) (m)
(%) (%)
1 0.000 533.605 0.000 0.170 - - - - -
2 191.750 533.931 0.170 - - - - - -
6.1.2.3 Junction Improvements
Design standards for at-grade intersections will be in accordance with IRC:SP:41, ‘Guidelines for
the Design of At-Grade Intersections in Rural and Urban Areas’.
All the minor junctions shall be formalized befitting the geometry of the project road introducing
enhanced turning radius at the point of intersection. The following minimum improvements shall
be carried out based on IRC guidelines as part of Junction Improvements.
a) Crossroad Improvements
The crossroads along the project road shall be improved either with concrete road as per the
site conditions to ensure smooth integration with the main road.
b) Channelizing Islands
Channelizing islands would be provided to ensure smooth traffic flow at the junctions
including assisting pedestrians to safely cross at the junctions. It will also reduce the conflict
points at the junctions, thereby ensuring smooth merging and diverging of traffic. The shape
and size of the island will depend on the actual site conditions.
c) Pavement Markings
Pavement marking will be provided at the junctions to guide the road users. Lane markings,
edge markings, directional arrows etc., will be provided to ensure smoother traffic flow. The
pavement markings will be provided adhering to standard drawings and specifications.
d) Road Signs
Necessary road signs will be provided to regulate/ warn/ inform the road. Regulatory signs
will be provided to regulate traffic and alienate conflicting traffic at intersections.
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R e po r t o n
e) Pedestrian Crossing
Pedestrian crossings shall be provided at all intersections to facilitate controlled pedestrian
crossings at junctions. Road Studs are to be provided at intermediate pedestrian crossing
location to highlight the existence of pedestrian crossing at the midway location during night.
Pedestrian facilities have been planned in an integrated manner to ensure a continuous
sidewalk facility and posing optimum control on inter-conflict between pedestrians and
vehicular traffic.
The junctions at Ch. 0+000 km and Ch. 1+000 km are identified as critical with reference to safety
and traffic movements. Therefore, standard junction improvements are typically considered for
the junction.
Pictures shown below indicate the existing condition of the junction vs proposed junction layout
plans.
6-13
Re p or t o n PROJECT PREPARATION (DPR) AND IMPLEMENTATION CONSULTANCY SERVICES (PPICS) FOR MODEL ROAD
F I N A L C O R R ID O R D E V E L O P M E N T P L A N ( F I N A L D P R) CORRIDORS IN HYDERABAD CITY – MISSING LINK CONNECTIVITY PROJECT
Figure 6-3: Existing Junction at Ch. 0+000 km Figure 6-4: Proposed Junction Layout Plan at Ch. 0+000 km
6-14
Re p o r t o n PROJECT PREPARATION (DPR) AND IMPLEMENTATION CONSULTANCY SERVICES (PPICS) FOR MODEL ROAD
F I N A L C O RR I D O R D E V E L O P M E N T P L A N (F I N A L D P R ) CORRIDORS IN HYDERABAD CITY – MISSING LINK CONNECTIVITY PROJECT
Figure 6-5: Existing Junction at Ch. 1+000 km Figure 6-6: Proposed Junction Layout Plan at Ch. 1+000 km
6-15
Report on
6.1.2.4 Other Facilities
6.1.2.4.1 Pedestrian Crossings

Pedestrians are one of the most vulnerable entities of the transportation system. Most of the
developments that have taken place are directed towards the improvement of the vehicular
network and facilities, but little has been done for pedestrians. With an increase in the motor
vehicular traffic the importance for improvement of the pedestrian facilities has become of great
significance. To protect pedestrian while crossing the roads, the design incorporated marked
pedestrian crossings i.e. zebra crossings, staggered pedestrian crossings and pedestrian crossing
controlled by traffic signals wherever necessary. Footpath is proposed on LHS of the road to
facilitate continuous pedestrian movement.
6.1.3 PAVEMENT DESIGN
6.1.3.1 General
Pavement design forms an integral part of a highway project. Pavement construction cost
constitutes the substantial project cost. An adequate and economical design for a pavement
structure is just as important as a design for any other engineering structure. Pavement
performance under prevailing and projected traffic and environmental conditions is considered
to be crucial as it has a direct bearing on the economic returns from the project developments.
An under-designed pavement will fail prematurely, costing more money for repairs. A wasteful
over-design will unnecessarily deplete a limited budget. It should also be emphasized that
pavement design is only one aspect associated with the achievement of sound pavement
performance. A global and integrated approach of DESIGN (materials assessment and pavement
composition), CONSTRUCTION (to meet design requirements, including tolerances and drainage)
and MAINTENANCE (to maintain pavement integrity) is required for high level of pavement
performance.
The objective in the design of the road pavement is to select appropriate pavement, layer
thicknesses and configurations to ensure that the pavement performs adequately and requires
minimal maintenance under the anticipated traffic loading for the design life adopted. To achieve
this objective and thereby to predict the performance of any pavement structure, it is necessary
to analyze material characteristics, traffic, local environment and its impacts, and technology
available for construction. In addition, it is also necessary to presume what level of performance
and what pavement condition will be considered satisfactory. Because of the many variables and
their interactions with the pavement, which influence the result, it is apposite to adopt a
systematic approach to design the pavement.
The objective is to determine the total thickness of the pavement structure as well as thickness
of individual structural layer components. Design strength of pavement must be adequate to
support the projected traffic loading throughout the design period.
6.1.3.2 Main Traffic Corridor

This corridor starts at Sanathnagar and ends at a Khaitan nagar road near to Balanagar junction.
The length of the corridor is about 1.0 km. The corridor crosses through a railway line and
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connects balanagar area in which RUB is proposed. The corridor will be a major connectivity link
from Sanathanagar area to Balanagar.
To assess the existing condition of the road and its connecting roads, visual condition survey has
been conducted throughout the length of the corridor and the summary of the results have been
presented in Chapter-3 (Engineering features of the Corridor).
6.1.3.3 Type of Pavement

The pavement type shall be selected based on merit for particular corridor and connecting on par
with the existing road. Cost and other functional aspects shall be evaluated to finalize the most
suitable system of pavement. Considering above all aspects and discussion with client, Flexible
pavement is considered for service roads and Rigid pavement is considered for RUB approaches.
a) General:
The corridor consists of existing / missing link and the details of the missing links are presented
in Table 6-17.
Table 6-17: Details of existing pavement
Sl. From To Length Proposed Pavement Type/
Service roads
No. (km) (km) (m) Structure
1 0+000 0+400 400 BT Road 390m length of the Service
road on either side of the
0+400 0+510
2 110 Earthern road carriageway
3 0+510 0+645 135 Railway Tracks/Proposed RUB
4 0+645 0+780 135 CC road 190m length of the Service
5 0+780 0+800 20 Nala/Proposed Minor Bridge road on either side of the
0+800 1+000 carriageway
6 200 CC road
The subject corridor is designed with ‘Rigid’ pavement, by considering all above aspects
mentioned in 6.3.1.3 and discussions with client. The rigid pavement design was carried out
adhering to IRC:58-2015 guidelines. The details are discussed in subsequent sections of this
chapter.
Rigid Pavement Design for RUB Approach roads
b) Design Period:
As per IRC:58-2015 clause 5.4, the design life for this missing link road has been taken as 30 years.
c) Design Traffic considerations:
It may be noted that the traffic will be diverted on to this road from other parallel roads. Once
the missing link construction is completed, due to the diversions, the traffic will increase on this
road. The estimated traffic for the base year 2023 on the proposed road is presented in the table
below.
The traffic flow characteristics and the traffic movement expected on the missing link after the
development were assessed and the detailed traffic analysis is discussed in chapter 5.
The base year 2023 traffic considered for the design is summarized in the below table:
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Daily Traffic (Commercial Vehicles/Day):
Mini MAV (Truck Total

Location/Section Buses LCV 2-Axle Truck 3-Axle Truck
Buses Trolley) Vehicles
Missing link section 52 346 498 50 84 56 1,086
d) Growth of Commercial Traffic:

The trend based traffic forecast had been undertaken based on the observations made on the
past traffic growth rates adopted in Comprehensive Transportation Study of HMA-2011 and
Refinement and Revalidation of CTS-2016. In CTS, the Consultants have collected extensive traffic
data covering a wide range of road network. Based on these time series data on various roads
across Hyderabad in year 2011 and 2017, growth trend is analyzed. Using these growth rates,
traffic has been forecasted for the project corridor. Detailed traffic projections are shown in
Chapter-5. Based on the above recommendations, Traffic Growth rate for commercial vehicles is
considered as 3.14%.
e) Percentage of traffic in predominant direction:

Percentage of traffic in predominant direction is considered as 50% (Commercial Vehicles in each
direction) as per Clause 5.5.2.4.
f) Cumulative number of Commercial Vehicles:

The cumulative number of commercial vehicles during the design period estimated from the
following expression.
C= 365 x A {(1+r) (n – 1))} / r

Where:
C = Cumulative number of commercial vehicles during the design period
A = Initial number of commercial vehicles per day in the year when the road is opened to traffic
r = Annual rate of growth of commercial traffic volume (expressed as decimal) i.e. 3.14%
n = Design period in years
g) Design Traffic Factors:

The following design factors are considered in the design of rigid pavement.
 Design traffic factor for multi-lane divided highways = 0.125 (0.25 X 0.5)
 Traffic factor for Bottom Up Cracking (BUC) analysis (for six-hour period during day) = 0.40
 Traffic factor for Top Down Cracking (TDC) analysis (for six-hour period during night) = 0.60
 Proportion of vehicles with spacing between front and the first rear axle less than the
spacing of transverse joints = 0.55 (55% Assumption)
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h) Axle Load Spectrum: (Near Raidurgam Old Mumbai Road)

Summary of the axle load characteristics along the Old Mumbai road near Raidurgam junction,
and these Secondary data collected from the GHMC, the number of equivalent standard axles for
the different categories of commercial vehicles has been determined on the basis of the axle load
surveys and the same axle load data has been adopted for further analysis, and details of axle
load spectrum of single and tandem axles for this project are presented below
Table 6-18: Axle load spectrum of single and tandem axles

Rear Single Axle Rear Tandem Axle
Mid-Point of
Load Group Mid-Point of Frequency Load Group Frequency
Load Group
(kN) Load Group (kN) (%) (kN) (%)
(kN)
185-195 190 0.0 380 - 400 390 0.0
175-185 180 0.2 360 - 380 370 0.0
165-175 170 1.3 340 - 360 350 0.0
155-165 160 1.3 320 - 340 330 0.0
145-155 150 0.2 300 - 320 310 0.0
135-145 140 1.7 280 - 300 290 2.1
125-135 130 1.3 260 - 280 270 11.5
115-125 120 1.9 240 - 260 250 22.9
105-115 110 4.9 220 - 240 230 14.6
95-105 100 1.3 200 - 220 210 11.5
85-95 90 5.4 180 - 200 190 13.5
< 85 80 80.5 < 180 170 24.0
100 100
i) Temperature Differential:
According to Table-1 of IRC: 58-2015, the temperature differential is a function of geographical
location of the project road and the temperature differential to be adopted for the project area
is given below:
Max. Temperature Differential
Concrete Thickness 15 cm 20 cm 25 cm 30 cm – 40 cm
Temperature Differential (0C) 17.3 19.0 20.3 21.0
j) Embankment Soil and Characteristics of Subgrade and Sub base:

Geotechnical Investigation results and findings from trial pits along the corridor are presented in
Chapter-4.
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 Subgrade:
Rigid Pavement is proposed with effective CBR of subgrade of 10% and the materials available at
site from cutting or from borrow areas shall suit the above requirement.
The strength of subgrade is expressed in terms of modulus of subgrade reaction k, which is
defined as the pressure per unit deflection of the foundation. As per Clause 5.7.3.4 of IRC: 58-
2015, the design k-value is often estimated from soaked CBR value.
•Effective Sub grade CBR = 10% is considered for the project
•Modulus of subgrade reaction k-value (MPa/m) = 278 (as per Table 2 of IRC: 58-2015)
k) Concrete Strength
Flexural strength of concrete is required for the purpose of design of concrete slab. Concrete mix
design is usually based on 28-days strength.
Flexural strength of pavement quality concrete considered for the project is 4.5 MPa.
l) Modulus of Elasticity, Poisson’s Ratio & Coefficient of Thermal Expansion of concrete

The values of the various parameters adopted are:
Modulus of Elasticity, E = 30000 MPa
Poisson’s Ratio, μ = 0.15
m) Design of Slab Thickness

The flexural stress due to the combined action of traffic loads and temperature differentials
between the top and bottom fibres of a concrete slab is considered for design of pavement
thickness. Positive temperature during day time will create bottom-up cracking and negative
temperature during night will create top-down cracking in concrete slab. Hence analysis has been
done for these two cases. For bottom-up cracking case, the combination of load and positive non-
linear temperature differential has been considered whereas for top-down cracking analysis, the
combination of load and negative linear temperature differential has been taken.
For a trial slab thickness and other design parameters, the pavement will be checked for
cumulative bottom-up and top-down fatigue damage. Cumulative fatigue damage (CFD) for
bottom-up cracking is significant only during 10 am to 4 pm because of higher stresses, hence
the day traffic during the six hour (10 am to 4 pm) is considered for bottom-up cracking analysis.
Whereas CFD for top-down cracking is significant only during 0 am to 6 am, hence the six-hour
night time traffic (0 am to 6 am) is considered for top-down cracking analysis. Refer Annexure-
6.1.3.3 for Detailed Design of Rigid Pavement.
Design Criterion of Rigid Pavements:
If the sum of Cumulative Fatigue Damages (CFD)
i) due to wheel load and curling stresses at the bottom and
ii) wheel load and curling stresses at the top is less than 1, the pavement is safe
CFD (BUC) +CFD (TDC) <=1, the pavement is safe from large scale cracking.
BUC = Bottom Up Cracking
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TDC = Top Down Cracking

The design thickness may be increased by 10 mm to (i) to permit two retexturing and
(ii) grinding to rectify faulting during the service life
Missing Link Section: From the calculations the total fatigue damage for bottom-up and top
down cracking is 0.27+0.31 = 0.58 which is less than 1.0, the trial thickness 250mm is acceptable;
hence the pavement design is safe.
Design of Joints:
Joints are the critical locations having significant effect on the pavement performance. Cement
concrete pavements have different types of joints given as:
i. Contraction joints
ii. Construction joints
iii. Expansion joints
iv. Longitudinal joint
Transverse and longitudinal joints are critical locations having significant effect on the pavement
performance.
As per Codal recommendations, following spacing of joints are considered for design.
Contraction joints
Spacing of Contraction Joints is considered for design = 4.5m (as per Clause 7.1.3)
Expansion joints
Expansion joints are no longer in use except near permanent structure like bridges and culverts
(as per Clause 7.1.4). A cross drain is proposed with the project stretch. Expansion joints are
proposed at the structure location.
Construction joints
Construction joints are to be placed at contraction joints (as per Clause 7.1.5)
Longitudinal joint
Longitudinal joints are proposed in pavements of width greater than 4.5m to allow transverse
contraction and warping (as per Clause 7.1.6)
Load transfer at Transverse joints – DOWEL BARS
 For heavy traffic > 450 CVPD, dowels are to be provided (as per Clause 7.2.6)
 Transverse joints are provided by means of mild steel round dowel bars
 Modulus of dowel support ranges from 80,000 to 4,15,000 MPa/m, 4,15,000 MPa/m is adopted for
design
 Dowel bars enable good riding quality to be maintained by preventing faulting at the joints
 Each dowel bar is designed for the maximum load being transferred by it for the allowable bearing
pressure (Fb)
 90-day (48 MPa) compressive strength shall be considered for the computation of allowable bearing
stress (as per Clause 7.2.5)
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 Recommended diameter and length of dowel bars in Transverse Joints are as per Table 5 of IRC:
SP:58-2015
 Tie bars in Longitudinal Joints (As per Table 6 of IRC: SP:58-2015)
Based on the above design parameters, the summary of Rigid Pavement design elements are
proposed for the project is presented in below table.
Pavement composition for Rigid Pavement

Sl. No. Parameters Values Units
1 Effective Subgrade CBR 10 %
2 GSB thickness 200 mm
3 DLC thickness 150 mm
4 PQC thickness 250 mm
5 Concrete Grade for PQC M40 Mpa
6 Length of pavement panel 4.5 m
7 Width of pavement panel 3.75 m
8 Diameter of plain Dowel Bar 32 mm
9 Length of Dowel Bar 450 mm
10 Spacing of Dowel Bar 300 mm
11 Diameter of Tie Bar (Tor steel) 12 mm
12 Length of Tie Bar 640 mm
13 Spacing of Tie Bar 720 mm
Refer Annexure 6.1.3.3 for Detailed Design of Rigid Pavement.
6.1.3.4 Pavement Cross Section of Main Carriageway

Typical Cross Section showing pavement composition is shown below and the chainage wise
detailed cross sections of the corridor are presented in Drawings Volume.
Figure 6-7: TCS showing pavement composition for construction of 4-lane carriageway with rigid
pavement
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Flexible Pavement Design for service roads along the corridor

a) Design Period:
As per IRC 37-2018 clause 4.3.1 Urban Roads, the design life for this major road has been taken as
20 years. However, because of cost considerations and also to take into account the adverse
effects of oxidation on the structural life of asphalt, surfacing courses including the binder courses
can be designed for a lesser life period. During this period, functional overlays in the form of thin
bituminous layers would be required to provide a good riding surface and also to retard
deterioration of the pavement.
During discussions with HRDCL Officers, it was suggested that the base and sub base courses
(Granular layers) of the pavement can be designed for the full design life period of 20 years. It was
also suggested to propose stage construction for the bituminous layers above the same due to
paucity of funds and 50 mm thick DBM and 30 mm thick BC may be proposed to cater to the
present needs (10 to 15 years). The road pavement can be strengthened subsequently as and when
the traffic intensity warrants for the same separately. Accordingly, the proposals are made.
The base and sub-base courses (Granular Layers) of the pavement have however been designed
for the full design life period of 20-years as instructed.
b) Design Traffic considerations:

It may be noted that the traffic will be diverted on to this road from other parallel roads. Once
the missing link construction is completed, due to the diversions, the traffic will increase on this
road. The estimated traffic for the base year 2021 on the proposed road is presented in the table
below.
The traffic flow characteristics and the traffic movement expected on the missing link after the
development were assessed and the detailed traffic analysis is discussed in chapter 5.
The base year 2023 traffic considered for the design is summarized in the below table:
Daily Traffic (Commercial Vehicles/Day):
Mini MAV (Truck Total

Location/Section Buses LCV 2-Axle Truck 3-Axle Truck
Buses Trolley) Vehicles
Missing link section 52 346 498 50 84 56 1,086
c) Growth of Commercial Traffic:

The trend based traffic forecast had been undertaken based on the observations made on the
past traffic growth rates adopted in Comprehensive Transportation Study of HMA-2011 and
Refinement and Revalidation of CTS-2016. In CTS, the Consultants have collected extensive traffic
data covering a wide range of road network. Based on these time series data on various roads
across Hyderabad in year 2011 and 2017, growth trend is analyzed. Using these growth rates,
traffic has been forecasted for the project corridor. Detailed traffic projections are shown in
Chapter-5. Based on the above recommendations, Traffic Growth rate for commercial vehicles is
considered as 3.14%.
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d) Axle load spectrum and VDF:

As per clause 4.4.6 in IRC: 37-2018 i.e., due to the absence of axle loads of typical commercial
vehicles plying on the proposed corridor, the indicative VDF values (as per clause 4.4.6 Table 4.2
in IRC: 37-2018) have been considered and adopted for design purpose. Refer Annexure 6.1.3.4
for detailed analysis of MSA calculations.
e) Embankment Soil and Characteristics of Subgrade and Subbase:
Subgrade:
Flexible Pavement is proposed with effective CBR of subgrade of 10% and the materials available
at site from cutting or from borrow areas shall suit the above requirement.
f) Design of Pavement Structure as per IRC: 37-2018 for widening/new construction of

flexible pavement
The requirements of pavement composition have been worked out using table given IRC in
37:2018. The total thickness of pavement required is worked out for a design life period of 20
years. The projected traffic intensity will be 16 msa in 20 years (i.e. 2042). However, the required
granular layers (GSB and WMM) only are proposed for a design life period of 20 years while
bituminous layers like BC and DBM are proposed to cater to the immediate needs due to
economic considerations as advised by HRDCL. The balance required for a design period of 20
years shall be laid as overlay as and when required depending on the traffic intensity.
The pavement composition and MSA values are given in Table 6-19.
Table 6-19: Proposed pavement composition and thickness for Widening/ New construction of
pavement (Service roads)
Pavement composition Proposed Pavement
Corridor MSA (20 Years)
required (20 years) composition
Construction of BC – 40 mm BC – 30 mm
Sanathnagar RUB and
Minor Bridge across DBM – 60 mm DBM – 50 mm
16
Kukatpally Nala in the WMM – 250 mm WMM – 250 mm
missing Link Corridor
No. 60 GSB – 200 mm GSB – 200 mm
Detailed MSA calculations are presented at Annexures 6.1.3.4
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Figure 6-8: TCS showing pavement composition for construction of Intermediate Lane (Service
road) with flexible pavement
6.1.4 PROTECTION OF APPROACH ROADS

The ground level and the track level has a minor difference at present condition. After the
construction of RUB, the level difference from the bottom of RUB to the top of approach roads
would be more than 10m. Service roads are to be provided beside the approach roads for giving
access to adjacent developments. Hence for the protection of the approach roads and service roads,
retaining walls with various heights are proposed on both sides.
Figure 6-9: Proposed Retaining wall
6.1.5 DRAINAGE SUMP

After construction of RUB the rain water during monsoon season from both ends will accumulate
at the end of RUB. So a structure needs to be constructed with opening inlets (Grating) from the
main carriageway into the drainage sump to stop waterlogging on the roads.
The direction of flow is shown in below Figure 6-10
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Figure 6-10: Storm water flow Direction

This drain needs to be connected to the nearby nala by providing appropriate invert levels for
the smooth flow of the drain water. As per hydrological calculations the drainage sump
dimensions are considered as 20m Length x 20m Width x 3m Depth.
6.1.5.1 Storm water disposal at Sanathnagar RUB:

The portion of approach after RUB bridge proper towards Balanagar side is taken up with U-Type
retaining wall integrated with sump with a capacity of 12.00 Lakh liters (taking into consideration
all the hydraulic factors) under approach portion from Ch.644 to Ch.664m duly strengthening with
pumping system for collection and disposal of storm water.
It is estimated that 12,00,000 liters of water per day is expected to accumulate in the sump during
monsoon period. The collected water needs to be bailed out using 60Hp pump into the adjacent
Kukatpally nala. Two 60Hp pumps (1standby) which are sensor responsive i.e., turn on/off based on
the water level in the sump are proposed. Human supervision is very much necessary regularly
during the monsoon season.
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Figure 6-11: Hydraulic Calculations of Drainage Sump
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Figure 6-12: Dimensions of Drainage Sump
6.1.6 BRIDGES & CROSS DRAINAGE STRUCTURES
6.1.6.1 General
Based on the visual inspection a detailed inventory is prepared. Necessary geotechnical
investigation, hydrological study, etc., have also been carried out to identify requirements of any
Cross Drainage structures. This chapter deals with location of the structures and general design
methodology for the new structures, etc., which are discussed below.
6.1.6.2 Field Survey and Site Investigation

The proposed missing link is traversing in a plain terrain and the land use observed is residential,
commercial and vacant lands. The proposal of Cross Drainage structure is based on
reconnaissance survey, topographical survey plan, hydraulic and sewerage calculations. Based
on these calculations, Minor Bridge has been proposed.
6.1.6.3 Structural Design Criteria of C.D. Structures and Loading Parameters

C.D. Structures are recommended adhering to IRC:SP:13 and Standard Specifications
recommended by MoRTH.
 Loading: The calculations of Dead Load, Live Load and Superimposed Load have been
considered adhering to IRC:6 (Standard Specifications & Code of Practice for Road Bridges).
 Head walls/Wing walls: The design criteria factors of the head walls for culverts are
considered from IRC-SP:13.
 Protection Measures: The floor protection shall comprise of boulders (packed properly) with
curtain walls and flexible apron as recommended in the IRC:SP:13 and also reflected in the
standard drawings prepared by MoRTH.
 Structural Drawings: The specifications mentioned in the MoRTH Standard drawings have
been followed for the structural drawings.
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6.1.6.4 Brief details of proposed Minor Bridge

 Minor Bridge at Ch. 0+210 km:
The proposed corridor needs to cross a Kukatpally nala of width 20 m and for better connectivity
and to reduce traffic congestion at this location, a bridge needs to be constructed. The flow
parameters of the nala have been considered in particular at upstream and downstream end.
The hydrological parameters at the proposed bridge location have been collected from GHMC
Authority and according to the calculations a minor bridge with 2 vents of 10m span is proposed.
 Dimensions of Minor Bridge:

1. Span: 10 m
2. No. of Vents: 2
3. Width of Bridge: 40 m (Including Service roads)
4. Direction of Flow: Left to Right
5. Slab thickness: 750 mm
6. Raft thickness: 680 mm
6.1.6.5 Design of the Minor Bridge

Loadings considered:
 Dead load has been placed in model with actual load calculation.
 Wearing coat, earth fill on bottom slab and footpath load has been considered as
superimposed dead load. Load has been placed on top members as uniform distributed load.
 Earth pressure has been calculated considering Coulombs Theory as per codal provision and
placed on vertical members as trapezoidal load. Earth pressure at dry and saturated backfill
condition (i.e. no water inside box but backfill soil is fully saturated) will be considered in
analysis.
 The live load dispersion has been calculated according to Clause 305.16.2 of IRC:112 i.e.
effective width method. All live loads have been considered at center of box to get maximum
impact. Footpath live load has also been considered.
Load Combination:
 Load and moments are tabulated for different sections for different loads and load
combination is done as per IRC Codal provisions.
Design consideration for Slab:

 Minor Bridge Slab Structure has been designed as per limit state design concept as per IRC:112.
 Design mix considered M-40 for sever exposure condition.
 Reinforcement to be used TMT bar grade Fe-500 as per IS 1786.
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LOADING:
 Dead Load (DL)

Unit weight for Dead Load calculation has been considered by adopting as per IRC: 6 (Standard
Specifications and Code of Practice for Road Bridges, Section-II – Loads and Stresses).
 Superimposed Dead Load (SIDL)
Unit weights as per IRC: 6 have been followed for Superimposed Dead Load calculations. For
calculating the extra load due to wearing course average thickness of 65 mm is adopted.
 Carriageway Live Load (LL)

Live Loads conforming to IRC 6 have been considered for the analysis of the structure. Also the
Class of loading whichever produces the severe effect has been adopted for the design.
The following Live Loads are considered for the analysis.
1. Class 70R IRC Loading

2. 3 lane of Class A IRC Loading
General Arrangement Drawing is prepared as per MORT&H standard plans and design has been
checked as per IRC standards.
6.1.6.6 DESIGN STANDARDS

The general standards for design of structures will be governing as presented in the following table.
Table 6-20: Design Standards - Structures

Sl. No. Item Standard
1 Cross Slope Structure deck slab will have a cross-slope of 2.5%.
Wearing Bituminous wearing course (of 100 mm thickness)/ as per MoRTH
2
Course Specifications.
3 Bed Protection Minor bridge will have proper bed protection, as per IRC:89 - 1997.
Design will be as per relevant IRC standards and guidelines.
Codes and Publications:

Indian Road Congress (IRC) publications will generally be used for the design and detailing.
However, wherever, the IRC publications are silent, other Indian/AASTHO standards or special
literatures may be referred along with good engineering practices.
List of various codes/Standard Practices to be followed for the project is furnished hereunder:
 IRC:5 – Standard Specifications and Code of Practice for Road Bridges – Section-1
 IRC:6 – Standard Specifications and Code of Practice for Road Bridges – Section-2
 IRC:112– Cement Concrete (Plain Reinforced)
 IRC: 78 – Foundation & Substructure
 IRC: 87 – Guidelines for Design and Erection of False work for Road Bridges
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 IRC: 89 – Guidelines for Design and Construction of River Training and Control Works for Road
Bridges
 IRC: SP-13 – Guidelines for Design of Small Bridges and Culverts
 IRC: SP-69 – Guide Lines and Specifications for Expansion Joints
 MOR&TH Specifications for Road & Bridges -2013, 5th Revision
 IS:456-2000 – Plain Cement Concrete
6.1.6.7 Summary of the Cross Drainage Structures
The details of the proposed Cross Drainage structure in the project corridor is mentioned in Table
6-21 and the location of C.D. Structure is mentioned in Figure 6-13.
Table 6-21: Details of Minor Bridge proposed
Width Depth Length

Sl. Chainage Type of Structure No. of of of Flow of
No. (km) Structure Material Vents Bridge Bridge Direction Bridge
(m) (m) (m)
Minor
1 0+790 RCC 2 12 4.5 L to R 22
Bridge
Figure 6-13: Location of the Minor Bridge proposed
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6.1.7 ROAD UNDER BRIDGE (RUB)
6.1.7.1 INTRODUCTION
In urban areas, the railway tracks have to cross the roads in and around highly populated and well
built up locations. So if a level crossing is provided in such locations, these level crossings either
manned or unmanned, cause traffic jams when a train has to pass by. As both population and
traffic are increasing day by day, delays and the risk of accidents at such crossings are also
increasing. Majority of train accidents were at level crossings and so Indian Railways have decided
to go for Road Over Bridges (ROBs) and Road Under Bridges (RUBs) wherever necessary in
populated cities. As the cities are ahead developed, the land acquisition for construction of ROB is
difficult and sometimes not possible, so under such cases RUBs are preferred.
6.1.7.2 SITE SELECTION AND DESCRIPTION

A RUB with 2 vents using Box Pushing method is proposed in order to minimise interruption for
rail traffic. The satellite image showing the proposed RUB location is given below.
Proposed RUB location
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6.1.7.3 DIMENSIONS OF THE PROPOSED RUB - RCC BOX
Figure 6-14: Picture showing the detailed dimensions of the proposed RUB finalized by Railways
 DESIGN DATA
Table 6-22: Dimensions of the proposed RUB finalized by Railways

2 vents of
Size of the box
9.5 m X 5.5 m
Length of the box 132 m
Thickness of top slab 0.9 m
Thickness of bottom slab 0.9 m
Thickness of end vertical walls 0.9 m
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7 ROAD INFRASTRUCTURE
In the present chapter a detailed description of various road attributes is presented. The road
attributes include pavement markings, pedestrian crossings, road signs, road studs, etc.
7.1 ROAD MARKINGS

Pavement markings facilitate channelizing traffic within lane, alerting traffic about imminent
hazards and mandates traffic control at junction areas. They are highly important on urban roads
and intersections as they assist enhancing road safety through alienating paths of travel.
Pavement marking for the project road to be adopted as per IRC: 35-2015 which includes
longitudinal markings, cross striping at junctions or at hazardous locations, or text markings on the
pavement, etc.
Pavement marking paint shall be in accordance with IRC 35:2015 and 5th Revision of MORT&H.
7.2 PEDESTRIAN CROSSINGS

Pedestrians are one of the most vulnerable entities of the transportation system. Most of the
developments that have taken place are directed towards the improvement of the vehicular
network and facilities, but little has been done for the pedestrians. With an increase in the motor
vehicular traffic and the corresponding increase in the congestion and increase in the road
accidents, the importance for improvement of the pedestrian facilities has assumed great
significance.
Pedestrian crossings shall be provided at important intersections where conflict exists between
vehicular and pedestrian movements. The site should be so selected that the pedestrians are
subjected to minimum inconvenience and the vehicular traffic too is not interrupted very often.
The facilities for such movement can be Zebra Crossings, Table Top Crossings, Pelican Crossings
and Pedestrian Traffic Signals. This will provide input for the improvement in design of these
facilities so that pedestrian movement can be faster, efficient and convenient.
The Pedestrian Crossings in the project corridor is proposed as per IRC: 103-2012. Minimum of 3
m wide pedestrian crossing is proposed in the corridor.
Pedestrian crossing is proposed with black and white stripes, which is embossed texture for easy
detection by persons with vision impairment. Thermoplastic paint with 5 mm embossed texture
will be used.
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7.3 ROAD SIGNS

The purpose of installing road signs is to guide, promote road safety and efficiency by providing
for the orderly movement of all road users. Road signs notify road users of regulations and provide
warning and guidance needed for reasonably safe, uniform and efficient operation.
To be effective, a road sign should meet five basic requirements:
 Fulfil a need;
 Command attention;
 Convey a clear, simple meaning;
 Command respect from road users; and
 Give adequate time for proper response.
Design, placement, operation, maintenance, and uniformity are aspects that are carefully
considered in order to maximize the ability of a road sign to meet these five basic requirements.
Road signs should be placed and operated in a uniform and consistent manner. Road signs which
are not necessary and irrelevant should be removed. Information road signs are installed within
the vicinity of junctions to provide information on locations nearby villages/ cities for the
commuters. All these signs are designed adhering to the latest IRC: 67-2012 Code of practice.
Three types of road signs will be provided (such as Mandatory/Regulatory, Cautionary/Warnings,

and Informatory signs. These include roadside signs, overhead signs and curb mounted signs along
the entire project corridor. Locations of signs will conform to IRC: 67 and Section 800 of MORTH
Specifications.
Material for Road Sign Boards:
The material for road signage should adhere to IRC: 67-2012 Section-6. The foundation for signs
should include M 25 grade concrete, and reinforcing steel should adhere to IS 1786; nuts, bolts
and washers should adhere to IS 1367& IS 1364, Plates and supports shall conform to IS 226 and
IS 2062, substrate shall be either aluminum sheeting or aluminum composite material (ACM) and
all other specifications should adhere to respective IRC Guidelines to withstand wind gusts and
other loads.
Colour for Sign Boards:

Signs will be provided with Retro reflective sheeting and/or overlay film. The colour of the material
should adhere to Section 8.3 of IRC: 67-2012.
The mandatory and warning signs shall be provided with white background and red border. The
legend/symbol of these signs shall be in black.
The colours for informatory or guide signs shall be distinct for different category of roads. The
colour pattern for direction information sign in urban roads is blue background with white
arrows/border/letters.
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Re p or t o n PROJECT PREPARATION (DPR) AND IMPLEMENTATION CONSULTANCY SERVICES (PPICS) FOR MODEL
F I N A L C O R R ID O R D E V E L O P ME N T P L A N (F I N A L D P R) ROAD CORRIDORS IN HYDERABAD CITY – MISSING LINK CONNECTIVITY PROJECT
Table 7-1: Road Sign Boards proposed along the corridor

SUMMARY OF SIGN BOARDS
Along the
corridor
In Junctions (Other Location of Sign Boards Chainage (km)
S.No. Dimension of Sign Boards Name of Sign Board Type of Sign Board than
Junctions)
No. No. LHS Median RHS
1 90 cm Octagonal Stop Sign Mandatory Sign 6
Cautionary/Warning
2 90 cm Triangle Pedestrian Crossing 7
Sign
Advance Direction 0+000; 0+200
3 Rectangle Informatory Sign 7
Sign
Object Hazard Cautionary/Warning
4 30 cm x 90 cm Rectangle 6
Marker Sign
Two way Hazard Cautionary/Warning
5 45 cm x 90 cm 3
Marker Sign
Maximum Speed
6 60 cm Circular Mandatory Sign 2 0+080 0+920 -
Limit(40 kmph)
Object Hazard Cautionary/
7 30 cm x 90 cm Rectangle 2 0+230 - 0+780
Marker Warning Sign
Total number of Sign Boards at Junctions 29
Total number of Sign Boards along the corridor other than junctions 4
Total number of Sign Boards along the corridor 33
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7.4 ROAD STUDS

Retro-Reflective Studs are used to supplement longitudinal/transverse reflectorized road markings,
which would improve visibility in night time and adverse weather conditions. Road studs are also
used across the carriageway to serve as speed arrestor coupled with warning through the creation
of the rumbling sensation to the user. Series of such road reflector studs are to be laid in advance
of turnings, junction crossings, end of the flyover section wherein road crashes are prevalent in
accordance with the IRC:35 - Code of Practice for Road Markings in Section 5.
Spacing of about 18 m is maintained in normal section of the road along shoulder side edge line and
median side edge line for divided carriageways and along centre line and edge line for undivided
roads.
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8 ENVIRONMENTAL AND SOCIAL IMPACT

ASSESSMENT
This chapter elucidates the natural, physical, topographical and environmental features
of the influence area along “SANATHNAGAR RUB IN MISSING LINK CORRIDOR NO. 60)”. Environmental,
Social and Land Use characteristics of the corridor are analysed by preparing an Environmental
and Social Inventory for every 100 m. The impacts of road development on the existing trees,
cultural properties, other structures, etc., are further presented in this chapter.
8.1 Environmental and Social Inventory
An inventory of environmental and social features of the priority corridor captures the existing
number of trees with their average girth and average distance from the edge of the carriageway.
Further, the inventory also provides information on the clear width available, cultural properties
and community properties within the proposed ROW (Right of Way). Based on the inventory of
the features along the roads, impacts of the proposed road improvements on the existing
features are critically analysed. The following sections summaries the key findings from the
inventory exercise.
8.1.1 Findings
The proposed Sanath Nagar RUB is located on the railway line between Sanath Nagar Railway
Station and Fathenagar Railway Station in Sanath Nagar and Cooperative Industrial Estate area
(adjacent to Shivalayam Road). A main line with 3 tracks and a running line (for industrial cargo
loading) with 2 tracks are falling along the RUB alignment.
After construction of the proposed RUB, the road connecting ‘Sanath Nagar Road’ and ‘Khaitan
Nagar Road’ will be the shortest path for commuters travelling from Erragadda and Sanath Nagar
areas to Kukatpally Industrial Estate, Balanagar and Jeedimetla areas. Traffic coming from Sanath
Nagar, Erragadda and nearby areas and going towards Kukatpally Industrial Estate, Balanagar,
Jeedimetla and surroundings areas will be diverted on to this route instead of taking Fathenagar
ROB.
Corridor Details:
Table 8.1: Chainage wise Land use
Chainage (m) Land Use

From To Left Right
0 200 Mixed land use Mixed land use
200 400 Industries Industries
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Chainage (m) Land Use

From To Left Right
800 1000 Commercial Commercial
Figure 8-1: Map of existing situation of the Sanatnagar RUB
8.2 Legal Framework

This section illustrates the national or state legal acts/ guidelines applicable and to be
followed in various stages of the project. Various applicable rules to the project must be
complied according to the criteria. Thus, the acts and rules are further explained in Annexure
8.2.
8.3 Baseline Environment

Physical Environment, Environmental quality, and other features are elaborated in this
section.
Hyderabad experiences Semi-arid and tropical climatic conditions. The wet season is
overcast and oppressive, and dry season is clear. The hottest months are March to June with
the daily mean minimum and maximum temperatures of 270 C to 390 C respectively. The
coolest season is from October to January with daily mean minimum and maximum
temperatures of 160 C to 280 C respectively. The city receives an average annual rainfall of
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810 mm of which 74% contribution is from Southwest monsoon, and 14% is from northeast
monsoon. The recorded average wind speed is 5 m/sec. July to September is highly humid
months with an average humidity up to 80%.
8.3.1 Topography and Terrain

GHMC (Greater Hyderabad Municipal Corporation) is in the central part of Telangana State spread
over an area of 650 sq.km. The city has a unique sloping terrain with altitude ranging between
600m at small hillocks such as Banjara Hills, and 450 m near Musi River. For “Sanath Nagar RUB”
that maximum elevation is 1586m.
Figure 8-2: Altitude Map
8.3.2 Ambient Air Quality (AAQ)

The Telangana State Pollution Control Board (TSPCB) is frequently monitoring ambient air
quality, water quality and Noise quality at selected locations across the state. The key air
quality parameters monitored are, PM2.5, PM10, CO, O3, SO2, NOx, NH3. The data collected
from Stations (24 hours monitoring) the one reference station namely Sanat Nagar along the
selected corridor. There are no Eco sensitive zones in the corridor. From the outcome of the
analysis, it is observed that the concentration of CO, O3, SO2, and benzene are within the
NAAQ standards. The concentrations of PM10 and NOx are slightly higher than the NAAQS,
whereas the PM10 concentration shows an increase (40 to 50 µg/m3) in comparison with the
NAAQ standards. Higher PM concentrations cause respiratory problems to people and
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animals in the area and higher NOx concentrations in presence of Ozone reacts with Volatile
organic compounds forming small particles that penetrate deep into the lung tissue causing
permanent damage with long and continuous exposure.
Table 8-1: AAQ for Eco Sensitive Industrial and Residential areas
AAQ for Eco-sensitive area AAQ for Industrial and residential areas
Source: Ambient air quality monitoring data from TSPCB, 2023
Table 8-2: Air Pollution Monitoring near the Corridor
Air Pollution SO2 Standards NO2 Standards PM10 Standards PM2.5 Standards
Monitoring
μg/m3
Station
Sanat nagar 3.7 50.00 22.9 40.00 NA 60.00 73 40.00
Source: Telangana State Pollution Control Board, December 2022 NA: Not Available. Instruments are under
repair.
8.3.2.1 Ambient Noise Quality

Similar to the AAQ, the noise quality data has been obtained from the TSPCB for the regular
monitoring stations. Out of which, one noise monitoring location is sanatnagar observed to
be located near the corridor and hence, the monitoring outcome/ data has been taken for
discussing the noise quality of the project area. From the outcome of the monitoring results
(refer th the noise quality standards.
Table 8-3), it is evident that all the locations are having higher noise levels for both day and
night in comparison with the noise quality standards.
Table 8-3: Details of Noise Quality
Gachibowli Day (Leq) Night (Leq)
Recorded noise levels dB (A) 67.43 69.42
Standards dB (A) 50 40
Source: Noise quality monitoring data from TSPCB, 2022
8.3.2.2 Water Resources
The Hyderabad Metro Water Supply and Sewerage Board (HMWS&SB) is supplying water to
the city from surface water sources such as River Musi, and other man-made/ natural tanks
viz., Hussain Sagar, Mir Alam Tank, Afzal Sagar, Jalpalli, Ma Sehaba Tank, Osman Sagar,
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Himayathsagar and Saroor Nagar Lake. As the city grew physically and demographically over
the years, the water lakes either shrunk or dried up due to unabated human encroachments.
In the face of the inadequacy of drinking water supply, population of some parts of the city
is dependent on the groundwater sources. The groundwater levels in the city vary between
5 m to 20 m below ground level in the pre-monsoon and 2 m to 15 m below ground level in
the post monsoon. The core area of the city and dense urban agglomerations viz.,
Bowenpally, Kothapeta, Sanath Nagar, Miyapur, Kukatpally, Chanda Nagar, Dilshuknagar and
Madhapur are highly exploited areas having deep below ground water level. There is no
water body near the corridor.
Figure 8-3: No water bodies observed near the corridor
8.3.2.3 Water Quality

The Central Pollution Control Board (CPCB) under the National Water Quality Monitoring
Programme (NWMP) monitors the surface water quality and the Central Groundwater Board
(CGWB) monitors the groundwater quality. As per secondary data, it is evident that the key
water quality parameters like pH, Chloride (mg/L), Fluoride (mg/L), Nitrate-N (mg/L),
Hardness (mg/L), Calcium (mg/L), Magnesium (mg/L), Sulphate (mg/L), TDS (mg/L) and Total
Coliforms (MPN/100 ml) are within the tolerance limit in comparison with the standard
stipulated for inland surface waters - Class C (IS; 2296-1982). However, other water quality
parameters like the water turbidity, Ammonia and BOD is recorded high for all surface water
samples, suggestive of high organic contamination. There is an increase in the DO and BOD
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concentration at Langar House Lake and Mir Alam Tank respectively. As part of regular
groundwater quality monitoring programme by Central Ground Water Board, groundwater
samples from 29 locations are collected in Hyderabad and analysed for various physico-
chemical parameters including pH, Electrical conductivity, Chloride, Nitrate and Fluoride.
From the analysis, the pH and Chloride concentration are observed within the permissible
limits, however, the concentration of Nitrate and fluoride are higher than the permissible
limits. Drinking water containing higher concentrations of nitrate leads to infant
Methaemaglobenemia, cause gastric cancer, effects to central nervous and cardiac system;
high concentration of Fluorine causes dental problems and very high concentrations lead to
skeletal fluorosis.
8.3.2.4 Ground Water Quality

As part of regular groundwater quality monitoring programme by Central Ground Water
Board, groundwater samples from 29 locations are collected in Hyderabad and analysed for
various physico-chemical parameters including pH, Electrical conductivity, Chloride, Nitrate
and fluoride. From the analysis, the pH and Chloride concentration are observed within the
permissible limits, however, the concentration of Nitrate and fluoride are higher than the
permissible limits. Drinking water containing higher concentrations of nitrate leads to infant
Methaemaglobenemia, cause gastric cancer, effects to central nervous and cardiac system;
high concentration of fluorine causes dental problems and very high concentrations lead to
skeletal fluorosis.
8.3.2.5 Flora and Fauna

The floral populace is dominated by the presence of scrub, and dry deciduous type of
vegetation. Over 1500 species belonging to 730 genera and 160 families of flora are
identified in the Hyderabad city. Despite being urban area the vegetation and bio-diversity
in the city is preserved in 3 National parks in and near the peripherals of the city in the form
of KBR Park, Mrugavani National Park, and Mahavir Harina Vasanthali National Park and
Nehru Zoological Park.
8.3.3 Social Environment

This sub-section deals with social profile of the project area. The census details of the
corresponding wards, in which the corridor traverse is taken for describing the demography
profile, and socio economic profile. For the analysis of the demographic profile and socio-
economic profile along the corridors the wards they are passing through are selected and
consolidated separately. All the wards that are traversed by the corridor are shown below:
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Table 8-4: Wards adjoining the Corridor
Corridor No Corridor Name ward
60 SANATHNAGAR RUB IN MISSING LINK) 101
8.3.4 Demographic profile

The corridor is situated generally in a plain terrain and the details of primary land use
alongside the road corridor is noted. The developments along the road are observed to be
residential, commercial, vacant lands and water body. The census details of the entire stretch
of the corridor are given below:
Table 8-5: Demographic profile of the corridor
SC/
Corridor Total Male Female Child (0-6) Boys (0-6) Girls (0-6) Literacy
Ward ST
No Population Population Population Population Population Population (%)
(%)
60 101 30230 21120 19110 1780 973 807 8.2 78
8.4 Potential Environmental impacts, social impacts and mitigation

This section assesses the nature, type and magnitude of the potential impacts that are likely
on the various relevant physical, biological and social components along the selected missing
link corridor. The proposed construction activities do not involve major or long term impacts
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on the climate and meteorology in all stages of the project planning, construction or
operation. Implementation of the project will not have any permanent impact on the
topography and terrain. Implementation of the project will not have any permanent impact
on the topography and terrain. With the implementation of the project, there will be
emissions from the traffic. Emissions from asphalt hot-mix plants, transportation of
construction materials and vehicular movement along the project roads will have temporary
but significant impact on air quality during project construction. Felling/ removal of trees for
the road construction purposes shall have direct impact on the air quality. Major contributor
to the air pollutants in the area during project operation would be attributed to the increase
in road traffic. During the project construction, there will be an increase in noise levels due to
the movement of the construction vehicles and construction related activities (including
clearing / grubbing, demolition etc.,) in the project area. Demarcated “no horn zones” and
vehicle movement has to be restricted in sensitive areas during night time.
8.4.1 Land Requirement and Structure Acquisition

As per the proposed ROW, the impact on the existing building/ structure and land has been
assessed. The road width is designed to have uniform ROW with junction improvements for easing
traffic congestion. The roads are designed to be within the ROW and hence any structures that are
located within the ROW shall be considered as encroachment and shall be removed with prior
notice. Compensation shall be worked out/ estimated only for the titleholders. Actual land
acquisition details will be worked out during the Final DPR stage after conducting the surveys at
site. The Land Acquisition drawings are presented in the Drawings Volume.
Table 8-6: Land Structure Acquisition Land Requirement
Total land required
Corridor Sq.m Acres
Sanatnagar RUB 13016.66 3.22
* - Approval awaited from GHMC & Revenue Department
8.4.1.1 Religious and Cultural Properties

There are no cultural and religious properties located with in RoW.
Critical Issues :
A minor bridge needs to be proposed over a nala to complete the road section from proposed
RUB to Khaitan Nagar Road, without which the whole purpose of proposing Sanath Nagar RUB
will not be fulfilled.
Water pipe line for industries is observed near the railway line.
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8.5 Environmental Monitoring Program

The Environmental and Social Management Plan and Site and Activity Specific
Plans/Programs as per ESMP for the corridor are given in Annexure 8.5A and 8.5B. For each
of the environmental components, the monitoring program specifies the parameters to be
monitored; location of the monitoring sites and duration of monitoring. The monitoring
program also specifies the applicable standards, implementation and supervising
responsibilities. Monitoring program does not include the requirement of arising out of
regulation provision such as obtaining NOC/ consent for plant site operation.
8.5.1 Environmental Monitoring Locations
Based on the land use pattern along the project roads, the environmental monitoring
locations are identified by covering, the residential/ commercial areas, schools/institutions,
cultural/religious locations and water bodies. There are no waterbodies near the proposed
RUB. The environmental monitoring shall be conducted as per the CPCB, MoEF&CC and
Central Public Health and Environment Engineering Organization (CPHEEO) stipulated
methods and standards. As of now Telangana State pollution Control Board Head office there
is air CQQMS monitoring location is there. The monitoring locations selected are listed in
Table 8-7.
Table 8-7: Environmental Quality monitoring locations of corridor
Land Use /
Corridor No. Parameter Location
Body
TSPCB head office
Sanathnagar Institution
Air (station is available)
RUB Water - -
8.6 ESMP Implementation Cost

The monitoring program for the various environmental condition indicators of the project in
pre-construction and construction stages are presented in Annexure 8.6. As part of good
construction practices, there have been several measures as safety, signage, dust
suppression, procurement of personal protective equipment, provision of drains, etc. and
the costs for which will be included in the design costs/ civil costs. Therefore, these items of
costs have not been included in the ESMP Implementation budget. Only those items not
covered under budgets for construction are considered in the ESMP budget. The Total ESMP
cost is given in Table 8-8
.
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Table 8-8: ESMP Budget for the Corridor

Amount
Sl. No. Category Quantity Units Rate
(in Rupees)
A Environmental Mitigation Measures
Silt Trap near water body
B Environmental Baseline Monitoring
Pre-construction
Air Quality One samples at the 1 10,000.00 10,000.00
2.
Noise Monitoring time of pre- 1 4,000.00 4,000.00
Water Quality construction 1 10,000.00 10,000.00
Construction
Air Quality 2 samples per year 12 10,000.00 120,000.00
Noise Monitoring (biannual) during 12 4,000.00 48,000.00
Construction
3.
Period if nearby
Water Quality locations there is 8 10,000.00 80,000.00
no monitoring
stations
C Avenue trees transplantation
Girth size < 1.26 m - - -
Girth size 1.26 m - 2.52 m - - -
Girth size > 2.52 m - - -
Total 2,72,000
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9 COST ESTIMATES
9.1 GENERAL
Cost Estimate is an important component of the detailed project study as it provides vital input to
economic evaluation. The cost estimation has been prepared for the project corridor with Flexible
Pavement including structures, footpath, utility ducts, etc.
9.2 APPROACH AND METHODLOGY

Rate Analysis adopted for the Project’s cost estimation is prepared based on current SSR 2022-23
Telangana in integration with Standard Data Book for Roads & Bridges in line with MORTH 5th
revision published by Ministry of Road Transport and Highways (MORTH).
The Project cost for development of Missing Links is prepared with respect to the typical cross
section referred in the Report and rates for respective civil works have been arrived based on the
rate analysis. The rate analysis is carried out using the rates of labor, material and machinery
published in Schedule of Rates of Telangana (SSR 2022-23) by PH&MED, Government of Telangana
and star materials rates like cement, steel, etc. has been taken from the monthly committee rates
(Feb 2023) published PHMED Telangana.
The methodology for arriving at a cost for each work item involved in this project is briefly
described as follows:
 In accordance with SSR 2022-23 and acceptance of sanctioning authority, Municipal area
allowance over the labour component at the rate of 40 % is considered in rate analysis.
 Construction Material rates are prepared by considering base rate, transportation to site,
machine crushing charges, blasting charges, etc., as per SSR 2022-23.
 13.615% as overheads and contractor’s profit is adopted for rate analysis as per SSR 2022-
23 and it is loaded over the labour, material, machinery, formwork costs etc. for the
finished rate.
9.3 MATERIAL LEAD STATEMENT

A material lead statement of all the costs that involve procuring, and transportation of the material
to the work site. As mentioned in the section above material costs to the site required for an
activity depends on distance between location of work and material origin site, its transportation
(lead) costs (rates mentioned in SSR based on the lead distances) and taxes prevailing in the state.
The material lead statements are a summary of these charges to arrive at a final cost of the
material to the site which shall be used in rate analysis to arrive at a costs for the activities needed
for the project.
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The sources for the major raw materials like aggregates are identified and the availability of
aggregates with sufficient yield was available at the various quarries and shortest lead distance is
available quarry with 25 km distance and for the natural sand the source was identified with
sufficient yield at Mid Manair, Karimnagar at an road of 165 km from others corridors Since bulk
quantities of concrete work involved in the project and the cost of natural river sand takes at high
and it may be recommended 50% natural sand + 50% crushed rock sand is used instead of using
100% natural sand as per SSR 2022-23. The following below Table 9-1 is the lead statement
considered for this proposed corridor.
Table 9-1: Lead Statement
Material Distance unit Location

Sand 165.00 Kms Karimnagar
Aggregate/ Metal 25.00 Kms Local
Gravel / Earth(Borrow Materials) 15.00 Kms Local
Bitumen VG-30,SS1& RS1 materials 620.00 Kms HPCL & HINCOL Vizag
Carting for Disposal of unserviceable

15.00 Kms Local
material
After procuring the material it should be transported to the site. The cost for transportation of the
material shall be applied to the total cost of the material. The transportation costs are dependent
on the average lead distances to the site. The appropriate conveyance charges are taken from SSR
2022-23 based on the lead distance. The adopted lead charges as per SSR 2022-23 are shown
below.
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The complete cost of materials to site is also included i.e., Rs. 90/cum for blasting charges, 25% of
basic cost for machine crushing charges as per SSR 2022-23. Seignorage for materials is not added
in the lead statement and the same is added in Part-B of the cost estimates. The lead statement
prepared and adopted for the project are presented in Volume-III.
9.4 MAJOR ITEMS IN THE PROJECT

All the project components required in executing the project are included in the costing exercise
for the project. A detailed cost estimate of the major and minor components of the project are
given in the following chapters. All the major components of the project are as follows.
A. MAIN CARRIAGEWAY ITEMS

Main Carriageway – Approach Roads for RUB –Rigid Pavement.
B. SERVICE ROADS- FLEXIBLE PAVEMENT

Sub grade, GSB,WMM,DBM&BC.
C. Footpath -Paver Blocks, Sand bed, PCC and GSB.
D. OTHER STREET FURNITURE

Traffic Signs, Road Marking, Median & Kerbs, etc.
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9.5 TYPICAL CROSS SECTIONS

Drawing Volume shows the typical cross sections proposed to be used for development of Missing
Links with new road formation, which comprises of flexible pavements with respect to connecting
roads with main carriageway and earthen shoulders, medians, kerbs and traffic signs, etc. A
volume of drawings incorporated separately for reference.
9.6 QUANTIFICATION
The main construction items covered in cost estimating are; Flexible Pavement items in main
carriageway which consist of site clearance, earthwork, sub-bases, bases & shoulders, bases and
surface courses (Bituminous), utility cross ducts, footpath and cross drainage, road furniture,
traffic signs etc. The quantification of the road items that are uniformly accruing is calculated as
per typical cross sections. The quantification of structures is based on actual quantities worked
from the general arrangement drawings (GAD) for each structure for widening and reconstruction.
9.7 UNIT RATES FOR CONSTRUCTION ITEMS

The following below (Table 9-2) are the major unit rates comprised in bill of quantities and the
same are prepared and obtained from MORT&H Standard data in conjunction with the rates from
SSR 2022-23 of Telangana govt.
Table 9-2: Abstract of unit rates adopted for major items for the Project Corridor
SL. NO ITEM DESCRIPTION UNIT RATES
1 Excavation for Road work Cum Rs.134/-
2 Excavation for Ordinary Rock Cum Rs.172/-
3
Excavation for Hard Rock(blasting prohibited) Cum Rs. 1,033/-
4 Embankment (Borrow Area) Cum Rs.542/-
5 Subgrade (Borrow Area) Cum Rs.617/-
6 Granular Sub Base Cum Rs.2,016/-
7 Wet mix macadam Cum Rs.2,299/-
8 Dense Bituminous macadam Cum Rs.9,394/-
9 Bituminous Course Cum Rs.10,654/-
9.8 LAND ACQUISITION FOR PROJECT

The proposed project envisages land acquisition for the construction for all the proposed elements
as per typical cross sections provided. In addition, the project certainly involves the clearance of
the squatters and encroachers or any private lands may in existence and the same may be address
as per the guidelines laid down the R&R policy of the Government accordingly for the necessary
requirements.
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9.9 PROJECT COSTING

The costing for this corridor has been worked out for the development of RUB and minor bridge,
which consists of minor bridge, retaining walls-approach roads, approach roads-rigid pavement
drainage sump and pump house, R.C.C cover drain MCW, services roads-flexible pavement
footpaths-service roads, junction improvements and traffic signs and Road markings etc., in Table
9-3.
Table 9-3: General Abstract of the Cost Estimated

GENERAL ABSTRACT
S.NO DESCRIPTION AMOUNT (INR)
1 MINOR BRIDGE (2x10 m ) 4,17,17,424
2 RETAINING WALLS-APPROACH ROADS 18,06,39,759
3 APPROACH ROADS- RIGID PAVEMENT 8,29,02,676
4 DRAINAGE SUMP & PUMP HOUSE 2,08,04,170
5 R.C.C COVER DRAIN-MCW 3,02,17,104
6 SERVICE ROADS- FLEXIBLE PAVEMENT 1,85,31,646
7 FOOTPATH- SERVICE ROADS 38,05,158
8 JUNCTION IMPROVEMENTS 1,15,53,460
9 TRAFFIC SIGNS, ROAD MARKINGS, etc. 22,80,287
TOTAL CONSTRUCTION COST(In INR) 39,24,51,684
10 L.S FOR SEIGNIORAGES @2.5% 98,11,292
11 DMF @ 30% OVER SEIGNIORAGES 29,43,388
12 SMET @ 2% OVER SEIGNIORAGES 1,96,226
13 NAC @ 0.1% 3,92,452
14 QUALITY CONTROL CHARGES @0.1% 3,92,452.00
SUB-TOTAL 40,61,87,494.00
15 GST @ 18 % 7,31,13,749
16 LS FOR ADMINISTRATIVE CHARGES 3.0%+GST 18% CHARGES 1,69,67,264
17 LS FOR ENVIRONMENT MANAGEMENT PLAN 5,00,000
18 LS FOR SUBMERSIBLE MOTOR PUMP SETS& ACCESSORIES 10,00,000
19 LS FOR UTILITY SHIFTING 1,07,11,292
20 L.S FOR CONTIGENCIES & UNFORSEEN ITEMS @2.5% 98,11,292
21 LS FOR PRICE ADJUSTMENT 2.5% 98,11,292
CONSULTANCY CHARGES 0.99 % +GST 18% OVER
22 45,84,621
CONSULTANCY CHARGES
23 LS for Rounding off 7,560.41
24 RUB PORTION Amount by Railway Dept 51,73,05,436.00
GRAND TOTAL AMOUNT(INR) 1,05,00,00,000
9-5
Report on
10 ECONOMIC ANALYSIS
10.1 INTRODUCTION
Government of Telangana State (GoTS) has planned to identify and develop the Missing Link
Corridors and Slip Roads which remain as a backbone for the future areas of developments and
to improve the existing transport network to alleviate the existing and growing traffic
congestion issues. These links will also act as shortest alternative routes.
The identified missing links/ slip roads of 126.20 km, which are linking to developed corridors.
They play a vital role in the decongestion of traffic during peak hours. During 2019-20, it was
proposed to bring them into motorable condition to ensure connectivity and smooth mobility
of traffic which will give immediate relief to the road users. About 44.70 km of roads with an
estimated cost of INR 313.65 Crores will be developed under Phase-I, balance 82.20 km are
proposed under Phase-II.
10.2 PROJECT BENEFITS

With the development of missing links, it is expected that the following benefits would flow to
the society:
Relief from existing and growing congestion;
Greater mobility to the residents;
Improved Journey Speeds;
Savings in Fuel Consumption;
Savings in Travel time;
Improve the urban corridors to meet the needs in an efficient manner;
Provide better service levels to various road users;
Enhance road safety features of the corridors;
Improved Road Safety;
Improved Road Network Operations;
Improved Productivity at the city level;
Increased employment opportunities due to better accessibility to employment centres
along with enhanced mobility of people;
 Improved Journey speed resulting in reduced travel time;
 Increased value of land in HMA region, due to planned development;
 New employment generation due to the construction and development activity in the
project area;
 Improved Accessibility Levels to Hospitals, Educational Institutes, Emergency Facilities
and high speed delivery of public facilities.
Of the above listed benefits, the quantifiable benefits considered for the economic analysis.
have been explained in the ensuing sections.
10-1
R e po r t o n
10.3 APPROACH ADOPTED

The project benefits are assessed by comparing the ‘without project’ and ‘with project’ scenario.
Tangible benefits assessed are savings in Vehicle Operating Cost (VOC). The benefits which have
been assessed/ quantified are as follows:
 Saving in VOC due to reduced congestion and better speeds

These benefits are assessed for two time periods – 2021 and 2031. For undertaking the
economic analysis, which follows a discounted cash-flow method, the in between benefits have
been interpolated.
Once the benefits are estimated, the capital investment along with the annual investment made
towards routine and periodic maintenance is compared to arrive at the following indicators:
 Economic Internal Rate of Return (EIRR)

 Net Present Value (NPV)
10.4 ASSUMPTIONS AND INPUTS FOR ANALYSIS
10.4.1 Road improvement – Assessed Benefit
The missing link road improvement will lead to traffic shifting from the nearby influence areas
to less congested and shorter distance route. This will lead to increase in speeds as well as better
riding quality to the traffic on this corridor and also saving in travel time for passengers and
cargo vehicles. The assumptions considered for “with and without project” case are as follows:
 The speed on peripheral road of missing link is taken as 20 km/hr and 18 km/hr for year
2023 and 2033 respectively in “without project” case and 40 km/hr and 36 km/hr for year
2023 and 2033 respectively in “with project” case.
10.4.2 Unit Vehicle Operating Cost
For assessment of benefits of road based transport, unit VOCs have been estimated, using the
equations as given in IRC SP-30, 2009. The unit VOCs are derived by various lane configurations,
different speeds and for different vehicle types. These are defined in terms of vehicle kilometre
in case of road based modes. (Refer Annexure 10.4.2 Presents the VOC values).
10.4.3 Maintenance Cost
The routine and periodic maintenance cost of the newly constructed roads has been considered
as follows:
 Routine Maintenance: 0.5% of the construction cost per year; and
 Periodic Maintenance: 1.25% of the construction cost every sixth year.
10-2
R e po r t o n
10.4.4 Analysis Period
Analysis period of 20 years and 25 years has been considered, including construction, which is
one year. The project cost phasing as a percentage of total construction cost is 100%.
10.4.5 Project Cost and Phasing
The total project costs have been presented in Table 10-1. The expenses will be over one year
period. These costs are at 2023 prices.
Table 10-1: Total Project Cost (INR crores)
Sl. Project Cost
Description of Item
No. (INR in crores)
1 Construction Cost (including incl. contingencies, safety 39.22
measures, construction supervision, utility shifting etc.)
2 Utility Shifting @ 3.5 % 1.37
Contingencies & Unforeseen Items @2.5% 0.98
3 Total Project Cost (Financial Price) 41.58
4 Total Project Cost (Economic Price)* 37.42
*A conversion factor of 0.9 has been used to convert the financial prices to economic prices as recommended by
World Bank.
10.5 ASSESSMENT OF BENEFITS
10.5.1 Savings in Travel Cost
The missing link improvement is expected to result in increase in speeds as well as better riding
quality for the road based modes. The summary of savings in travel distance and travel cost for
the year 2023 and 2033 is given in Table 10-2.
Table 10-2: Savings in Travel Distance and Travel Cost over Years
Million Vehicle km Million Vehicle km (annual)

Indicators and Year
(annual) in year 2023 in year 2033
Without project 85,036 1,28,857

With project 21,623 32,766
Annual Saving (Million km) 63,413 96,090
Annual Benefit (INR crores) 5.90 8.73
10-3
R e po r t o n
10.6 RESULT OF ECONOMIC ANALYSIS

The economic analysis is undertaken for a period of 20 and 25 years. The parameters for
assessment of the viability are Economic Internal Rate of Return (EIRR) and Net Present Value
(NPV) at 12% rate of discount. The results of the analysis are given in Table 10-3.
Table 10-3: Results of Economic Analysis
Parameter EIRR (%) NPV (INR Crores)
20 yrs. 25 yrs. 20 yrs. 25 yrs.
Complete project 18.4% 19.0% 17 22
The results indicate that project is economically viable, with an EIRR greater than 12%. The
output of the analysis has been presented in Table 10-4.
Table 10-4: Output of Economic Analysis (Fig in crore Rs)
Operating and
NPV (at
Infrastructure Maintenance Total Net EIRR
Year VOC Benefit 12%
Capital Cost Cost (With Cost Benefit (in %)
discount)
project)
2023 37.42 37.42 -37.42 (33)
2024 0.19 0.19 5.90 5.81 -84.5% (29)
2025 0.19 0.19 6.13 6.05 -51.3% (24)
2026 0.19 0.19 6.38 6.30 -28.7% (20)
2027 0.19 0.19 6.63 6.56 -14.5% (17)
2028 0.19 0.19 6.90 6.83 -5.3% (13)
2029 0.47 0.47 7.18 6.83 0.7% (10)
2030 0.19 0.19 7.46 7.40 5.1% (7)
2031 0.19 0.19 7.76 7.71 8.3% (4)
2032 0.19 0.19 8.07 8.03 10.6% (2)
2033 0.19 0.19 8.39 8.36 12.4% 1
2034 0.19 0.19 8.73 8.70 13.7% 3
2035 0.47 0.47 9.08 8.77 14.8% 5
2036 0.19 0.19 9.44 9.42 15.6% 7
2037 0.19 0.19 9.82 9.81 16.3% 9
2038 0.19 0.19 10.21 10.21 16.8% 10
2039 0.19 0.19 10.62 10.63 17.3% 12
2040 0.19 0.19 11.04 11.06 17.6% 13
2041 0.47 0.47 11.48 11.24 17.9% 14
2042 0.19 0.19 11.94 11.99 18.2% 16
2043 0.19 0.19 12.42 12.48 18.4% 17
2044 0.19 0.19 12.92 12.98 18.6% 18
2045 0.19 0.19 13.43 13.51 18.7% 19
2046 0.19 0.19 13.97 14.06 18.8% 20
2047 0.47 0.47 14.53 14.36 18.9% 21
2048 0.19 0.19 15.11 15.23 19.0% 22
10-4
R e po r t o n
The high EIRR values are due to:
 Effect of significant traffic volume on the city roads. Shorter distance travel of the traffic
is leading to substantial saving in Vehicle opearting costs.
 As the income levels of the passengers are high in urban conditions, monetary effect of
small time saving is also substantial.
10.7 SENSITIVITY ANALYSIS

Any investment is subject to risks and uncertainties. All risks culminate into either increase in
project cost, reduction in benefits or both put together. In order to cover the above stated risks,
a detailed sensitivity analysis, with respect to the sensitive parameters, has been undertaken.
The various sensitivity scenarios considered are as follows:
I. Base Costs + Base Benefits
II. 15% increase in cost and Base Benefits
III. Base Costs and 15% reduction in benefits
IV. 15% increase in cost + 15% reduction in benefits
The results of the sensitivity analysis have been presented in Table 10-5.
Table 10-5: Sensitivity Analysis
EIRR (%) NPV (in crores Rupees)
Scenarios Description
20 yrs 25 yrs 20 yrs 25 yrs
I Base Costs + Base Benefits 18.4% 19.0% 17 22
15 % increase in cost and
II 15.9% 16.7% 12 16
Base Benefits
Base Costs and 15%
III 15.6% 16.4% 9 13
reduction in benefits
15 % increase in cost + 15
IV 13.4% 14.4% 4 8
% reduction in benefits
The sensitivity analysis reflects project viability in the worst scenario (IV).
10.8 CONCLUSION
The results indicate that the project is economically viable, even in the worst of scenario of
reduction of project benefits along with increase in project cost, with the EIRR being greater than
12%
10-5
Report on
11 IMPLEMENTATION STRATEGY & VALUE

ENGINEERING
11.1 POSSIBLE CONSTRUCTION SCENARIOS AND TRAFFIC DIVERSION
11.1.1 WORK ZONE TRAFFIC MANAGEMENT PLAN
11.1.1.1 Primary Purpose of Work Zone Traffic Management Plans

As per IRC:SP:55-2014 – “Guidelines On Traffic Management In Work Zones”, the primary
purpose of the Work Zone Traffic Management Plans (WTMPs) is to provide for the reasonably
safe and efficient movement of road users through or around the work zones while reasonably
protecting the workers and equipment.
11.1.1.2 Planning of Work Zone Traffic Management Plans

The planning and designing of WTMP are based on some of the important considerations as
detailed below:
1. Provide safety for road users and workers
2. Minimize hindrance or delay to road users
3. Provide clear and positive guidance to road users
4. Ensure roadside safety maintenance
5. Ensure that planners and decision makers have the necessary knowledge
6. Provide good public relations
11.1.1.3 WTMP in Urban Areas

Following are the points considered while preparing the WTMP as per IRC:SP:55-2014:
1. In urban situations, where road works are to be carried out, more attention should be
given to the problems of pedestrians and non-motorized vehicles in places where heavy
traffic volumes are involved. As far as possible, the road works should be carried out at
night, and whenever night time road repairs are not possible, then only day time repairs
should be carried out. Repairs during peak hours should also be avoided.
2. Road users should be channelized and routed through and around the area under repair
with minimum of delays. Driver behaviour should be effectively influenced so that the
speeds are reduced to desired levels on approaches to construction zones. The traffic
control and construction activity should be coordinated in such a manner as to provide
for safe and efficient flow of traffic together with safe, efficient and rapid progress of
construction activity.
11-1
R e po r t o n
3. As pedestrians are likely to be present at urban construction sites, there must always be
safety or buffer zone between the outer pedestrian barrier and the traffic.
4. Availability of proper sight distance for the movement of vehicles at the recommended
speed for the stretch in the work zone should always be kept in the mind.
11.1.1.4 Elements of Temporary Traffic Control Zones

The Elements of Temporary Traffic Control Zone are:
1. Advance Warning Zone
2. Approach Transition Zone
3. Activity Zone
4. Terminal Transition Zone
5. Work Zone End Zone
Suggested lengths for Temporary Traffic Control Zone for different speeds are given in Table
11-1and illustrated in Figure 11-1.
Table 11-1: Suggested Lengths for Temporary Traffic Control Zones
Source: IRC:SP: 55-2014
11-2
R e po r t o n
Figure 11-1: Temporary Traffic Control Zones/Lengths

Source: IRC:SP:55-2014
11.1.1.5 Traffic Control Devices

Traffic Control (TC) devices include appurtenances such as signs, signals, flashers, delineators,
markings, barriers and other devices used to regulate, warn, or guide road users, and normally
placed on, over, or adjacent to a street, highway, pedestrian facility, or cycle track by the engineer
responsible for managing the traffic operations efficiently and safely in the work zones.
Following are the Traffic control devices whichare broadly classified into three categories:
1. Road Signs
2. Channelizing Devices
3. Lighting Devices & Variable Message Signs
Road Signs:
Work zone signs convey both general and specific messages by means of words or symbols and
have the same three categories as in normal highway, viz. (i) Regulatory; (ii) Warning; and (iii)
Informatory/Guide Signs.
The construction zones require more signs than that being used for normal highway to convey
site conditions.
Shape and colour of the background plate to be followed for different categories of signs are
given in Figure 11-2.
11-3
R e po r t o n
Figure 11-2: Shape & Colour pattern of all 3 Categories of Signs in WTMP
Source: IRC:SP: 55-2014
Channelizing Devices:
The function of channelizing devices is to warn and channelize the movement of road users
through changed path of movement due to the conditions created by work activities in or near
the roadway. Channelizing devices include cones, tubular markers, vertical panels, drums,
barricades, pavement markings and road studs. They are also used to separate vehicular traffic
from the work space, pavement drop-offs, pedestrian or shared-use paths, or opposing directions
of vehicular traffic.
Lightening Devices and Variable Message Signs:
Lighting devices should be provided in work zones based on engineering judgment. When used
to supplement channelization, the maximum spacing for warning lights should be identical to the
channelizing device spacing requirements. Four types of lighting devices are commonly used in
work zones. They are floodlights, flashing warning beacons, warning lights and steady-burn
electric lamps.
Portable Variable Message Signs shall be the devices with the flexibility to display a variety of
messages. The primary purpose of portable variable message signs in work zones is to advise the
road user of unexpected situations. These signs have a wide variety of applications in work zones
including: roadway, lane, or ramp closures, crash or emergency incident management, width
restriction information, speed control or reductions, advisories on work scheduling, road user
management and diversion, warning of adverse conditions and other operational control.
11-4
R e po r t o n
Provision of Work Zone Sign boards during concentric widening:

As per IRC: SP:55-2014, work zone sign boards to be provided while concentric widening is
proposed are shown in the figures provided below. These signs are not limited and changes
according to the site conditions and requirements.
Stage-1 Service roads will be constructed on both sides while traffic continues to ply on the
existing lanes. Warning signs and barriers shall be installed as shown in the figure below.
Stage-2  Traffic shall be shifted to the service roads so constructed. Warning signs and barriers
shall be installed as shown in the figure below.
11-5
Report on
12 CONCLUSIONS
12.1 CONCLUSIONS
 The Missing Link Corridor “Construction of Sanathnagar RUB and Minor Bridge across
Kukatpally Nala in the Missing Link (Corridor No. 60)” is about 1.00 km (design length) and
passing primarily via Industrial, commercial, residential and vacant lands. The corridor has
been designed to accommodate the main carriageway and footpath. 4 lane configuration
is adopted for the entire corridor.
 The estimated cost for the proposed missing mink corridor development including taxes is
Rs. 105 crores including RUB Portion of amount INR 51.73 crores. The total Construction
Cost is about Rs. 39.24 crores. This estimate consists of major components like Site minor
bridge (Rs. 4.17 crores), Retaining walls (Rs. 18.06 crores), Approach Roads with rigid
pavement (Rs. 8.29 crores), Drainage sump& pump house (Rs. 2.08 crores), R.C.C Cover
drain (Rs. 3.02 crores), Service Roads (Rs. 1.85 crores), Footpath (Rs. 0.38 crores), Traffic
Signages & Road Marking (Rs. 0.22 crores), and Junction Improvements (Rs. 1.15 crores),
excluding the taxes.
 Efforts have been made to identify the utilities and services from the available records and
information from various government departments. Still there may be a few services which
may not have been identified and these will have to be addressed at the time of execution
of the project.
 This project being located in urban area may encounter several issues like availability of
land, unexpected appearance of rocky strata, unexpected sewer or water lines, etc. These
issues have to be addressed during execution with appropriate solutions.
 These modifications, if any, need to be effected on ground during the project
implementation in close coordination with the contractors with appropriate traffic
diversion plans in consultation with traffic police department at the time of execution.
 Before execution of the work close coordination has to be established with the Municipal,
Telephone and Electricity Departments to shift their utilities in advance to minimize the
inconvenience to public and owners of the utilities and also to ensure smooth progress of
work.
12-1

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HYDERABAD ROAD DEVELOPMENT CORPORATION LIMITED

PROJECT PREPARATION (DPR) AND IMPLEMENTATION

FINAL CORRIDOR DEVELOPMENT PLAN (FINAL DPR)

CONSTRUCTION OF SANATHNAGAR RUB AND MINOR

BRIDGE ACROSS KUKATPALLY NALA IN THE MISSING LINK

LEA Associates South Asia Pvt. Ltd., India

6.1.3 PAVEMENT DESIGN ............................................................................................... 6-16

10.7 SENSITIVITY ANALYSIS .................................................................................................. 10-5

Figure 2-2: Metro Network Plan up to 2031 ................................................................................. 2-3

1.1.1 PROJECT BACKGROUND - MISSING LINK CONNECTIVITY PROJECT

1.2 OBJECTIVES OF MISSING LINK CORRIDORS

1.3 SCOPE OF SERVICES OF MISSING LINK CORRIDORS

1.4 LIST OF SELECTED MISSING LINK CORRIDORS

Table 1-1: List of Corridors selected to develop as Missing Link Corridors

Botanical Garden Road (Kondapur) to Hafeez Railway track

23 75 Gunrock-SH-1(Karimnagar Road) 1.45 1.45

Figure 1-1: Map showing all Missing Link Corridors – Phase-I(a)

1.5 LIST OF ADDITIONAL CORRIDORS/STRUCTURES SELECTED AS PER

ROB / RUBs: Railway Safety works

Figure 1-2: Map showing projects as per Supplementary Aggrement-4

1.6 FOCUS OF THE REPORT

1.7 CORRIDOR SELECTED FOR DPR

1.8 STRUCTURE OF THE REPORT

Engineering features Engineering features and attributes of the existing corridor

Results of the traffic data analysis, estimating future traffic

Recommended corridor concepts, geometric design details, and

The Final DPR report comprises of three volumes as stated below:

2 REVIEW OF REPORTS AND SECONDARY DATA

2.1.1 Strategic Road Development Program - SRDP

Figure 2-1: Roads identified under HRDCL and SRDP Packages

2.2 COMPREHENSIVE TRANSPORTATION STUDY (CTS)

2.2.1 CTS Recommendations_2014 (Transit Network Plan)

2.2.2 Metro Network Plan up to 2041

Figure 2-2: Metro Network Plan up to 2031

2.2.3 Highway Network Plan

Figure 2-3: Proposed Highway Network for 2021

Figure 2-4: Proposed Highway Network for 2031

2.2.4 Refinement of CTS _2017 - Ongoing Project

2.2.5 Immediate Action Plan (IAP) 2021 Proposal

3 ENGINEERING FEATURES OF THE CORRIDOR

3.1.1 CORRIDOR FEATURES

Figure 3-2: Map of existing situation of the corridor

3.2 ENGINEERING STUDIES

3.2.1 ENGINEERING SURVEYS DETAILS

The following sub-sections present the findings of the survey data.

3.3.1 CORRIDOR INVENTORY

3.3.1.1.1 Existing Right of Way (ROW)

3.3.2 TOPOGRAPHIC SURVEY

3.3.3 GEOTECHNICAL INVESTIGATIONS - BORE HOLES

 Drilling of 1 bore hole.

3.3.3.1 Field Investigations:

3.3.3.3 Standard Penetration Test:

3.3.3.4 Rotary Core Drilling:

3.3.3.5 Water Level Measurement:

3.3.3.6 Bore Hole Details:

Results of all tests are furnished in Annexure 3.3.3.7 of this report.

4 EXISTING UTILITIES AND DRAINAGE SYSTEM

4.2 UTILITIES AND DRAINAGE SYSTEM

4.2.1 WATER SUPPLY NETWORK

4.2.2 Electrical Poles and OFCs:

Table 4-1: Electrical Poles and Optical Fiber Cables

11KV and 415V Electrical poles need

Transformer, 11 KV Electrical poles need

4.2.3 Electrical Appurtenances: