MODEL PMGSY DPR

1	Introduction
1.1	Objectives of Bharat Nirman (PMGSY)
Bharat Nirman will be a time-bound business plan for action in Rural infrastructure which started in the year 2005 and planned for the fore coming four years and now extended upto 2014. Under Bharat Nirman, action is proposed in the areas of Irrigation, Road, Rural Housing, Rural Water Supply, Rural Electrification and Rural Telecommunication Connectivity. We have set specific targets to be achieved under each of these goals so that there is accountability in the progress of this initiative.
The Ministry of Rural Development (MoRD), Government of India has decided to develop various Rural Roads under Pradhan Manthri Sadak Yojna (PMGSY). The Pradhan Manthri Gram Sadak Yojna has set up a programme to achieve all weather connectivity to all the habitations with a population more than 500 (250 in hilly areas).
The programme is implemented through State Rural Road Development Agency (SRRDA) at state level and the Programme Implementing Unit (PIU) at the district level which actually execute the programme under this scheme.
The Programme Implementing Unit (PIU) of Karimnagar has taken up certain Rural Roads under this programme (PMGSY) with the co-ordination of APRRDA for the state of Andhra Pradesh to give full and all weather connectivity to the  91  habitations directly.
So far, Connectivity has been ensured to 367 habitations, under PMGSY in Karimnagar District from Phase-I to Phase-VIII, covering the total length of   708.03  Km .
					Figure - 1 (b)
1.2	All Weather Road
The primary focus of the PMGSY is to provide all-weather road connectivity to the eligible un-connected habitations. An all-weather road is one which is negotiable in all season of the year. This implies that the road-bed is drained effectively (by adequate cross drainage structure such as culverts, minor bridges and causeways), but this does not necessarily imply that should be paved or surfaced or block topped. Interruption to traffic as per permitted frequently and duration may be allowed.
1.3	Project Background
The Ministry of Rural Development (MoRD) has been entrusted with the task of implenting PMGSY Programme. The proposed road falls in the district of KARIMNAGAR  in Andra Pradesh.
The proposed road falls in the district of Karimnagar of state Andhra Pradesh. Here it is very important to discuss Karimnagar and proposed road because of its interior and remoteness. Karimnagar district lies between north latitude of 17°8” and 19˚5” and  east longitudes of 78˚4” and 80˚4”.It extends over an area of 11823 sqkm with total population of 30,37,386 as per 2001 cences.The district comprises 57 mandals and five revenue divisions namely Karimnagar, Siricilla, Jagityal, Peddapally and Manthiniand 1194 Grampanchayaths and 1066 Habitations. In addition to this major coal belt mining in Godavarikhani and NTPC at Ramagundam.
Geologically the district is covered by Black cotton soils and Red gravelly soils. The district has a mean maximum temperature of 46*C and a mean minimum temperature of 11*C . The average annual rain fall is 960 mm.There are two Irrigation projects i.e., Lower Manair Dam and Upper Manair Dam, in addition to these projects there is Sriram Sagar project existing on Godavari river in adjacent Adilabad district. This project serves 50% of Karimnagar dist  Irrigation needs.
The transport and communication network with in the district is not well in rural forest areas like Manthini, Mahadevpur, Kataram, Mutharam, Malhar rao, Konaraopet, Yellareddypet, Chandurthi and bheemadevarapally mandals.The district has about 357 Km of motorable roads.
The existing soils, climate and terrain conditions of the district are suitable for the development of plantation and horticulture products. The major crops of the district are Paddy, Cotton, Maize, Chillies ctc. All round development of the district can be achieved through planned and proper utilization of existing resource potentials and by awakening consciousness among the people. The development of horticulture and plantation crops has a good scope in many areas of the district.
1.4	Core Network
The rural road network required for providing the ‘basic access’ to all villages/ habitations is termed as the Core Network. The Core Network is likely to be a Cost-effective conceptual frame work for investment and management purposes, particularly in the context of scarce resources. Basic access is defined as one All-weather road access from each village / habitation to the nearby Market Centre or Rural Business Hub and essential social and economic services.
A Core Network comprises of Through Routes and Link Routes. Through routes are the ones which collect traffic from several link roads or a long chain of habitations and lead it to a market centre or a higher category road, i.e. the District Roads or the State or National Highways. Link Routes are the roads connecting a single habitation or a group of habitations to Through Roads or District Roads leading to Market Centres. Link Routes generally have dead ends terminating on habitations, while Through Routes arise from the confluence of two or more Link Routes and emerge on to a major road or to a Market Centre.
The Sub-project BT to  1/5 km  of  LO30 TO  Shivangalapally  is a link road with Core Net number LO31 in Konaraopet mandal of Karimnagar district. This road directly connects the habitation Shivangalapally with population of 709. Thus this link road serves the total population of 709.
1.5	Geography
The Proposed Road falls in the Konaraopet Mandal  in Karimnagar District                 The Proposed road falls  in the District of Karimnagar in Andhra Pradesh State. The surroundings of the praposed road is partly dry land and partly wet land where the crops Paddy,Cotton are grown.The praposed road is part of the Mandal Core network of Konaraopet mandal(L031) and major link road.The basic occupation of the people in this area is agriculture and sgriculture is totslly rainfed.The crops grown are Cotton, Rice, Maize, Mirchi and all sorts of vegitables.The crop yielding is generally good and needs to be trasported to the nearest market place ,so as the farmers will get better benifits and true value. The Project road starts from Zillaparishad Road at Konaraopet village .the Existing surface of the road is WBM from 0/0 km to 0/085 km earthen surface, from 0/085- 1/500 km  is WBM  and from 1/500 km-2/0 km is Rigid pavement..
1.6	Climatic Condition
The Existing soil, climate and terrain conditions of the District are suitable for the development of Paddy, Mirchi, Cotton, Jowar,  and Vegetables. All-round development of the district can be achieved through planned and proper utilization of existing resource potentials and by awakening consciousness among the people, particularly the triabes. The development of the above crops has a good scope in the development of the district.
1.7	The Sub-Project Road
The road passes through plain terrain. The road BT to 1/5 km of LO30  to  Shivangapally in  Konaraopet mandal is a link road with Core Network Number L031 . This is an old road existing since 35 years, alignment of this road is fixed.   This road is starting at 0/0 km  at  Konaraopet village   and ending at 2/0  km is shivangalapally village . The Road is almost staight alignment , deflection angles below 35˚ horizontal curves no need to be designed and there are no vertical curves. There is a  Bus Stand Existing  on this road at 0/0 km-0/085 km and shivangalapally village starts from 1/5 km and existing  CC road . Totally 5 CD works proposed on this road.
Required width of the land is available throught the length of the road.
District:			KARIMNAGAR
Block:			Konaraopet
Road Name:			R/F  1/5 km of  L030   to  Shivangalapally-M.P.Konaraopet
Road Code:			L031
Package No:
Road Length:			2.000	Km	proposed length		1.50	km
Start Point:			R/f 1/5  KM of  L030   (Konaraoper village ) to
End Point:			Shivangalapally
Sl.No.	Habitation benefited				Population benefited		Chainage
					Direct	Indirect	From		To
1	Shivangalapally				709	0	0/0		2/0 KM
2	Planning and Basic Design Consideration
2.1	General
The Sub-project road 1/5 km of LO30  to Shivangalapally , is link road with Code L031 in Konaraopet Mandal of Karimnagar district. This road directly connects the habitations of Shivangalapally with population of 709. Thus this link road serves the total population of 709.
2.2	Salient features:
The road passes through Plain Terrain with starting point 0/000 and end point 2/0 km. The total length of the road is km 2.00. At chainage km 0/0-0/085 km Konaraopet Bus stand is Existing , 0/085-1/5 km   WBM  Surface and    Shivangalapally village starts from 1/5 km to 2/0 km    Exisiting  Rigid pavement.
2.2	Physical verification and proposed design features.
2.3.1	Key maps   - Konaraopet mandal map
2.3.2	Preliminary alignment investigation
Figure-2 Strip plan showing land and alignment details (pages attached)
2.3.3	Site Photographs
2.3.4	Road Design Brief
Table 2.1 Road Design Brief
Sl.	Location			Issue				Design Solutions
1	ch.0/000 KM			The road starts at Konaraopet mandal head quarter bus stand at 0/0 km , this is the junction point and surface of  from 0/0-0/085 km is the earthen surface. Original alignment  with sharpe curve				The intersection needs to be developed properly for safety. 7.50 mts carrigeway width is proposedwith rigid pavement with  GSB 225 mm thickness. Alignment changed with straight road
2	ch 0.300 KM			There is existing  insufficient ventage 1.00 mt  span  slab culvert. Due smaller vent  slab culvert is not functionctiong properly				New CD work of 2vent of 1000mm Dia is to be proposed.
3	CH0.470 km			There is existing 2 vent  600mm dia NP2 pipes( laid). Due smaller dia and damaged pipes , the pipes are not functioning.				New CD work of 1000mm Dia is to be proposed.
5	ch.0/750 KM			There is existing 1 vent  600mm dia NP2 pipes( laid). Due smaller dia and damaged pipes , the pipes are not functioning.				New CD work of 2 vent  1000mm Dia is to be proposed.
6	ch.1/050 KM			There is existing 1 vent  600mm dia NP2 pipes( laid). Due smaller dia and damaged pipes , the pipes are not functioning.				New CD work of 2 vent 1000mm Dia is to be proposed.
6	CH 1/250			There is existing 1 vent  600mm dia NP2 pipes( laid). Due smaller dia and damaged pipes , the pipes are not functioning.				New CD work of 2 vent 1000mm Dia is to be proposed.
2.4	Checklist
{Tick the relevant box}
Transect walk done							Yes
Photographs taken							Yes
Major changes in alignment perceived									No
Design brief provided							Yes
3	Topographic Survey
3.1	General
Topographic survey true to ground realties have been done using precision instruments like   using dumpy level for leveling survey.
The in-house standards, work procedures and quality plan prepared with reference to IRC: SP 19-2001, IRC: SP 20, IRC: SP 13 (in respect of surveys for rivers/streams) and current international practices have been followed during the above survey.
3.2	Traversing
Traverse has been done by compass with Whole Bearing System angular measurement accuracy of 0.5degree.
The compass and chainage survey has been conducted and bearing with width of road  are listed below to understand the alignment of the road.
	sl.no.	chainage	distance	fore bearing	Remarks
	1	0.00 -085	85	212	On left side KM STONE
	2	0.085 -0.100	15	213	On Hm stone
	3	0.100-0.125	25	209	Culvert boby wall L/S
	4	0.125-0.135	200	203	Right side boulder
	5	0.135-0.225	200	109.8	On HM stone
	6	0.225-0.250	200	113.6	On left side KM STONE
	7	0.250-0.300	200	115.09	On HM stone
	8	0.300-0.415	300	113.83	Left side house step near cc road starting
3.3	Leveling
As the GTS bench mark levels were  not available, the survey was carriedout assuming the value of temporary bench mark as 100.000 and the Reduced Level at Ch 0.000 KM on TBM is 100.000 TBM 1 Taken on Existing  L/S top of the CDP scheme shed pillar, levelling survey was done on the project road and established temporary bench marks on existing permanent structures.
After establishing the TBM’s, cross section  surveys was carried out.  The data was collected at an interval of 25mts  in the straight sections.  The entire width of  proposed road was covered during the cross section surveys. The survey data obtained from levelling instrument is plotted and the topographic plan is prepared for the project road.  This forms the input for the geometric design.
3.4	Cross Section & Detailing
Cross sections were taken at 25 m interval and at closer interval in curved portion of the existing road. All physical features of the road were recorded.
3.5	Data Processing
All data from topographic survey is carried by levelling instrument and compass and final alignment, plan, profile were prepared and presented in AutoCAD Format.
3.6	{Insert List of permanent reference pillars and TBMs including northing easting and levels}
	Sl.No	Ch.	TBM	Location of the Temporary Bench Marks
	1	0	100	On left side KM STONE
	2	200	102.53	On Hm stone
	3	400	104.75	Culvert boby wall L/S
	4	600	108.06	Right side boulder
	5	800	109.8	On HM stone
	6	1000	113.6	On left side KM STONE
	7	1200	115.09	On HM stone
	8	1500	113.83	Left side house step near cc road starting
3.7	Checklist
{Tick the relevant box}
Reference pillars given							Yes:
TBM with northing-easting given							Yes:
Traverse survey carried out							Yes:
Cross section and detailing carried out							Yes:
4	Soil and Materials Survey
4.1	General
The soil and material investigations were done following the guidelines of IRC: SP: 20-2002 and IRC: SP: 72-2007 and other relevant IS codes. The potential sources of borrow areas for soil and quarry sites will be identified.
4.2	Soil sample collection and Testing
Soil samples are collected along and around the road alignment at  (1) location per km, from the adjoining borrow areas, as well as one sample is collected from the existing road. Soil Classification tests like grain size analysis and Atterberg’s limit were conducted for all the samples collected. Standard Proctor test and the corresponding 4 day soaked CBR test were conducted either for a minimum of one test per km for soil samples of same group or more tests due to variation of soil type. The following tests were conducted as detailed below:
	•                      Grain size analysis as per IS : 272 (Part 4) – 1985
	•               Atterberg’s limit as per IS : 2720 (Part 5) – 1985
	•                       Standard Proctor density test as per IS : 2720 (Part 7) – 1980
	•            4 day soaked CBR test as per IS : 2720 (Part 16) – 1985
4.3	Analysis of Test Results
The laboratory soaked CBR value ranges from  4.06 % to 5.5 % . The soil laboratory test results will be summarized in Table 4.1
Table 4.1 CBR values for different stretches
	Sl.No.	Chainage		Liquid limit (%)	Plastic limit (%)	Plasticity Index	Soaked CBR (%)	OMC (%)	MDD (gm/cc)	Soil classification
	1	Ch 0/300 km		55.40	34.40	21.00	5.21	15.60	1.760	Silty sandy clay with gravels (CH)
	2	Ch 0/600 km		51.80	30.50	21.30	5.50	15.00	1.820	Silty sandy clay with gravels (CI)
	3	CH 0/900 km		59.60	38.20	21.40	4.87	16.00	1.720	Sandy silty clay (CH)
	4	CH 1/2 km		67.20	46.40	20.80	4.06	16.80	1.640	Sandy silty clay (CH)
	5	Ch 1/450 km		53.80	32.10	21.70	5.34	15.40	1.780	Silty sandy clay with gravels (CI)
4.4	Coarse and Fine Aggregates
Information regarding the source of aggregate and sand will be gathered. The stone aggregates shall be procured from  Agraharam where as the locally available sand shall be used. The source and the lead distance from the quarry to project site will be finalized in discussion with the PIU. The aggregates and sand where available and acceptable shall be used for bituminous work, concrete works, other pavement works.
Figure -3		Quarry Map {Insert the quarry map}
				Quarry map enclosed
4.5	Sub-soil investigation for bridges
There are no major bridges on this road.
4.6	Checklist
{Tick the relevant box}
Borrow pit suitable									No:
SSI for existing ground							Yes:
Investigation for coarse/fine aggregate							Yes:
Quarry map							Yes:
5	Traffic Survey
5.1	General
{In addition to traffic counts on the project road, traffic counts must be taken on already completed or similar type of PMGSY road in the vicinity of the project road to provide a realistic count.}  In the present scenario of upgradation road, 3 day, 16 hr traffic volume count has been conducted on this road . The Classified Volume Count survey has been carried out in accordance with the requirements of the TOR and relevant codes (IRC: SP: 19-2001, IRC: SP: 20, IRC: SP: 72-2007).The surveys have been carried out by trained enumerators manually under the monitoring of Engineering Supervisor.
5.2	Traffic Data and Analysis
The traffic count done was classified into different vehicle category as given below:
	•	Motorized vehicle comprising of light commercial vehicle, medium commercial vehicle, heavy commercial vehicle, trucks, buses, agricultural tractors with trailers, car, jeep, two wheelers etc.
	•	Non- motorized vehicles comprising of cycle, rickshaw, cycle van, animal drawn vehicle etc.
The number of laden and un-laden commercial vehicles was recorded during the traffic counts. Traffic volume count for this project road was done in the month of November 2011.
Average of 3 day traffic data is presented in Table 5.1.
Table 5.1 Average Daily Traffic at  (both ways) {The table will be repeated for the number of locations surveyed.  This must include counts taken on the similar road.}
Sl. No.	Type of Vehicle					Day-1	Day-2	Day-3	Average
1	Car, Jeep, Van					17	20	21	19
2	Auto Rickshaw					20	23	23	22
3	Scooters/Motorbikes					69	53	62	61
4	Bus / Minibus					8	8	8	8
5	Trucks			Laden		8	6	8	7
				Unladen		6	3	3	4
6	Tractors			Laden		21	22	22	22
				Unladen		7	4	10	7
7	Cycles					81	77	53	70
8	Cycle Rickshaw / Hand Cart					0	0	0	0
9	Horse cart / Bullock Cart					13	8	10	10
10	Pedestrian					0	0	0	0
Total commercial vehicle per day (cvpd)						50	43	51	48
Total motorised vehicle per day						156	139	157	150
Total non-motorised vehicle per day						94	85	63	80
{Tick the relevant box}										Y / N
a) Traffic volume and mix do not vary along the road										Y
b) Traffic volume and mix vary along the road										N
c) Traffic volume and mix will vary along the road in the future										Y
d) There is a potential for through traffic using the road										Y
5.3	Traffic Growth Rate and forecast
TRAFFIC FORECAST:  Methodology:              Past trend in the growth rate of traffic intensity along the project corridor provide a valuable clue to the likely future growth rate.  But in most cases, the past traffic data is inconsistent and cannot be taken as a basis for further traffic growth rate.  Alternatively, the motor vehicle registration data at the state  level  over the recent past provide more  consistent information on the trends in their growth and thus presents a better tools estimating further growth rates in different categories of vehicles : as  a proxy for the traffic growth. For rural roads, it is not only the traffic volume but also its composition that plays an important role in determining the pavement thickness and composition.  There are both non-motorized as well as a wide variety of motorized vehicles like tractors/ Tractors Trailers, LCV’s , mini trucks etc plying on rural roads. In addition, due consideration has been given to the traffic growth.  The traffic growth depends upon number of factors like agricultural output in the area, industrial activity and other socio-economic parameters of health, education etc depending on the aforesaid factors, the rate of traffic growth may vary from 3 to 20%.  As per provisions given in IRC: SP 72-2007  an average annual growth rate of 6% over the design life as set out.
Table 5.2 Average Annual Daily Traffic at {km1/200} (both ways) {This table will be repeated for each homogeneous section of the road.}
Sl. No.	Type of Vehicle						ADT	AADT	Growth Rate @ 6%
1	Car, Jeep, Van						19
2	Auto Rickshaw						22
3	Scooters/Motorbikes						61
4	Bus / Minibus						8
5	Trucks			Laden			7
				Un-Laden			4
6	Tractors with trailers			Laden			22
				Un-Laden			7
7	Cycles						70
8	Cycle Rickshaw / Hand Cart						0
9	Horse cart / Bullock Cart						10
10	Pedestrian						0
	TOTAL						230	287	514
Total commercial vehicle per day (cvpd)							48	60
Total motorised vehicle per day							150	187
Total non-motorised vehicle per day							80	100
12           ESAL									165150
*
6	Hydrological Survey
6.1	General
Hydrological survey is necessary for design of adequate and safe Cross Drainage Structures so that the rain water can pass as per natural slope. Hydrological survey of the proposed road is based on the following observations:
	•	Rainfall Data
	•	Catchments Area
	•	Time of Concentration
	•	Existing Cross Drainage Structures
6.2	Rainfall Data
Rainfall Data as applicable for the project road were collected with maximum rainfall occurring in the months of  July to October
6.3	Catchment Area
The Catchments area is calculated by gathering local information and topographical survey data as it was not possible to calculate from topographical sheets due to their unavailability.
6.4	Time of Concentration
Time of concentration (tc) in hours is calculated from the formula of (0.87 x L3/H)0.385, where L is distance from the critical point to the structure site in km and H is the difference in elevation between the critical point and the structure site in meters.
6.5	Existing Cross Drainage Structures
There is one Slab culvert of 1.00 Mts vent at 0/300 Km existing on the road.
Table-6.1 List and condition of existing culverts
Sl.	Chainage (km)		Description of Existing Structure
			Type			Span/ Dia. (m)		Condition
1	0/300		Slab culvert			1.00 m		insufficient ventage
2	0/470		Pipe culvert			600mm dia x 2 Rows		NP 2 pipes. Culvert is in bad condition.
3	0/750		Pipe culvert			600 mm		NP2 pipes. Siltup  and damaged condition
4	1.05		Pipe culvert			600 mm		NP2 pipes. Body walls are damaged and silt up due to insufficient ventage
5	1.25		Pipe culvert			600 mm		NP2 pipes. Body walls are damaged and silt up due to insufficient ventage
7	Adopted Geometric Design Standards
7.1	General
The geometric design standards for this project conform to PMGSY guidelines and the guidelines as stated in IRC-SP 20:2002. Recommended design standards vis-à-vis the standards followed for this road are described below.
7.2	Terrain
The classification of terrain was selected from plain/rolling/hilly/steep classification for which following criteria will be applicable. {Delete cases not applicable}
Terrain classification				Cross slope of the country
Plain				0-10%			More than 1 in 10
Rolling				10-25%			1 in 10 to 1 in 4
Mountainous				25-60%			1 in 4 to 1 in 1.67
Steep				Greater than 60%			Less than 1 in 1.67
7.3	Design Speed
The proposed design speed along this project road will be selected from the following table: {Delete cases not applicable}
	Road classification		Plain terrain		Rolling terrain		Mountainous terrain		Steep terrain
			Ruling	Min.	Ruling	Min.	Ruling	Min.	Ruling	Min.
	Rural Roads (ODR and VR)		50	40	40	35	25	20	25	20
7.4	Right of Way (ROW) {Delete cases not applicable}
The requirement of ROW for this road is as follows (as specified in IRC-SP 20:2002):
	Road classification		Plain and Rolling Terrain				Mountainous and Steep Terrain           (ROW in m)
			Open Area		Built-up Area		Open Area		Built-up Area
			Normal	Range	Normal	Range	Normal	Range	Normal	Range
	Rural roads (ODR and VR)		15	15-25	15	15-20	12	12	12	9
7.5	Roadway Width
	Terrain Classification					Roadway Width (m)
	Plain and Rolling					7.5
	Mountainous and Steep					6
Roadway width for this road is given below: {Delete cases not applicable}
7.6	Carriageway Width
The width of carriageway for this project road is 3.75m. Carriageway width may be restricted to 3.0m, where traffic intensity is less than 100 motorised vehicles per day and where the traffic is not likely to increase due to situation, like dead end, low habitation and difficult terrain condition.
7.7	Shoulders
It is proposed to have 1.875 M  wide shoulder as the case may be on both sides of which at least 0.875m is hard shoulder where required.
7.8	Roadway width at cross-drainage structures
The roadway width at culvert locations for this road is {7.5 m in plain terrain and 6.0m in mountainous terrain}. Roadway width at bridges will be {4.25m on link routes and 5.5m in through routes in plain-area and 4.25m in hilly areas}.
7.9	Sight Distance
The safe stopping sight distance is applicable in the geometric design. The sight distance values for this road as per IRC recommendations are presented below:
			Design Speed (km/hr)			Safe Stopping Sight Distance (m)
			20			20
			30			30
			40			45
			50			60
7.1	Radius of Horizontal Curve
According to IRC recommendations/standards, the minimum radius of horizontal curve for this project road is given below:
	Terrain Category				Radius of Horizontal Curve (m)
					Ruling Minimum			Absolute Minimum
	Plain				90			60
To minimize extra land arrangement, minimum radius used is 20 m and design speed in these curves are also restricted to 20 km/hr.
7.11	Camber & Super elevation
A camber adopted on this road section is given below. The maximum super elevation is 7.0% for this project road.
	Surface type				Camber (%)
					Low rainfall			High rainfall
					(Annual rainfall <1000mm)			(Annual rainfall >1000mm)
	Earth road				4.0			5.0
	WBM Gravel Road				3.5			4.0
	Thin bituminous Road				3.0			3.5
	Rigid Pavement				2.0			2.5
7.12	Vertical Alignment
The present road is in plain terrain and vertical alignment has been designed well within ruling gradient.
Generally, minimum gradient of 0.3% for drainage purpose is considered for designing the vertical alignment of this road. Vertical curves are not required when grade change is less than 1%, however a minimum vertical curve is provided to avoid vertical kink.
7.13	Vertical Curves
For satisfactory appearance, the minimum length of vertical curve for different design speed is given in IRC-SP 20:2002. Vertical curves will be designed to provide the visibility at least corresponding to the safe stopping sight distance. Valley curves will be designed for headlight sight distance. There is no need to design any vertical curves on this road.
7.14	Side slope
Side slope for this rural road where embankment height is less than 3.0m is given in the table below. {Delete cases not applicable}
	Condition						Slope (H:V)
	Embankment in silty/sandy/gravel soil						02:01
	Embankment in clay or clayey silt or inundated condition						2.5:1 to 3:1
	Cutting in silty/sandy/gravelly soil						1:1 to 0.5:1
	Cutting in disintegrated rock or conglomerate						0.5:1 to 0.25:1
	Cutting in soft rock like shale						0.25:1 to 0.125:1
	Cutting in medium rock like sandstone, phyllite						0.083:1 to 0.0625:1
	Cutting in hard rock like quartzite, granite						Near vertical
7.15	Extra Widening of Pavement
The Extra Widening of Pavement at Curve as per IRC guideline is given below:
	Radius of Curve (m)				Upto 20		21 - 60		Above 60
	Extra Widening for 3.75 m wide single lane carriageway, (m)				0.9		0.6		Nil
8	Alignment Design
8.1	General
The basic aim of highway design is to identify technically sound, environment-friendly and economically feasible highway alignment. The ensuing sections deals with obligatory points, which control highway alignment, design of cross-section, highway geometric design & methodology, design of miscellaneous items.
The main components included in the highway design are:
	Cross-sectional elements
	Embankment
	Horizontal alignment
	Vertical profile
	Junctions and/or Interchanges
	Road furniture
	Miscellaneous items
8.2	Horizontal alignment
	Chainage		Length	Description		Reason for deviation from existing alignment, if necessary
	From (km)	To (km)	(km)
	0	0/085	0.085	The existing alignment is with sharpe curve and shivangalapally road is not visible from 0/0 km		Due  to sharpe curve the alignment is changed for which  extra land is not required.from 0/0 km to 0/085 km, 10-15 mts road land width is available
Checklist
{Tick the relevant box}										Y / N
a)	Centre line of the existing and proposed horizontal alignment coincide									Y
b)	Centre line of the existing and proposed horizontal alignment deviate at certain sections									N
Table 8.2 – Horizontal Curve details
Curve No. Hand of curve	IP Chainage	Radius	Ls	Speed	S.E.	Def Angle			Lc	Ltotal
		(m)	(m)	(Kmph)		D	M	S	(m)	(m)
14	0	15.00	0.00	0.00	0.00	0	0	0	0.00	0.00
8.3	Vertical alignment
Table 8.3 – Vertical Curve Details
Sl. NO.	Chainage (m)	Level of pvi	Length of curve	Type of curve	Grade in (%)	Grade out (%)	Grade difference (%)	Chainage		Level
								St. of Curve	End of Curve	St. of Curve
1		No Summit and valley curves observed from longitudinal sections.
8.4	Design of Junctions
The proposed alignment intersects cross roads and forms junctions.  The locations of junctions are given below:
Table 8.4 – List intersections, type and proposed modifications
	Sl.	Type of intersection			Location (km)		Exiting condition		Proposed modification
	1	Tee junction			0/0		No caution boards		Caution boards included in the road furniture
	2	Tee junction			0/085 km		No caution boards		approach road  is proposed and Caution boards included in the road furniture
9	Pavement Design
9.1	General
Considering the sub-grade strength, projected traffic and the design life, the pavement design for low volume PMGSY roads was carried out as per guidelines of IRC: SP: 72 – 2007, or IRC SP:77 “Design of Gravel Road” and IRC SP:62-2004 “Cement Concrete roads”. In built up area for hygienic and safety reasons, C.C. pavement was used with a hard shoulder and drain appropriate line drain. {Delete the last line if CC pavement was not provided}.
9.2	Pavement Design Approach
9.2.1	Design Life
A design life of 10 years was considered for the purpose of pavement design of flexible and granular pavements.
9.2.2	Design Traffic
The average annual daily traffic (AADT) for the opening year as well as the total commercial vehicle per day (CVPD) was presented in Table 5.2.
9.2.3	Determination of ESAL applications
Only commercial vehicles with a gross laden weight of 3 tonnes or more are considered. The design traffic was considered in terms of cumulative number of standard axles to be carried during the design life of the road. The numbers of commercial vehicles of different axle loads are converted to number of standard axle repetitions by a multiplier called the Vehicle Damage Factor (VDF). An indicative VDF value was considered as the traffic volume of rural road does not warrant axle load survey.
For calculating the VDF, the following categories of vehicles was considered as suggested in paragraph 3.4.4 of IRC: SP: 72 – 2007.
	•	Laden heavy/medium commercial vehicles
	•	Un-laden /partially loaded heavy/medium commercial vehicles
	•	Over loaded heavy/medium commercial vehicles
		Vehicle type			Laden		Un-laden /Partially laden
		HCV			2.86		0.31
		MCV			0.34		0.02
Indicative VDF values considered 10% of laden MCV and 10% laden HCV as overloaded & given below:
Lane distribution factor (L) for Single lane road = 1.0 Cumulative ESAL application = To x 4811 x L, where To = ESAL application per day. The Cumulative ESAL application for the project road as per paragraph 3.5 of IRC: SP: 72 – 2007 is presented in Annexure {Insert Annexure number}
9.2.4	Subgrade CBR
The subgrade CBR range of { 4.06 % to 5.50 %} was considered and the traffic falls in the { T4 } category.
9.3	Design Alternatives
{Insert design alternatives like flexible vs. rigid pavement and paved vs. normal shoulders}
Design alternatives considered {tick the applicable box}
	Chainage		Design alternatives considered						Specify design alternative selected	Justification
	From	To	Pavement		Shoulder
			Flexible	Rigid	Earthen full width	Hard	Hard shoulder 1.875 m each side	Soil stabilization and use of locally available marginal materials.
						Full width
	0/000	0/085	-	Y	-	-	Y	-	Densely populated area. The road starts from konaraopet mandal head quarter.	open area and there is no darinage facility to runoff water
	1/425	1/500	-	Y	-	-	Y	-	wet fields are existing and this very nearer to village	there is no darinage facility to runoff water
9.4	Pavement composition
Flexible Pavement
The designed pavement thickness and composition was calculated by referring Figure 4 (Pavement design catalogue) of IRC: SP: 72 – 2007. The ratio between heavy commercial vehicles and medium commercial vehicles as given in Chapter 5 should be maintained as far as possible.
The pavement layers provided are given below:
							0/0085	to	1/425
		Top Layer		Premix Carpet with Type A Seal Coat			20		mm
		Base Layer		WBM Grading III & WBM Grading II			150		mm
		Sub – Base Layer ( profile correction)		Granular Sub-base Grading III			75		mm
		Total thickness					225		mm
Top layer of WBM will be treated with bituminous surface. {If the pavement thickness varies over the entire length of the road section a table showing different  thickness adopted should be given.}
Rigid Pavement
{Insert cc pavement design  as per IRC:SP:62-2004 wherever provided, if not delete}
The pavement layers provided are given below:
						0/0-0/085 and 1/425 to 1/500
		Base Layer		CC Pavement with M30			200		mm
		Sub – Base Layer		Granular Sub-base Grading III			150		mm
		Total thickness					350		mm
10	Design of Cross Drainage Works
10.1	General
On the basis of hydrological survey, {6} new cross drainage structures are recommended for the project road as listed below.  {Consultants shall review these guidelines with respect to the Expert Committee guidelines “Review of Geometric Design Standards for Rural Roads in Hill Areas (meeting at Mussorie – 29-30 November 2007) and Review of Geometric Design Standards for Rural Roads in Plains}
10.2	Hydrological Design
The existing structures in poor condition that are proposed for replacement as listed below. Agricultural conduits, which basically act as balancers, have also been provided as listed below in Table 10.2.
10.3	Design Feature
Design Standards for culverts has been prepared based on standard codes and guidelines of IRC: SP: 20: 2002 and similar type of ongoing projects. General features of the designed cross drainage structures are given below:
For hume pipe culvert, minimum road width has been taken as 7.50 m,
Width of culvert : 7.50 m with parapet.
Width of Bridge: 7.50 m with parapet.
10.4	Justification for retaining/widening and replacement of culverts
{Insert the design considerations developed after the transect walk}
10.5	Hydraulic calculation for Culvert
The design discharge was calculated by the rational method considering peak runoff from catchment using the formula,
Q = 0.028 x P x A xIc
	Where P = Coefficient of Run Off for the catchments characteristics,                                    A = Catchments Area in Hectares     &      Ic = Rainfall Intensity
Small bridge-site length of which exceeds 15 m to be jointly visited by STA and S.E. Design – as per SP-20 & SP-13 and relevant IRC Codes for Bridges.
Causeways and submersible bridges – Design to be done as per SP-20 and SP-82:2005.
Table 10.2  Proposed Culverts
		Sl. No.	Chainage( km)		Type of Culvert			Span/dia
		1	0.3		2 Vent 1000 mm dia pipe culvert			1000 mm
		2	0.47		1 Vent 1000 mm dia pipe culvert			1000 mm
		3	0.75		1 Vent 1000 mm dia pipe culvert			1000 mm
		4	1.05		2 Vent 1000 mm dia pipe culvert			1000 mm
		5	1.25		2 Vent 1000 mm dia pipe culvert			1000 mm
11	Protective Works & Drainage
11.1	General
{Insert necessary description of the terrain and drainage condition along the road under study}
11.2	Road side drain
As the insufficient drainage of surface water leads to rapid damage of road, road side drain as shown in drawing volume has been provided particularly on the location of habitation areas. Sketch for a standard roadside drain should be made available, confirming to any of the sections suggested in SP:20:2002.
11.3	Protective Works
Necessary protection works consisting of closed {Insert type of pilling} piling and {Insert ballah suggested} ballah piling/ Retainig Walls/ Toe Walls{Insert type of Retaining Wall/ Toe wall}  ( have been provided near pond and water bodies falling within the proposed alignment. Table 11.1 gives the chainage-wise protection works adopted.
{Insert list of protection works proposed/upgraded, type, location in a tabular form. This should connect to the decisions taken during transect walk}
Table 11.1  List of protective works
	Sl. No.	Chainage		Type of protective works				Comments
				LHS		RHS
	1			NOT APPLICABLE FOR THIS PROJECT ROAD
12	Land Requirement
12.1	General
The existing road is generally an earthen track with some stretches of brick bat soling (description of the road surface). Thus the project road is a new connectivity road. The existing Right of Way (ROW) is varying from 3.50 m to 5.00 m. {Insert information on ROW available}
12.2	Proposed ROW
The width of carriageway has been considered as 3.75 m in accordance with the IRC-SP 20: 2002. The total roadway width is limited to 7.5 m with 1.875 m earthen shoulder on either side of carriage way. The proposed ROW generally varies from 12 m – 15 m depending upon the embankment height and the proposed ROW is even less than 10 m in some stretches of habitation area and in areas having tree plantation.
12.3	Additional Land
Local administration and local panchayat need to apprise the villagers about requirement of minor areas in places for development of the road. Villagers are generally highly enthusiastic during site visits for selection of the road. Table 12.1 provides the chainage-wise additional land required.
Table 12.1  Additional Land Required
	Sl. No.	Chainage		Width of Land Required in m				Comments
				LHS		RHS
	1	0/0 to 1/500		Nil		Nil
13	Utility shifting/relocation
13.1	Existing utilities
13.2	{Insert list of departments responsible for utility shifting}									N.A
13.3	{Insert rules pertaining to shifting of utilities}									N.A
13.4	An estimate for relocation of utilities is given below in Table 13.1									N.A
Table 13.1 Estimated Cost for Relocation of Utilities
	Sl. No.	Utility Type			Qty		Estimated Rate		Estimated Cost
	1	{For example, power poles}			Nil		0.00		0.00
	2
	3
	Etc.
	Estimated Total Cost						0.00		0.00
14	Traffic Management and Road Safety Measures
{This DPR may be subjected to a road safety audit by an independent third party. The recommendations of the road safety audit as approved by PIU shall be incorporated in the final DPR.}
14.1	Road Furniture
Road Furniture details include:
	Ø      Road markings
	Ø      Cautionary, mandatory and information signs
	Ø      KM stones and 200m stones
	Ø      Delineators and object markers
	Ø      Guard posts, crash barriers and speed breakers
	Ø      Median & footpath barriers
14.1.1	Road Markings
Road markings perform the important function of guiding and controlling traffic on a highway.  The markings serve as psychological barriers and signify the delineation of traffic paths and their lateral clearance from traffic hazards for safe movement of traffic.  Road markings are therefore essential to ensure smooth and orderly flow of traffic and to promote road safety. The Code of Practice for Road Markings, IRC: 35-1997 has been used in the study as the design basis. Schedules of Road Markings are included in contract drawings.
14.1.2	Cautionary, Mandatory and Informatory Signs
Cautionary, mandatory and informatory signs are provided depending on the situation and function they perform in accordance with the IRC: 67-2001 guidelines for Road Signs.
The signboards shall be in accordance with the the specifications of cl.801.3 of MoRTH for high intensity grade sheeting and as per NHAI circular No: 13013/53/2002 vig dated: April 28, 2003. Overhead signs are proposed in accordance with IRC:67-2001.
14.1.3	Kilometer Stone and Hectometer Stone
The details of kilometre stones are in accordance with IRC: 8-1980 guidelines.  Both ordinary and fifth kilometre stones are provided as per the schedule. Kilometre stones are located on both the side of the road.
The details of 200m stones conform to IRC: 26-1967.  200m stones are located on the same side of the road as the kilometre stones.  The inscription on the stones shall be the numerals 2,4,6 and 8 marked in an ascending order in the direction of increasing kilometerage away from the starting station.  Table 14.1 gives the details of Km. stone.5th km. stone and boundary pillars provided. {Insert figures in the table below and this should be shown in the drawings also}
Table 14.1		Details of Km. stone.5th km. stone and boundary pillars
	Sl.	Name of Road				Chainage (km)	5th. Km. stone (nos.)	Km. stone (nos.)	200m stone (nos.)	Boundary stone (nos.)
	1	R/F  1/5 km of  L030   to  Shivangalapally-M.P.Konaraopet					0	3	5
14.1.4	Delineators and Object Markers
Roadway delineators are intended to mark the edges of the roadway to guide drivers on the alignment ahead.  Object markers are used to indicate hazards and obstructions within the vehicle flow path, for example, channelising islands close to the intersections.
Delineators and object markers are provided in accordance with the provisions of IRC: 79-1981.  They are driving aids and should not be regarded as substitutes for warning signs, road markings or barriers.
14.1.5	Guard Posts, Crash Barriers and Speed Breakers
Guard posts are proposed on embankments of height more than 1.5m and bridge approaches. The spacing of guard post shall be 10.0 m c/c in these areas. Typical Guard post consists of pre-cast (M20) CC post of size 200 mm x 200 mm and a height of 600 mm above ground level. They are encased in M15 cement concrete to a depth of 450 mm below ground level. Guard posts are painted with alternate black and white reflective paint of 150 mm wide bands. Table 14.2 gives the details of guard posts, crash barrier and speed breakers. A layout of a typical speed breaker is given below. {Insert figures in the table below and this should be shown in the drawings also}
		Details of guard posts, crash barrier and speed breakers
Table 14.2
	Sl.	Chainage (km)		Guard post (nos.)		Crash Barrier  (m)		Speed breakers (nos)
	1	c0/085 km		0		0		2
14.2	Temporary traffic control
The road under consideration has to be widened alongwith the bridges and culvert. The list below provides the c/d structures to be widened/reconstructed and temporary traffic control measures to be implemented.
Table 14.3 gives the section-wise details of temporary traffic control measures to be adopted.
Table 14.3		Details of temporary traffic control measures to be adopted
		Sl.	Chainage (km)	Temporary traffic control measures to be adopted
		1	0/300	Diversion of traffic with caution boards at the time of constuction
		1	0/525	Diversion of traffic with caution boards at the time of constuction
		1	0/750	Diversion of traffic with caution boards at the time of constuction
		1	1/050	Diversion of traffic with caution boards at the time of constuction
		1	1/250	Diversion of traffic with caution boards at the time of constuction
14.3	Checklist for Road Safety Measures
Sl	Road Safety Checklist								Yes	No
a	A minimum 100 mm thickness of pavement GSB layer constructed to the full roadway width.(Insert Justification for the same)									No
b	The upper layer of all shoulders of sub‐base quality compacted to a minimum thickness if 100 mm.								Yes
c	Shoulder side slopes are not be steeper than 2H:1V unless stone pitching of the slope is provided.								Yes
d	Speed breakers as per NRRDA circular comply with the requirements of IRC:99‐1988 for general traffic.								Yes
e	Speed breakers placed at the threshold of a habitation and at regular intervals (150 -200 m) through the habitation.								Yes
f	Within densely populated habitations, a cement concrete (CC) pavement or V-shaped side drain is constructed to the full width of the available roadway.								Yes
g	Within habitations, wherever deep side drains are constructed either within or adjacent to the roadway, is covered by slabs laid level with the adjacent pavement and capable of being manually removed.								Yes
h	In habitations where child playing areas border the road, a low profile wall, raised kerb or similar form of boundary marking (depending on the site conditions), is  constructed to create a physical boundary and act as a deterrent to the random movement of a child onto the road.									No
i	On roads where, because of the lack of dry land in the general area, the shoulder will be continually occupied and only intermittently available for traffic, speed breakers are installed at regular intervals, not more than 300 m apart, for the entire length of the road.								Yes
j	The drawings show all obstructions in the proposed road shoulder with a note that the obstruction is to be removed.								Yes
k	If a shoulder obstruction cannot be removed, hazard markers are installed to mark the Obstruction									No
l	Hazard markers are installed at all pipe culvert headwalls.								Yes
m	Hazard markers are installed at each end of all box culverts, river crossing causeways and similar CD structures.								Yes
n	Hazard markers are installed at any discontinuity in the shoulder.								Yes
o	Directional sight boards are installed on all sharp curves and bends.								Yes
p	Speed breakers are provided at sharp curves and bends where the curve design speed is less than 40 km/h in plain and rolling terrain, and less than 25 km/h in mountainous and steep terrain.								Yes
q	Speed breakers are provided and directional sight boards installed at sites where reverse horizontal curves are closely spaced and speed reduction is required.								Yes
r	At a main road intersection, signs and pavement markings for STOP control on the PMGSY village road are installed, side road warning signs on the main road and intersection warning signs on the village road are installed, and speed breakers on the PMGSY village road are provided as given in the figures (refer IRC 99-1988).								Yes
This DPR may be subjected to a road safety audit by an independent third party. The recommendations of the road safety audit as approved by PIU shall be incorporated in the final DPR.}
Road safety issues identified during the design were and the mitigation measures are included in all designs and shown on the DPR drawings. Details of the issues and measures are: {Insert details in tabular format on chainage wise basis.}
Table 14.4		Details of Road Safety issues and mitigation measures to be adopted
Sl.No.	Chainage			Safety issues			Mitigation measures adopted			Remarks
2	0/085			T junction			Caution board proposed
15	Specification
15.1	General
The “Specification for Rural Roads” published by IRC on behalf of the Ministry of Rural Development, Govt. of India has been followed.
15.2	Construction Equipment
Construction by manual means and simple tools has been considered for the project as per the guideline of NRRDA. For handling of bulk materials like spreading of aggregates in sub-base & base courses by mix-in-place method, use of motor grader & tractor-towed rotavator has been allowed in line with the schedule of rate for PMGSY work. Compaction of all items shall be done by ordinary smooth wheeled roller if the thickness of the compacted layer does not exceed 100 mm. It is also considered that, hot mix plant of medium type & capacity with separate dryer arrangement for aggregate shall be used for bituminous surfacing work that can be easily shifted. A self-propelled or towed bitumen pressure sprayer shall be used for spraying the materials in narrow strips with a pressure hand sprayer. Now the vibratory rollers are also being used for rapid progress.
For structural works, concrete shall be mixed in a mechanical mixer fitted with water measuring device.
The excavation shall be done manually or mechanically using suitable medium size excavators.
15.3	Construction Methods
15.3.1	Preparation for Earthwork
After setting out existing ground shall be scarified to a minimum depth of 150 mm and leveled manually and compacted with ordinary roller to receive the first layer of earthwork. In filling area, existing embankment will be generally widened on both sides as per the alignment plan. Continuous horizontal bench, each at least 300 mm wide, shall be cut on the existing slopes for bonding with the fresh embankment/ subgrade material as per Cl 301.7.
15.3.2	Embankment work
Material from borrow pits will be used for embankment construction as well as the approved material deposited at site from roadway cutting and excavation of drain & foundation may be used. Layer of the earth shall be laid in not more than 25 cm (loose) thick layers & compacted each layer of the soil up to 30 cm below the subgrade level at OMC to meet 97% of Standard Proctor Density.
Material for embankment and sub-grade shall satisfy the requirements of Table 300-1 and 300-2 as per the Specification for Rural Roads.
15.3.3	Sub-grade
Material from borrow pits will be used for construction of top 30 cm as sub-grade. Soil in these sections is quite good for road construction. Top 30 cm upto the subgrade level and shoulder at OMC to meet 100 % of Standard Proctor Density by proper control of moisture and by required compaction with a smooth wheeled roller.
15.3.4	Sub-base
The existing gravel may be used in base corse by stabilizing it after mixing crushed aggregates in certain proportion so the voids in gravels are filled, ths density gets increased, for the mix 70 % gravel and 30 % crushed aggregates , the friction and density achieved is maximm and very nearer to that of constrction. hence by using the mix of 70 % gravel and 30 % crushed aggregates there will be reduction in the cost of pavement by approximately 32 % as compared to using crushed aggregates. for the  GSB Execution the revised data is followed as per Amendment no1/2009-10 date 21-05-2009 of NRRDA.
15.3.5	Base
Stone aggregates will be used in base course. 63 mm to 45 mm size (Grading 2) aggregate has been proposed for the bottom layer and 53 mm to 22.4 mm (Grading 3) size has been proposed for the top layer.
15.3.6	Shoulder
Earthen shoulder shall be constructed in layers and compacted to 100% of Proctor’s Density. First layer of shoulder shall be laid after the sub–base layer is laid. Thereafter earth layer shall be laid with base layer of pavement and compacted.
15.3.7	Surfacing
Slow setting bitumen emulsion will be applied as primer on Water Bound Macadam (WBM) layer. Emulsion shall be sprayed on surface with pressure distributor. Rapid setting bituminous emulsion shall be used for Tack coat.
Premixed carpet and mixed with equivalent viscosity grade bitumen shall be laid as surfacing course. 6 mm thick Type B seal coat is considered for sealing of the premixed carpet.
15.3.8	Structural Works
Following grades of concrete are proposed for Structural works and comply with MORD and IRC specifications:
	•	Concrete in superstructure of slab culvert – M-25 (RCC)
	•	Concrete in abutment cap, dirt wall of slab culverts – M-25 (RCC)
	•	Brickwork in abutment, return wall, headwall - M-20 (RCC)
	•	Concrete below abutment, return wall, headwall – M-15 (RCC)
{Insert any other new specification adopted like hard shoulders and rigid pavement.}
16	Environmental Issues
16.1	Alignment
The proposed road has planned to be designed considering the impact on environment. Proposed road alignment follows existing pathway to the maximum extent so that huge land acquisition is not necessary for construction of the project road. Proposed road, when completed, will be an addition to the aesthetics of this rural area.
16.2	Environmental Sensitive Area (National Park, Wild Life Sanctuary, Protected /Reserve Forest, Wet land etc.)
The alignment will be finalised avoiding the environmental sensitive areas such as National Park, Wild Life Sanctuary, Protected /Reserve Forest, Wet land etc. It is also necessary to maintain the minimum distance of 500 m of the project road from environmental sensitive area.
16.3	Construction Camp
Construction camps will be established away from forest area/water body. The minimum facilities such as water supply, sanitation, storm water drainage, solid waste management and first aid box will be provided during the construction period of the project. Necessary provision for rehabilitation or restoration after the completion of construction phase will be done.
16.4	Permit / Clearance required prior to commending of civil work
	No objection Certificate- This will be taken by PIU from SPCB (State Pollution Control Board).
	Forest Department- If the project road passing thorough forest land and acquisition of the same is involved and it will be taken by PIU from Forest Department
	Consent to establish (CFE) and Consent to Operate (CFO) - This is required for Plant Hot Mix Plant, WMM Plant, Batching Plant required for the project and the same will be taken by the Contractor from SPCB.
	Lease from Mines & Geology- This will be taken by the Contractor for new Stone Quarry required for the project.
16.5	Borrow area
The filling soil will have to be procured from borrow pit. Borrow area will be so excavated that the lands can reused as agricultural field. The depth of borrow pit shall not exceed 450 mm (150 mm top soil included). The top soil shall be stripped and stacked and shall be spread back on the land. As far as possible the borrow pits shall not be dug close to the road embankment. The Redevelopment of borrow area will be done before closure of the same and it will be as per agreement between landowner and the Contractor.
16.6	Erosion Control
Turfing of the embankment slopes and earthen shoulder to prevent erosion of slopes of the embankment, rain cuts and erosion of shoulder is being suggested.
16.7	Drainage
Suitable cross drainage structures have been provided on the basis of hydrological survey of the area. So, there will be no obstruction to the natural drainage of the area. Road side drainage is also duly considered in a manner so that surface water is led to the low points and is drained through the CD structures.
16.8	Use of Material
Cut back bitumen is not proposed in the project to avoid contamination with Kerosene. Bitumen emulsion is proposed for primer coat and tack coat.
17	Analysis of Rates
17.1	General
Rates for various item of works of the project have been derived from the “Schedule of Rates 2011-12 for Road works, Culvert works & Carriage etc. {Insert name of RRDA} and “Addendum & Corrigendum to Schedule of Rates” effective from {Insert date}. However in general the basic rates of material have been taken from Common SSR. The rates of different items have been worked out inclusive of all labour charges, hire charges of Tools & Plants, Machineries and all other cost estimates for the item of work, overhead and contractor’s profit @ 14% and 25% agency allowence on these.
17.2	Basic Rate of Material
The basic rates for stone materials & river bed materials have been taken from Common SOR 2011-12
For bituminous materials, basic rate at Vishakhapatnam for VG 30 Viscosity grade bitumen and for emulsion the basic rate of Vishakhapatnam has been considered as suggested in from Indian Oil Corporation Limited.
Basic rate of other materials like coarse & fine sand, cement are as per the latest from Common SOR 2011-12
Basic rate of steel materials at sub-divisional office has been considered in analysis after adding cost of carriage, loading & unloading.
17.3	Lead for Materials
For stone aggregates and sand, lead from source to work site is calculated from the district map and block level map of core network and finalizing the same in discussion with PIU. The supply of different materials to worksite is by road. Lead for bituminous & steel materials are similarly obtained using SOR.
18	Cost Estimate
18.1	General
Cost Estimate of project has been arrived on the following basis
	•	Selection of Items of work
	•	Estimation of item wise quantities
	•	Analysis of Rates
18.2	Estimation of Quantities
All the relevant road and structure work Items will be identified as per survey, design and drawings. Following major item of works considered are given below:
	•	Site clearance, dismantling and earthwork
	•	Pavement works (GSB, WBM, Bituminous layers)
	•	Cross drainage structure works
	•	Drainage and protective works
	•	Utility relocation
	•	Road safety and furniture
	•	Maintenance works
Quantity of earthwork will be derived from the proposed cross section drawings. Volume of cut and fill will be obtained directly using the design package software. Quantity derived from software will be manually verified. There are same stretches of the road in cut section. The details are provided chainage wise in Table-18.1 of total cut and fill volume. The soil obtained from roadway excavation shall be used for construction of embankment and shall be paid as per item no.4. All other quantities will be computed from the drawings of finished road, miscellaneous drawings & drawings of CD Structures.
{Insert Table of cut and fill volume in Annexure 3}
18.3	Abstract of Cost
Unit rates will be derived by using the “Schedule of Rates for Road Works, Culvert works and Carriage etc. {Insert name of SRRDA}”. The abstract of Cost estimate is given in the Table below.
{Insert the details of cost in Format F6 & Format F7}.
18.4	Maintenance
Cost of Annual Maintenance for five years after completion of project will be estimated as per the PMGSY Guidelines. Different activities of ordinary repairs are done as and when.
sno	Description				Length of the road	Percentage	About per KM		Amount in Rs
1	2				3	4	5		6
1	Provision for 1st year				1.500	5%	7500.00		11250.00
2	Provision for 2nd year				1.500	10%	15000.00		22500.00
3	Provision for 3rd year				1.500	15%	22500.00		33750.00
4	Provision for 4th year				1.500	30%	45000.00		67500.00
5	Provision for 5th year				1.500	40%	60000.00		90000.00
TOTAL									225000.00
19	Construction Program
19.1	General
Assuming that the Construction of the Batch – {Insert Batch No.} roads will start from {Insert possible construction date.} This is a high rainfall area and rainy season extends from April to September. However, the construction program is based for a total working period of 12 months, considering the program set out by MoRD. Generally, dry working season of about 8 months are required for construction of PMGSY roads. However, works will be affected for the monsoon during the month June to September.
It is anticipated that some activity like collection of materials, CD works etc. will continue in monsoon period also.
19.2	Realistic duration
{Insert a reasonably realistic duration of the contract}
	Tentative Construction programme of the Road
Sl. No.	Description of item			Reach		Total Quantity		Unit	Time fixed
1	2					4		3	5
1	Mobilisation, jungle clearance			Km 0/000 to1/500 km		2160.00		sqm	1Month
2	Earth work			Km 0/000 to1/500 km		2397.203		cum	1Month
3	Gravel base			Km 0/000 to1/500 km		542.63		cum	1Month
4	WBM 1st layer			Km 0/000 to1/500 km		379.50		cum	1Month
5	WBM 2nd layer			Km 0/000 to1/500 km		379.50		cum	1Month
6	Shoulders			Km 0/000 to1/500 km		873.75		cum
7	BT with seal coat			Km 0/000 to1/500 km		5100.00		sqm	1Month
8	CC Road in Village Portion			0/0-0/085, 1/425-1/500		147.48		cum	1Month
9	Side drain & HP culvert			Km 0/000 to1/500 km		0		Nos	0
10	Finishing items			Km 0/000 to1/500 km					1Months
									8 months