Name of State : West Bengal

Name of District : Nadia

Name of Block : Krishnanagar I
Package No. : WB/14/236
Corenet Work Road Code : T02
CUPL No. : 5
Name of the STA : Jadavpur University
Year of Sanction under PMGSY: 2020
Sanctioned Cost: 18 lakh
Year of Completion as per OMMAS: 2025
Batch of Sanction: 2026

Name of Road : Dakshin Jhitkipota to Mahisnagra upto Jatrapur More

Name of Starting Point : Dakshin Jhitkipota
Name of Ending Point : Mahisnagra upto Jatrapur More
Latitude of Starting Point : 00O00'00" Longitude: 11O11'11"
O
Latitude of Ending Point : 22 22'22" Longitude: 33O33'33"
Total Length (in km) : 12
TR/LR : TR
Soak CBR Value : 5.741
Type of Project Phase : (PMGSY) - III
TR No./MRL No. : T14
Type of Terrain : Plain

Climate Details:-
Rainfall (in mm): 1353
Max. Monthly Rainfall (in mm) : 350 July
Rainy Season Starts: July
Rainy Season Ends: September
Average Temperature(in °C) : 36
Minimum Avg Temperature(in °C) : 10
trapur More

11O11'11"
33O33'33"
Input Cell
Changed with latest sor 2019
Doubt
Confusion
Not in use
Recheck needed
Manual Input
 Transect Walk Sum
Additional Land Required
Chainage (in km+m) Road Land Width (in m)
LHS

0+000 4 0

10+000 3.5 0.125

 Avg. Land Width (in m) 3.75

Chainage (in km+m)

Pavement Material Used
From To
0+000 12+000 BT ROAD
12+000
0+000
0+000
0+000
0+000
0+000
0+000
0+000
0+000
0+000
0+000
0+000
0+000
0+000
0+000
0+000
0+000
0+000
0+000
0+000
0+000
0+000
0+000
0+000
0+000
0+000
0+000
0+000
0+000
0+000
0+000
 0+000
0+000
0+000
0+000
0+000

Total Length (in km) = 12.00

Details of Proposed Road

Descriptions NON-PMGSY
Right of Way (in m) : 10
Carriageway Width (in m) : 3.75
Left Side
Extra Widening (in m) :
1.875
Thickness of GSB 1st Layer (in m) : 0
Thickness of GSB 2nd Layer (in m) : 0
PROPOSED
THICKNESS

Thickness of Base (in m) : 0.225

Thickness of Surface Course (in m) : 0.025

Thickness of GSB Layer under CC Pavement(in m) : 0.1

Pavement Type
Length (in m)
Type of Pavement
PMGSY
Flexible Pavement (in m) 10000
Rigid Pavement (in m) 2000
Total length (in m) 12000

Table 12.2: PCI Value

Chainage (in km+m)
PCI
From To
0+000 1+000 1
1+000 2+000 3
2+000 3+000 2
3+000 4+000 2
4+000 5+000 3
5+000 6+000 3
6+000 7+000 3
7+000 8+000 3
8+000 9+000 3
9+000 10+000 3
10+000
0+000
0+000
Avg. PCI
 Dismantling of cement concrete pavements
Length= 0
Breadth= 0
Thickness= 0
 Transect Walk Summary
Additional Land Required Type of Loss
Village Name
RHS LHS RHS

0 NIL NIL KBC

0.125 NIL NIL KBC

 Details of Existing Pavement
Thickness (in mm)
Road Width (in m) Type
Concrete BT WBM/WMM GSB
3 BT 0 20 150 150
 Average = 0 20 150 150
Average Width (in m) = 3

Details of Proposed Road

NON-PMGSY PMGSY C.C. Pave
10 10 PMGSY + Non PMGSY
3.75 3.75 Width (m) 3.75
Right Side Left Side Right Side ROW - Width
1.875 1.875 1.875 PMGSY Non-PMGSY
0 0 11 11
0 0
0.225 0.225
0.025 0.025

0.1 0.1

Length (in m)
NON-PMGSY
0
0
0

2.2: PCI Value

Chainage (in km+m)
PCI
From To
0+000
0
0
0
0
0
0
0
0
0
0
0
0
2.6
Remarks / Suggestions

-
vement
Length (in m)
Thickness (in
Earthen Concrete BT WBM/WMM GSB Earthen mm)

0 - 12000 - - - 320
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
 - - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
0 0 12000 0 0 0 320

Roadway Width
7.5
 Road Design B
Location
Sl. No. Issues
(km+m)
The road starts with a T-intersection. Also
1 1+591
have habitation area.

2 1+678 T-intersection

3 4+507 T-intersection

4 5+932 T-intersection

5 6+936 T-intersection

6 7+026 T-intersection

7 7+766 T-intersection

8 10+664 T-intersection

9 12+000 The road ends with a T-intersection. Also

have habitation area.
Visual Distress Width of CC
Condition Pavement

GOOD 3.00
0.00
0.00
0.00
0.00
0.00
0.00 Existing Road Details:
0.00 Descriptions Total Length (in m)
0.00 Concrete: 0
0.00 Bitumen: 12000
0.00 WBM: 0
0.00 GSB: 0
0.00 Earthen: 0
0.00 Total Road Length: 12000
0.00 Road Width : 3
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
 Road Design Brief
Deficiency in view of road
Issues Design Solutions
safety and remedies proposed
Bell mouth to be constructed with
with a T-intersection. Also
proper direction sign. Rumble strip
habitation area.
and traffic sign to be provided.
Rumble strip and traffic sign to be
-intersection
provided.
Rumble strip and traffic sign to be
-intersection
provided.
Rumble strip and traffic sign to be
-intersection
provided.
Rumble strip and traffic sign to be
-intersection provided.
Rumble strip and traffic sign to be
-intersection
provided.
Rumble strip and traffic sign to be
-intersection
provided.
Rumble strip and traffic sign to be
-intersection
provided.
Bell mouth to be constructed with
with a T-intersection. Also proper direction sign. Rumble strip
habitation area.
and traffic sign to be provided.
sting Road Details:
Total Length (in m) Thikness (in mm)
0 0
12000 20
0 150
0 150
0 0
12000 320
3
 Existing CD Structure Details

Sl. No. Chainage (in Type Span/Dia. Road Width (in m)

Km+m)

1 0+013 RCC SLAB CULVERT 2.0 m 3

2 0+407 RCC SLAB CULVERT 1.5 m 3
3 0+452 HP 1X300 3
4 3+978 MINOR BRIDGE 16.0 m 3
5 4+528 HP 1X600 3
6 5+953 RCC SLAB CULVERT 1.5 m 3
7 5+333 RCC SLAB CULVERT 1.0 m 3
8 6+357 RCC SLAB CULVERT 1.0 m 3
9 7+574 RCC SLAB CULVERT 3.5 m 3
10 9+734 RCC SLAB CULVERT 1.0 m 3
11 10+220 MINOR BRIDGE 9.0 m 3
Proposed CD Structure Details
 Chainage (in
Sl. No. Type Span/Dia. Road Width (in m)
Km+m)

1 0+452 HP 1X1000 3.75

2 0+870 HP 1X1000 3.75
3 1+250 HP 1X300 3.75
4 1+485 HP 1X1000 3.75
5 1+950 HP 1X1000 3.75
6 2+150 HP 1X1000 3.75
7 2+755 HP 1X300 3.75
8 2+963 HP 1X300 3.75
9 3+150 HP 1X1000 3.75
10 3+360 HP 1X300 3.75
11 3+890 HP 1X300 3.75
12 4+120 HP 1X1000 3.75
13 4+310 HP 1X300 3.75
14 4+528 HP 1X300 3.75
15 4+528 HP 1X1000 3.75
16 5+120 HP 1X300 3.75
17 5+560 HP 1X300 3.75
18 6+150 HP 1X1000 3.75
19 6+870 HP 1X300 3.75
20 7+140 HP 1X300 3.75
21 7+574 RCC SLAB CULVERT 4.0 m 3.75
22 8+479 HP 1X1000 3.75
23 9+245 HP 1X300 3.75
24 10+584 HP 1X1000 3.75
25 10+890 HP 1X300 3.75
26 11+150 HP 1X1000 3.75
27 11+345 HP 1X1000 3.75
28 11+490 HP 1X1000 3.75
29 11+780 HP 1X1000 3.75
cture Details

Conditions Repair/Reconstruction required

Good Condition No Repair Required

Good Condition No Repair Required
Poor Condition Reconstruction/Dismentling Required
Good Condition No Repair Required
Poor Condition Reconstruction/Dismentling Required
Good Condition No Repair Required
Good Condition No Repair Required
Good Condition No Repair Required
Poor Condition Reconstruction/Dismentling Required
Good Condition No Repair Required
Good Condition No Repair Required
 Conditions

Newly Proposed
Newly Proposed
Newly Proposed
Newly Proposed
Newly Proposed
Newly Proposed
Newly Proposed
Newly Proposed
Newly Proposed
Newly Proposed
Newly Proposed
Newly Proposed
Newly Proposed
Newly Proposed
Newly Proposed
Newly Proposed
Newly Proposed
Newly Proposed
Newly Proposed
Newly Proposed
Newly Proposed
Newly Proposed
Newly Proposed
Newly Proposed
Newly Proposed
Newly Proposed De
Newly Proposed Descripti
Newly Proposed
Newly Proposed
 Details of Existing Hume Pipe

Diameter (mm) Type

1X300 HP
2X300 HP
3X300 HP
1X600 HP
2X600 HP
3X600 HP
4X600 HP
1X900 HP
No Use
2X900 HP
3X900 HP
4X900 HP
1X1000 HP
2X1000 HP
3X1000 HP
4X1000 HP
1X1200 HP
2X1200 HP
3X1200 HP
4X1200 HP
Total

Existing

Span (m) Type Quantity (nos.) Type

1.0 m PCC 0 RCC

1.5 m PCC 0 RCC
2.0 m PCC 0 RCC
2.5 m PCC 0 RCC
3.0 m PCC 0 RCC
3.5 m PCC 0 RCC
4.0 m PCC 0 RCC
4.5 m PCC 0 RCC
5.0 m PCC 0 RCC
5.5 m PCC 0 RCC
6.0 m PCC 0 RCC
6.5 m PCC 0 RCC
7.0 m PCC 0 RCC
7.5 m PCC 0 RCC
 8.0 m PCC 0 RCC
8.5 m PCC 0 RCC
9.0 m PCC 0 RCC
Total Length of PCC Slab Culvert (m) 0.00 Total Length of RCC Slab Culvert (m)
Total Length of Slab Culvert (in m)

Existing
Span (m) Type Quantity (nos.) Type

1.0 m PCC 0 RCC

1.5 m PCC 0 RCC
2.0 m PCC 0 RCC
2.5 m PCC 0 RCC
3.0 m PCC 0 RCC
3.5 m PCC 0 RCC
4.0 m PCC 0 RCC
4.5 m PCC 0 RCC
5.0 m PCC 0 RCC
5.5 m PCC 0 RCC
6.0 m PCC 0 RCC
6.5 m PCC 0 RCC
7.0 m PCC 0 RCC
7.5 m PCC 0 RCC
8.0 m PCC 0 RCC
8.5 m PCC 0 RCC
9.0 m PCC 0 RCC
Total Length of Box Culvert (in m) 0.00 Total Length of RCC Box Culvert (m)
Total Length of Box Culvert (in m)

Existing M

Span Type

9.0 m Bridge
12.0 m Bridge
15.0 m Bridge
16.0 m Bridge
Total Length of Minor Bridge (m)

Hume Pipe
 Quantity (in
HP Existing CD Maintenance (in nos.)
nos.)

1X300 13 0
1X600 0 0
2X600 0 0
3X600 0 0
4X600 0 0
1X900 0 0
2X900 0 0
3X900 0 0
4X900 0 0
1X1000 15 0
2X1000 0 0
3X1000 0 0
4X1000 0 0
1X1200 0 0
2X1200 0 0
3X1200 0 0
4X1200 0 0
Total no. 28

Details of Existing CD Structures for Maintainence

Description Quantity (in nos.)
Agricultural Conduit 0
Hume Pipe 0
Slab Culvert 6
Major/Minor Bridges 2
Vented Causeway 0
Hume Pipe

Quantity (nos.) Road Width (m) Diameter (mm)

1 3 1X300
0 - 2X300
0 - 3X300
1 3 1X600
0 - 2X600
0 - 3X600
0 - 4X600
0 - 1X900
0 - 2X900
0 - 3X900
0 - 4X900
0 - 1X1000
0 - 2X1000
0 - 3X1000
0 - 4X1000
0 - 1X1200
0 - 2X1200
0 - 3X1200
0 - 4X1200
2 3 Total

Existing Slab Culvert

Quantity (nos.) Road Width (m)

3 3
2 3
1 3
0 -
0 -
1 3
0 -
0 -
No Use
0 -
0 -
0 -
0 -
0 -
0 -
 0 -
0 -
0 -
11.50 Avg. Road width 3.000m
11.50

Existing Box Culvert

Quantity (nos.) Road Width (m)

0 -
0 -
0 -
0 -
0 -
0 -
0 -
0 -
No Use
0 -
0 -
0 -
0 -
0 -
0 -
0 -
0 -
0 -
0 -
0

Existing Minor Bridge

Quantity (nos.) Road Width (m)

1 -
No Use
0 -
0 -
1 3
25 Avg. Road width 3.000m

Proposed CD Structure Details

Proposed CD Structures

Slab Culvert
 Slab Quantity (in Slab Quantity
Span Type Type Type
nos.) (in nos.)

1.00 m RCC 0 PCC 0 RCC

1.50 m RCC 0 PCC 0 RCC
2.00 m RCC 0 PCC 0 RCC
2.50 m RCC 0 PCC 0 RCC
3.00 m RCC 0 PCC 0 RCC
3.50 m RCC 0 PCC 0 RCC
4.00 m RCC 1 PCC 0 RCC
4.50 m RCC 0 PCC 0 RCC
5.00 m RCC 0 PCC 0 RCC
5.50 m RCC 0 PCC 0 RCC
6.00 m RCC 0 PCC 0 RCC
6.50 m RCC 0 PCC 0 RCC
7.00 m RCC 0 PCC 0 RCC
7.50 m RCC 0 PCC 0 RCC
8.00 m RCC 0 PCC 0 RCC
8.50 m RCC 0 PCC 0 RCC
9.00 m RCC 0 PCC 0 RCC
Total Length = 4 0
Total no. 1

Details of Proposed CD Structures

os.) Description
Upto 600 mm dia HP
600 mm - 900 mm dia HP
1000 mm - 1200 mm dia HP
Total length of Slab Culvert (in m)
Total length of Minor Bridge (in m)
Total length of Minor Bridge/ Slab Culvert (in m)
 Details of Dismantling of Hume Pipe

Diameter (mm) Type Quantity (nos.) Length per HP Total Length (in
(in m) m)

1X300 HP 1
2X300 HP 0 10.0
3X300 HP 0
1X600 HP 1 22.5
2X600 HP 0
12.5
3X600 HP 0
4X600 HP 0
1X900 HP 0
2X900 HP 0
12.5 0.0
3X900 HP 0
4X900 HP 0
1X1000 HP 0
2X1000 HP 0
12.5
3X1000 HP 0
4X1000 HP 0
0.0
1X1200 HP 0
2X1200 HP 0
15.0
3X1200 HP 0
4X1200 HP 0
Total 2 22.5

No use
 No use

No use

tructures

Slab Culvert
 Box Quantity Box Quantity (in Road Width (in
Type Existing CD Maintenance (in nos.)
(in nos.) nos.) m)

0 PCC 0 - 0
0 PCC 0 - 0
0 PCC 0 - 0
0 PCC 0 - 0
0 PCC 0 - 0
0 PCC 0 - 0
0 PCC 0 - 0
0 PCC 0 - 0
0 PCC 0 - 0
0 PCC 0 - 0
0 PCC 0 - 0
0 PCC 0 - 0
0 PCC 0 - 0
0 PCC 0 - 0
0 PCC 0 - 0
0 PCC 0 - 0
0 PCC 0 - 0
0 0 - 0

CD Structures
Quantity (in nos.)
13
0
15
4
0
4
 Roadway width at
At Culver
At Brid
At new Culver

Details of Existing CD Structures

Description Quantity (in nos

Upto 600 mm dia HP 1
600 mm - 900 mm dia HP 1
1000 mm - 1200 mm dia HP 0
Total length of Slab Culvert + Box Culvert(in m) 11.5
Total length of Minor Bridge(in m) 25.0
Total length of Minor Bridge/ Slab Culvert (in m) 36.5
 Dismant
Span (m) Type Slab Quantity (no

1.0 m RCC 0
1.5 m RCC 0
2.0 m RCC 0
2.5 m RCC 0
3.0 m RCC 0
3.5 m RCC 1
4.0 m RCC 0
4.5 m RCC 0
5.0 m RCC 0
5.5 m RCC 0
6.0 m RCC 0
6.5 m RCC 0
7.0 m RCC 0
7.5 m RCC 0
8.0 m RCC 0
8.5 m RCC 0
9.0 m RCC 0
Total Length of Culvert (in m) 3.5
Total Length of RCC Culvert (in m)

Minor Bridge
 Existing CD Maintenance
Span Quantity
(in nos.)

10.0 m 0 0
12.0 m 0 0
15.0 m 0 0
16.0 m 0 0

Total Length = 0 0

Details of CD Structure Retained

Description Quantity (in nos
Upto 600 mm dia HP 0
600 mm - 900 mm dia HP 0
1000 mm - 1200 mm dia HP 0
Slab Culvert 0
Minor Bridge 0
Roadway width at CD Structures Details
At Culverts (in m) 3
At Bridge (in m) 3
At new Culverts (in m) -

ures

Quantity (in nos.)

1
1
0
11.5
25.0
36.5
 Dismantling of Existing RCC Culvert
Slab Quantity (nos.) Box Quantity (nos.) Conditions Repair/Reconstruction required

0 0 Very Poor Condition Reconstruction Required

0 0 Very Poor Condition Reconstruction Required
0 0 Very Poor Condition Reconstruction Required
0 0 Very Poor Condition Reconstruction Required
0 0 Very Poor Condition Reconstruction Required
1 0 Very Poor Condition Reconstruction Required
0 0 Very Poor Condition Reconstruction Required
0 0 Very Poor Condition Reconstruction Required
0 0 Very Poor Condition Reconstruction Required
0 0 Very Poor Condition Reconstruction Required
0 0 Very Poor Condition Reconstruction Required
0 0 Very Poor Condition Reconstruction Required
0 0 Very Poor Condition Reconstruction Required
0 0 Very Poor Condition Reconstruction Required
0 0 Very Poor Condition Reconstruction Required
0 0 Very Poor Condition Reconstruction Required
0 0 Very Poor Condition Reconstruction Required
3.5 0
3.5
ained
Quantity (in nos.)
0
0
0
0
0
 Disman
Span (m) Type Slab Quantity (nos.)

1.0 m PCC 0
1.5 m PCC 0
2.0 m PCC 0
2.5 m PCC 0
3.0 m PCC 0
3.5 m PCC 0
4.0 m PCC 0
4.5 m PCC 0
5.0 m PCC 0
5.5 m PCC 0
6.0 m PCC 0
6.5 m PCC 0
7.0 m PCC 0
7.5 m PCC 0
8.0 m PCC 0
8.5 m PCC 0
9.0 m PCC 0
Total Length of Culvert (in m) 0
Total Length of PCC Culvert (in m)
 Dismantling of Existing PCC Culvert
Slab Quantity (nos.) Box Quantity (nos.) Conditions Repair/Reconstruction req

0 0 Very Poor Condition Reconstruction Require

0 0 Very Poor Condition Reconstruction Require
0 0 Very Poor Condition Reconstruction Require
0 0 Very Poor Condition Reconstruction Require
0 0 Very Poor Condition Reconstruction Require
0 0 Very Poor Condition Reconstruction Require
0 0 Very Poor Condition Reconstruction Require
0 0 Very Poor Condition Reconstruction Require
0 0 Very Poor Condition Reconstruction Require
0 0 Very Poor Condition Reconstruction Require
0 0 Very Poor Condition Reconstruction Require
0 0 Very Poor Condition Reconstruction Require
0 0 Very Poor Condition Reconstruction Require
0 0 Very Poor Condition Reconstruction Require
0 0 Very Poor Condition Reconstruction Require
0 0 Very Poor Condition Reconstruction Require
0 0 Very Poor Condition Reconstruction Require
0 0
0
pair/Reconstruction required

Reconstruction Required
Reconstruction Required
Reconstruction Required
Reconstruction Required
Reconstruction Required
Reconstruction Required
Reconstruction Required
Reconstruction Required
Reconstruction Required
Reconstruction Required
Reconstruction Required
Reconstruction Required
Reconstruction Required
Reconstruction Required
Reconstruction Required
Reconstruction Required
Reconstruction Required
1X300
2X300
3X300
1X600

2X600

3X600
4X600
1X900
2X900
3X900
4X900
1X1000
2X1000
3X1000
4X1000
1X1200
2X1200
3X1200
4X1200
1.0 m
1.5 m
2.0 m
2.5 m
3.0 m
3.5 m

4.0 m

4.5 m

5.0 m
5.5 m
6.0 m
6.5 m
7.0 m
7.5 m
8.0 m
8.5 m
9.0 m
9.5 m
10.0 m
10.5 m
11.0 m
11.5 m
12.0 m
12.5 m
13.0 m

13.5 m
14.0 m
14.5 m
15.0 m

15.5 m

16.0 m
16.5 m
17.0 m
18.0 m
 Ha
Chainage (in km+m) Habitation Benefited
Sl. No. Habitation Bene
From To Directly Indirectly
1 0+000 1+500 Berabaia Berabaia
2 2+000 2+700 Dakshin Jhitkipota Dakshin Jhitkip
3 3+250 4+150 HAJARIPOTA HAJARIPOTA
4 4+150 5+780 JALALKHALI JALALKHALI
5 5+780 7+500 Krishnagar Nampara Krishnagar Nam
6 7+500 9+800 Mahishnengra Purbapara Mahishnengra Pur
7 9+800 11+200 MANIKTALA MANIKTALA
8 11+200 12+000 MOLLA PARA MOLLA PARA
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
 - 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
Total 8
 Habitations with Population Served
Population Benefited
Habitation Benefited Population Benefited
Directly Indirectly
Berabaia 646 646
Dakshin Jhitkipota 2160 2160
HAJARIPOTA 441 441
JALALKHALI 2039 2039
Krishnagar Nampara 1341 1341
Mahishnengra Purbapara 1334 1334
MANIKTALA 2938 2938
MOLLA PARA 1065 1065
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
0 0
8 11964
Link Route Code Overall Weightage
 Material Hauling Details
Items Name of location
Krishnanagar City
Aggregate
Houragai
Haldia
Bitumen
Dhulagargh
Steel Krishnanagar City
Cement Krishnanagar City
Hume Pipe Kalyani
Sand Local
Earth Local
Muroom Local
 Haulage Details

terial Hauling Details

Name of location Distance (in km)
Krishnanagar City 10.00
Houragai 70.00
Haldia 220.00
Dhulagargh 128.00
Krishnanagar City 10.00
Krishnanagar City 10.00
Kalyani 65.00
Local -
Local -
Local -
ulage Details
 Sub-Grade CBR (at different chainage)
Chainage (km+m) Sub-grade CBR (%) Location of Sample Collected
0+510 5.810 Existing Sub Grade
0+960 5.810 Existing Sub Grade
1+385 5.790 Existing Sub Grade
1+870 5.190 Existing Sub Grade
2+380 5.870 Existing Sub Grade
2+880 5.670 Existing Sub Grade
3+440 5.900 Existing Sub Grade
3+860 5.500 Existing Sub Grade
4+380 5.410 Existing Sub Grade
4+875 5.810 Existing Sub Grade
5+390 5.310 Existing Sub Grade
5+875 5.900 Existing Sub Grade
6+345 5.810 Existing Sub Grade
6+875 6.000 Existing Sub Grade
7+380 5.910 Existing Sub Grade
7+865 5.810 Existing Sub Grade
8+425 5.980 Existing Sub Grade
8+780 5.740 Existing Sub Grade
9+335 5.660 Existing Sub Grade
9+795 6.000 Existing Sub Grade
10+350 5.710 Existing Sub Grade
10+825 5.510 Existing Sub Grade
11+340 5.920 Existing Sub Grade
11+760 5.760 Existing Sub Grade

Average CBR 5.741

hainage) Borrowpit CBR (at different sec
Sample Ref. No. Chainage (km+m) Sub-grade CBR (%) Location of Sample Collecti
WB/14/236/ 01 0+600 4.410 VVV
WB/14/236/ 02 1+300 4.320 WWW
WB/14/236/ 03 2+500 4.050 XXX
WB/14/236/ 04 3+750 4.230 YYY
WB/14/236/ 05 4+500 4.140 ZZZ
WB/14/236/ 06 5+550 4.410 ABA
WB/14/236/ 07 6+800 4.230 BBA
WB/14/236/ 08 7+650 4.320 CBA
WB/14/236/ 09
WB/14/236/ 10
WB/14/236/ 11
WB/14/236/ 12
WB/14/236/ 13
WB/14/236/ 14
WB/14/236/ 15
WB/14/236/ 16
WB/14/236/ 17
WB/14/236/ 18
WB/14/236/ 19
WB/14/236/ 20
WB/14/236/ 21
WB/14/236/ 22
WB/14/236/ 23
WB/14/236/ 24
WB/14/236/
WB/14/236/
WB/14/236/
WB/14/236/
WB/14/236/
WB/14/236/
WB/14/236/
WB/14/236/
WB/14/236/
Average CBR 4.264
R (at different sections):
ation of Sample Collection Sample Ref. No.
VVV WB/15/289/02/ 01
WWW WB/15/289/02/ 02
XXX WB/15/289/02/ 03
YYY WB/15/289/02/ 04
ZZZ WB/15/289/02/ 05
ABA WB/15/289/02/
BBA WB/15/289/02/
CBA WB/15/289/02/
 Table 13.1: List of Existing Utilities within proposed
Chainage (in km+m)
Sr. No. Electric Pole (in nos) Transformer (in nos.)
From To
1 0+000 1+000 9 0
2 1+000 2+000 11 1
3 2+000 3+000 10 0
4 3+000 4+000 8 1
5 4+000 5+000 12 0
6 5+000 6+000 15 1
7 6+000 7+000 10 1
8 7+000 8+000 8 0
9 8+000 9+000 5 0
10 9+000 10+000 12 0
11 10+000 11+000 5 0
12 11+000 12+000 8 1
13 12+000
14 -
15 -
16 -
17 -
18 -
19 -
20 -
21 -
22 -
23 -
24 -
25 -
26 -
27 -
28 -
29 -
30 -
31 -
Total Quantity 113 5

Departments responsible for concerned utilities

Electric poles/ transformers: West Bengal State Distribution Co. Ltd. Rural Electrification Wing,
Bengal
Telephone post: Bharat Sanchar Nigam Ltd. (BSNL), GoI
Tube-wells: Local Panchayet
 Table 13.2: Estimated cost for relocation of utilities
Quantity (in Estimated
Sl. No. Utilities Type Estimated Cost (in Rs.)
nos.) Rate
1 Electric Post 113 20000 2260000
2 Telephone Post 7 10000 70000
3 Transformer 5 82000 410000
4 Tubewell 5 8000 40000
5 Drain, WPL & Others 2 5000 10000
Total Cost = 2790000

List of Permanent reference Pillars and TBMs

TBM No. Chainage (in km+m) Latitude Longitude
1 0+150 123 456
Utilities within proposed roadway width
Telephone Post (in nos.) Tube well (in nos.) Drain/Others (in nos.)
0 0 0
2 0 0
1 0 0
0 0 0
1 0 0
1 2 1
1 0 0
0 0 0
0 1 0
1 0 0
0 1 1
0 1 0

7 5 2

ilities
ral Electrification Wing, Govt. of West
llars and TBMs
Levels Descriptions
0+100
 Chainage of Busbay with Passenger Shelter:
Chainage(km) Side Chainage(km) Side
5+000 BOTH
7+000 LEFT
8+500 BOTH
9+700 RIGHT

Total No. of Busbay = 6

Total no. of passenger shelter = 6
 Existing Protective Work
Chainage (left side)
From (in Km+m) To (in Km+m) Length (in m) Comments
0+800 0+870 70 Nalha
3+845 3+955 110 Pond
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Total = 180
Total length of Existing Protective Work =

C
 2.0 - 2.5 m
From (in km+m) To (in km+m) Type
Bamboo Piling

0+439 0+459 BAL -

1+484 1+512 BAL -
2+075 2+096 BAL -
3+216 3+236 BAL -
4+324 4+590 BAL -
7+545 7+617 BAL -
10+120 10+193 BAL -
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
-
Total Length of Left Side Protective Work = 0

Chainage (LHS)
From (in km+m) To (in km+m) Type V Shape (in m)
7+400 7+850 V 450
-
-
-
-
-
-
-
-
 -
-
-
-
-
-
-
-
-
-
-
-
-
-
-
Total Length of Left Side Road Drain = 450
Total length
ng Protective Work
Chainage (right side)
From (in Km+m) To (in Km+m) Length (in m) Comments
1+300 1+380 80 Pond
8+800 8+875 75 Pond
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
Total = 155
ve Work = 335

Propose
Chainage (left side)
 Boulder
2.5 - 3.0 m Bamboo
4.0 m Balla Piling 5.0 m Balla Piling Folded Plate Sausage /
Piling
Pitching
- 20 - - -
- 28 - - -
- 21 - - -
- 20 - - -
- 266 - - -
- 72 - - -
- 73 - - -
- - - - -
- - - - -
- - - - -
- - - - -
- - - - -
- - - - -
- - - - -
- - - - -
- - - - -
- - - - -
- - - - -
- - - - -
- - - - -
- - - - -
- - - - -
- - - - -
- - - - -
- - - - -
- - - - -
- - - - -
- - - - -
- - - - -
- - - - -
0 500 0 0 0
Total length of Proposed Protective Work =

Proposed Road side Drain

Chainage (LHS)
U Shape (in m) Trapezoidal (in m) Total Length (in m) Comments
- - 450 Congested Area
- - 0
- - 0
- - 0
- - 0
- - 0
- - 0
- - 0
- - 0
 - - 0
- - 0
- - 0
- - 0
- - 0
- - 0
- - 0
- - 0
- - 0
- - 0
- - 0
- - 0
- - 0
- - 0
- - 0
0 0 450
Total length of Proposed Road Side Drain =
Proposed Protective Work
 Toltal Length (in m) Comments From (in km+m) To (in km+m) Type

20 Pond 0+619 0+679 BAL

28 Pond 0+879 0+918 BAL
21 Pond 1+997 2+016 BAL
20 Pond 2+175 2+199 BAL
266 RIVER 2+700 2+728 BAL
72 Pond 3+236 3+300 BAL
73 Nala 3+662 3+697 BAL
0 4+413 4+437 BAL
0 5+939 5+968 BAL
0 7+494 7+539 BAL
0 7+545 7+617 BAL
0 10+173 10+240 BAL
0 11+417 11+448 BAL
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
500 Total Length of Right Side Protective Work =
1037

ad side Drain
Chainage (RHS)
From (in km+m) To (in km+m) Type V Shape (in m) U Shape (in m)
4+897 5+178 V 281 -
-
-
-
-
-
- -
- -
- -
 - -
- -
- -
- -
- -
- -
- -
- -
- -
- -
- -
- -
- -
- -
- -
Total Length of Right Side Road Drain = 281 0
731
Chainage (right side)
 Boulder
2.0 - 2.5 m 2.5 - 3.0 m
4.0 m Balla Piling 5.0 m Balla Piling Folded Plate Sausage /
Bamboo Piling Bamboo Piling
Pitching
- - 60 - - -
- - 39 - - -
- - 19 - - -
- - 24 - - -
- - 28 - - -
- - 64 - - -
- - 35 - - -
- - 24 - - -
- - 29 - - -
- - 45 - - -
- - 72 - - -
- - 67 - - -
- - 31 - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
- - - - - -
0 0 537 0 0 0

(RHS)
Trapezoidal (in Total Length (in
Comments
m) m)
- 281 Congested Area
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
- 0
0 281
Total Length (in
Comments
m)

60 Pond
39 Pond
19 Pond
24 Pond
28 Pond
64 Pond
35 Pond
24 Pond Protection W
29 Pond Descriptions
45 Pond 2.
72 Pond 2.
67 River
31 Pond
0
0 Bould
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
537

Proposed Drai
Descriptions

PCC U drain / Drain

 Protection Work Details
Descriptions Length (in m)
2.0-2.5 bamboo piling: 0
2.5-3.0 bamboo piling: 0
4.0 m balla piling: 1037
5.0 m balla piling: 0
Folded Plate: 0
Boulder Sausage/ Pitching: 0

Proposed Drainage Details

Descriptions Length (in m)
PCC V shaped drain: 731.00
PCC U drain / Drain for Conc. Pavement: 0.00
Trapezoidal drain: 0.00
 Descriptions PMGSY (in m)
Road Length: 12000.00

Road length through Built up Area: 2000.00

Length for Clearing, Grubbing & ECOP works: 11963.50

Total Length of Drain: 731.00
PCC U drain / Drain for Conc. Pavement: 0.00
Trapezoidal drain: 0.00
PCC V shaped drain: 731.00
Length of road under Railway Area: 0.00
Length considered for GSB 1st layer: 11959.50
Length considered for GSB 2nd layer: 11959.50
Length considered for WBM/WMM: 11959.50
Length considered for Bitumen layer: 9959.50
Slab Culvert/Minor Bridge approach length
(Existing+Maintanance+Proposed after dismentaling): 36.50
Slab Culvert/Minor Bridge approach length (Proposed): 4.00
Causeway length: 0.00
Causeway approach/rigid pavement stretch: 0.00
Deck slab area: 0.00
Slab culvert/Bridge culvert approach area: 151.88
Extra widening Area: 144.00
New Hard Shoulder: 11959.50
Width for Clearing, Grubbing & ECOP works (in m) : 8.00

Descriptions (For Existing) Total Length (in m)

Concrete: 0
Bitumen: 12000
WBM/WMM: 0
GSB: 0
Earthen : 0
Total Road Length: 12000
Road Width : 3

Road Furniture Details

Descriptions Nos.
Intersection (in nos.) : 24
Rumble Strip (in nos.) : 36
Guard post (in nos.) : 144
600 mm Equilateral Triangle (in nos.) : 84
600 mm Circular (in nos.) : 120
600 mm Square (in nos.) : 36
Direction (in nos.) : 48

Protection Work Details

Descriptions Length (in m)
2.0-2.5 bamboo piling: 0
 2.5-3.0 bamboo piling: 0
4.0 m balla piling: 1037
5.0 m balla piling: 0
Folded Plate: 0
Boulder Sausage/ Pitching: 0
Total 1037

Proposed New & Renewed CD Structure Details

Descriptions Nos.
No. of new pipe culverts: 28
No of new Slab culverts: 1
No. of new minor bridges: 0
Total no. New structures in proposed road: 29
No. of Pipe Culvert Retained: 0
No. of Slab Culverts retained: 0
No. of Minor Bridge retained: 0
Total no. New structures in proposed road: 0
 Non-PMGSY (in m) Total (in km)
0.00 12.000
Weighted
GSB
0.00 2.000 Sl. No. Link No.
Thickness
(mm)
0.00 11.964
0.00 0.731 1 2
0.000 1 T02 175
0.000
0.731
0.00 0.000
0.00 11.960
0.00 11.960
0.00 11.960
0.00 9.960 10000

0.041

0.00 0.000
0.00 0.000
0.00 0.000
0.00 0.152
144.00 0.144
0.00 11.960
8.00 0.0160

Thikness (in mm)

0
20
150
150
0
320
3
 Summary of Cut Fill, Shoulder and GSB Quantity
Weighted
Total Compacted Cut Volume Fill Volume in Fill Volume in Shoulder
Pavement Subgrade & Quantity GSB (I) GSB (II)
Thickness subgrade (cum) Embankment shoulder (cum)
(mm)

3 4 5 6 7 8 9 10
425 1032.00 41608.00 40576.00
 Pradhan Mantri Gram Sadak Yojana (PMGSY) - III
West Bengal State Rural Development Agency

CONTENTS

A. CHAPTER

Page Nos.
Sl. No. Chapters
From To
1 Introduction
2 Planning and Basic Design Consideration
3 Topographic Survey
4 Soil and Materials Survey
5 Traffic Survey
6 Hydrological Survey
7 Geometric Design Standards
8 Alignment Design
9 Pavement Design
10 Design of Cross Drainage
11 Protective Works & Drainage
12 Land Acquisition
13 Utility shifting/relocation
14 Road Safety and Traffic Management
15 Specification
16 Environmental Issues
17 New/Green Technologies
18 Climate Resilient and Carbon Reduction Strategies
19 Analysis of Rates
20 Cost Estimate
21 Construction Program
B. PROFORMA

Page Nos.
Sl. No. Chapters
From To
1 Proforma B (Package Summary)
2 Proforma C (Check List for PIU & STA)
3 Index Map
4 Format F1 (Package-wise Summary Sheet)
5 Format F2A (Pavement layer details)
6 Format F2B (CD structures details)

7 Format F3A (Details of Typical Cross Section of Existing Pavement)

Format F3B (Details of Typical Proposed Cross section of

8
pavement)
9 Format F4 (Details of Existing Roads for Upgradation)
10 Format F5 (Association of Roads)
Format F6 (Cost estimate for Road Construction Works – Pavement
11
Works)

12 Format F7 (Cost estimate for Cross Drainage Works – Slab Culvert)

13 Format F8 (Rate of Materials supplied at site – Rate Analysis)

14 Non-Compliance Report for Rural Road Designs
Format F9A (Certificate of Ground Verification from Executive
15
Engineer / Head of PIU)
16 Format F9B (List of DPRs verified on Ground)
17 Checklist for community consultation on engineering

C. ANNEXURES

Page Nos.
Sl. No. Chapters
From To
1 Annexure-1A (Test Result for Borrow Pit Soil)
2 Annexure 1B (Test Result for Subgrade Soil)
Annexure-2 (Detailed hydraulic calculation of all replaced and
3
proposed new culverts (Section 6.7)
17 Annexure 2A (Design of Cement Concrete Pavement)
17 Annexure 3 (Chainages-wise Cut/fill volume)
17 Annexure 4 (Transect Walk Report)
17 Annexure 5 (Traffic Survey))

D. TABLES

Page Nos.
Sl. No. Description
From To
 1 Table 2.1 (Transect Walk Summary with Issues)
2 Table 3.1 (Location of TBMs and Bench Marks/Control Pillars)
3 Table 4.1 (Soil Investigation Data)
4 Table 5.1 (Average Daily Traffic)
5 Table 5.2 (Average Annual Daily Traffic)
6 Table 6.1 (List of Existing CD Structures along Existing Road)
7 Table 8.1 (Features of Horizontal Alignment)
8 Table 8.2 (Details of Horizontal Alignment)
9 Table 8.3 (Details of Vertical Alignment)
10 Table 8.4 (Location of Important Junctions)
11 Table 9.1 (Calculation for VDF & ESAL)
12 Table 9.2 (Evaluation of Pavement Thickness & Composition)
13 Table 9.3 (Design Alternatives)
14 Table 10.1 (List of New/Replaced CD Structures)
15 Table 11.1 (Details of drain Provided)
16 Table 11.2 (Details of Protection work Adopted)
17 Table 12.1 (Details of Additional Land Required)
18 Table 13.1 (List of Existing Utilities within Proposed Roadway)
19 Table 13.2 (Cost of Relocation of Existing Utilities)
20 Table 14.1 (Details of Km Stones and Boundary Pillars)
21 Table 14.2 (Details of Guard Posts & Rumble Strips)
22 Table 14.3 (Road Safety Checklist)
Table 14.4 (Details of Road Safety Issues and Mitigation Measures
23
Adopted)
Table 19.1 (Bar Chart Showing Sequence of Construction
24 Programme)

E. FIGURES & PHOTOGRAPHS

Page Nos.
Sl. No. Description
From To
1 Figure 1: Map of India and State
2 Figure 2: Map of District and Block
3 Figure 3: Block Map
4 Figure 4: Strip Plan Showing Existing Alignment Details
5 Figure 5: Quarry Map
6 Figure 6: Traffic Survey Location Map
7 Figure 7: Site Photographs
 Pradhan Mantri Gram Sadak Yojana (PMGSY) - III
West Bengal State Rural Development Agency

CHAPTER - 1
INTRODUCTION

1.1 Name of Work

Detailed Project Report for (PMGSY) - III of road from Dakshin Jhitkipota to Mahisnagra upto
Jatrapur More in the Nadia District at Krishnanagar I block in the state of West Bengal.

1.2 Objectives of Pradhan Mantri Gram Sadak Yojna (PMGSY) - III

• Pradhan Mantri Gram Sadak Yojana (PMGSY) was launched on 25th December, 2000 as a
100% Centrally Sponsored Scheme with the objective to provide All-Weather road connectivity to the
eligible unconnected habitations as per Core-Network with a population of 500 persons (as per 2001
Census) and above in plain areas. In respect of ‘Special Category States’ (North-East, Sikkim, Himachal
Pradesh, Jammu & Kashmir and Uttarakhand), the Desert areas, the Tribal (Schedule V) areas and 88
Selected Tribal and Backward districts as identified by the Ministry of Home Affairs/Planning
Commission, the population criteria to connect eligible unconnected habitations as per Core-Network
was of 250 persons and above (Census 2001). In critical Left Wing Extremism affected blocks (as
identified by MHA), additional relaxation has been given to connect habitations with population 100+.
The Scheme has also an element of upgradation (to prescribed standards) of existing rural roads in
districts where all the eligible habitations of the designated population size have been provided all
weather road connectivity, though it is not central to the Programme.

• PMGSY-II was launched in 2013 to allow consolidation of 50,000 km of existing rural roads
network in the country on sharing basis between the Centre and the State / UT on 60:40 for plain areas
and 90:10 for North-Eastern States and hill areas under PMGSY-II. The length proposed under PMGSY-II
was linked to about 20-25% of such upgradation target under PMGSY-I.
PMGSY - III :
The PMGSY envisages consolidation of the existing Rural Road Network by upgradation of existing
Through Routes and Major Rural Links that connect habitations to :

i. Gramin Agricultural Markets (GrAMs)

ii. Higher Secondary Schools
iii. Hospitals
PMGSY-III will include such linkages.

PMGSY programme focus on Up-gradation of existing Through Routes and Major Rural Links
based on priority giving importance to critical facilities like the rural markets and education & health
facilities. This programme provides connectivity, easy access and faster movement from the
habitations to Mandis, agricultural Markets, other farmer related enterprises, higher secondary
schools, colleges, hospitals etc in order to improve the quality life of rural populous. This is a 5 years
programme from 2019-20.

1.3 All Weather Road

An all-weather road is one which is negotiable during all weathers, with some permitted
interruptions. Essentially this means that at cross-drainage structures, the duration of overflow or
interruption at one stretch shall not exceed 12 hours for ODRs and 24 hours for VRs in hilly terrain, and
3 days in the case of roads in plain terrain. The total period of interruption during the year should not
exceed 10 days for ODRs and 15 days for VRs.
 interruptions. Essentially this means that at cross-drainage structures, the duration of overflow or
interruption at one stretch shall not exceed 12 hours for ODRs and 24 hours for VRs in hilly terrain, and
3 days in the case of roads in plain terrain. The total period of interruption during the year should not
exceed 10 days for ODRs and 15 days for VRs.

1.4 Core Network & District Rural Roads Plan (DRRP)

PMGSY-I programme is based on the Core Network. The Core Network is the network of all the
Rural Roads that are necessary to provide basic access to all the Habitations. A Core Network is
extracted out of the total Network mentioned in the DRRP and consists of existing roads as well as the
roads required to be constructed to the unconnected Habitations.

The DRRP is a road network in a district, showing the entire existing road network with updated
surface conditions, the habitations of various population size and roads proposed for connecting the
habitations from another connected habitations/ all-weather roads in an economic and efficient way in
terms of cost and utility. It is also known as the Master Plan for Rural Roads for the district. The Census
data of 2011 is being used for PMGSY-II and PMGSY-III. Under PMGSY II and PMGSY-III, District Rural
Road Plan is the basis for selection of roads. The DRRP comprises of Through routes and Link routes.
Under PMGSY-II and PMGSY-III, the DRRP includes identification of candidate roads among the existing
Through routes (TRs) and Link Routes (LRs) based on utility value per unit road length of candidate
road. The candidate roads are to be selected based on the ranking generated by the Trace Maps using
Q-GIS software.

The Sub-project road from Dakshin Jhitkipota to Mahisnagra upto Jatrapur More is a Through
Route/Major Rural Link (MRL)/ link road with Code 5 in Krishnanagar I block of Nadia District. This road
connects the habitations of Berabaia, Dakshin Jhitkipota, HAJARIPOTA, JALALKHALI, Krishnagar
Nampara, Mahishnengra Purbapara, MANIKTALA, MOLLA PARA, with populations of 646, 2160, 441,
2039, 1341, 1334, 2938, 1065, respectively.

Also, the habitations namely are located within 3 Km/5 Km path distance. Thus this through
road/Major Rural Link/link road serves the total population of 11964.

1.5 Geography
The road condition is poor almost throughout the stretch. The terrain is classified as Plain.

The regional topography is generally flat with a gentle southerly slope towards which the main
rivers like Jalangi, Churni, Mathabhanga, Ichamati and Bhagirathi River. The entire district lies in the
alluvial plain of the Ganga and its tributaries. Nadia is bestowed with a very fertile soil. For
administrative convenience Nadia district is divided into four Subdivisions – Krishnagar Sadar,
Ranaghat. Kalyani and Tehatta. The soil is very rich in nature due to the alluvial deposition which helps
to grow Rice, Jute, Mesta and Sugarcane etc. Krishnanagar is the most important town of this district,
as it is the district headquarter of Nadia.

1.6 Climate Condition

Nadia district in the state of West Bengal is classified as tropical climate. The monsoon here have
a good deal of rainfall, while the winters have very little. The average temperature is around 36°C and
the minimum average temperature is around 10°C and the average annual rainfall is 1353 mm.

1.7 The Sub-Project Road

The road passes through rolling terrain

Name of District: Nadia
Name of Block: Krishnanagar
Dakshin I
Jhitkipota to
Road Name: Mahisnagra upto Jatrapur
More
 Road Code: T02
Package No: WB/14/236
Road Length: 12 km
Start Point: Dakshin Jhitkipota with Latitude 00O00'00" Longitude 11O11'11"
End Point: Mahisnagra upto Jatrapur More with Latitude 22O22'22" Longitude 33O33'33"

Age of the proposed road: 2020

Existing surface details of proposed road: GOOD
Pavement Condition Index (PCI) of the proposed road: 2.6

The existing PMGSY road is proposed fully for upgradation

Category of Road Sanctioned under PMGSY – N/U

Year of sanction : 2020 Batch of sanction : 2026

Name of the road as per sanction : Dakshin Jhitkipota to Mahisnagra upto Jatrapur More

T route/L route no. as per sanction :

Sanctioned length : 12 km
Sanctioned cost : 18 lakh
Date of completion as per OMMAS : 2025
PCI of the road : 2.6

This road is proposed for both Up-gradation and Riding quality Improvement
Upgradation is proposed for the chainage from0 to12 km
Riding Quality Improvement for the chainage from 0 to 12 km
Total length 12.00 km

Population benefited Chainage (in km+m)

Sl. No. Habitation benefited
Directly Indirectly From To
1 Berabaia 646 - 0+000 1+500
2 Dakshin Jhitkipota 2160 - 2+000 2+700
3 HAJARIPOTA 441 - 3+250 4+150
4 JALALKHALI 2039 - 4+150 5+780
5 Krishnagar Nampara 1341 - 5+780 7+500
6 Mahishnengra Purbapara 1334 - 7+500 9+800
7 MANIKTALA 2938 - 9+800 11+200
8 MOLLA PARA 1065 - 11+200 12+000
Total 8 11964 0 - -
 CHAPTER 2
PLANNING AND BASIC DESIGN CONSIDERATION

2.1. Key Maps

Maps with respect to the state, district & block are presented. The maps show all existing
connectivity of the habitations with district / block H.O, new townships, National and State Highway
network, market centers, hospitals, colleges, schools etc.
Figure-1 Section of Block Maps showing all existing connectivity like District/block HQ, new townships, National and State
highway network, Mandis, GrAMs, Ruban Growth Cluster, hospitals, colleges, Higher Secondary schools, High school, Bus Stand
etc.
2.2. Preliminary Alignment Investigation

A group of engineers, PRI, local people walked together along the alignment and fixed the
preliminary alignment. After thorough investigation and preparation of strip plan, the alignment was
found feasible and it was finaly selected. Strip plan showing existing alignment is attached.
Insert a strip plan as indicated for the road under study. Width of track or road at some important points
(location of identified facilities) should also be included. It should also indicate locations of utilities,
electric poles etc. and other environment and safety hazard. Safety sample attached shows the
2.3. Site Photographs
methodology for preparation of the strip plan. Follow similar standard.
Photographic representation of the alignment is provided.
2.4. Road Design Brief

Out of the total road length 12 km. 10 Km is to be designed as Flexible Pavement and rest as Rigid
Pavement. Some issues along with its design solutions is tabulated as:

Table 2.1 Road Design Brief

Sl. No.

Location Deficiency in view of road

Issues Design Solutions
(km+m) safety and remedies proposed

Bell mouth to be
The road starts with a T- constructed with proper
1 1+591 intersection. Also have direction sign. Rumble strip -
habitation area. and traffic sign to be
provided.

2 1+678 T-intersection Rumble strip and traffic sign -

to be provided.

Rumble strip and traffic sign

3 4+507 T-intersection -
to be provided.
 Rumble strip and traffic sign
4 5+932 T-intersection -
to be provided.

Rumble strip and traffic sign

5 6+936 T-intersection -
to be provided.

Rumble strip and traffic sign

6 7+026 T-intersection -
to be provided.

7 7+766 T-intersection Rumble strip and traffic sign -

to be provided.

Rumble strip and traffic sign

8 10+664 T-intersection -
to be provided.
Bell mouth to be
The road ends with a T- constructed with proper
9 12+000 intersection. Also have direction sign. Rumble strip -
habitation area. and traffic sign to be
provided.
10 - - - -

2.5. Transect Walk Summary

Table 2.2 Transect Walk Summary

Existing Additional Land
Type of Loss
Chainage (in Land Required (in m) Remarks /
Village
Km+m) Width Suggestions
(in m) LHS RHS LHS RHS

- - 4 - - NIL KBC -

10+000 - 3.5 0.125 0.125 NIL KBC -

1. Total Number of People present for the Transect walk :

Total Male: Total Female: Total:
2. Demographic information where the Walk was conducted :
3. Number of Govt. Employees present :
4. Number of Contractors Employees :
5. Number of participants from Minority community :
SC: ST: Women:
6. Number of SHG members participated :
7. Govt. Employee, or Elected Representative, SHG members Details (Enclose a separate sheet
with names, designation)

2.6. Checklist
i) Transect walk done Yes ✘ No
ii) Photographs of Transect walk attached Yes ✘ No
iii) Transect walk summary table included Yes ✘ No
iv) Minutes of Transect walk attached Yes No
v) Photographs at 100 m intervals taken Yes ✘ No
vi) Major changes in alignment perceived Yes ✘ No
vii) Design brief provided Yes ✘ No
viii) Photographs of Grama Sabha attached Yes No
 CHAPTER 3
TOPOGRAPHIC SURVEY

3.1. General
Detailed topographical surveys have been conducted to prepare the base map and plan of
the existing alignment of the track. During the surveys, horizontal control points and temporary
benchmarks have been established on some permanent or semi-permanent structures. The
detailed procedures are described in this section.

The in-house standards, work procedures and quality plan has been prepared with reference
to IRC: SP 48-1984, IRC:73-1980, IRC: SP 19-2001, IRC: SP 20-2002, IRC: SP 13-2004 (in respect of
surveys for rivers/streams) and current international practices have been followed during the
above survey.

3.2. Traversing

The traverse consists of a series of straight lines with their lengths and intermediates angles
measured very carefully. In difficult terrain, the alignment have been negotiated through a series of
short chords, preferably, the traverse have been done with a Theodolite with Electronic Distance
Measurement (EDM) and all angles are measured with double reversal method. Global Positioning
System (GPS) is also very useful and appropriate for preliminary survey. The GPS will give locations
in coordinates all the necessary points on the traverse. GPS is very fast reasonably accurate for
preliminary system and computer friendly for data transfer. Control pillars in cement concrete
should be fixed at suitable interval (ranging from 500 m to 2 kms) to have control on accuracy. It
also helps in repeating the survey, if required, within the control pillars.

Traverse is done preferably by total station having angular measurement accuracy of ± 1 sec.

3.3. Leveling

Engineering Surveying involves the measurement of three quantities; heights, angles and
distances. Levelling is the process of measuring heights from mean sea level. It is possible when
levelling to measure heights with an accuracy of milimetres. Heights can also be measured using
total stations, handheld lasers and GPS devices. However, levelling offers an inexpensive, simple
and accurate method for measuring heights, and it is widely used in construction sites. Heights
based on an arbitary datum are known as Temporary Bench Marks.

The height of a point relative to a datum is known as its Reduced level (RL).
3.4. Cross Section & Detailling

Cross sections are taken at 30 m interval and at closer interval 5 m to 10 m as per redius of
curve in curved portion of the existing road. All physical features of the road are recorded.

3.5. Data processing

All data from topographic survey as recorded by total station have been downloaded and
final alignment, plan, profile have been prepared and presented in Auto CAD Format.
3.6. List of permanent reference pillars and TBMs

To facilitate the leveling work, bench marks, either temporary or permanent, is established at
intervals of 250 to 500 metres with proper marking painting as per code. The levels are connected
to GTS datum. The list of permanent reference pillars and TBMs are tabulated below:

Table 3.1. List of Permanent reference Pillars and TBMs

TBM Chainage
Latitude Longitude Levels Descriptions
No. (in km+m)

1 0+150 123 456 0+100 -

- - - - - -

3.7. Checklist
i) BM/TBM with northing-easting given Yes ✘ No
ii) Traverse survey carried out Yes No
iii) Cross section and detailing carried out Yes ✘ No

v) L section details attached with the Part II of the DPR Yes No

 CHAPTER 4
SOIL AND MATERIALS SURVEY

4.1. General
The soil and material investigations have been done following the guidelines of IRC: SP: 20-2002 &
IRC: SP: 72-2015 and other relevant IS codes. The potential sources of borrow areas for soil and quarry
sites are identified.
4.2. Soil sample collection and Testing

Soil samples are collected along and around the road alignment at three (3) locations 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 are conducted for all the samples collected. Standard
Proctor Test and the corresponding 4 day soaked CBR test have been 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 are conducted as detailed below:

• Grain size analysis as per IS : 2720 (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) – 1987
The details of soil testing are given in Annexure 1 A & Annexure 1 B
4.3. Analysis of Test Results
The soil laboratory test results are summarized in Table No: 4.1 & 4.2
Table No-4.1 Summary of Sub-Grade Sample
Sl. No. Chainage (km+m) Location of Samples Collected Samples Ref. No.
1 0+510 Existing Sub Grade WB/14/236/ 01
2 0+960 Existing Sub Grade WB/14/236/ 02
3 1+385 Existing Sub Grade WB/14/236/ 03
4 1+870 Existing Sub Grade WB/14/236/ 04
5 2+380 Existing Sub Grade WB/14/236/ 05
6 2+880 Existing Sub Grade WB/14/236/ 06
7 3+440 Existing Sub Grade WB/14/236/ 07
8 3+860 Existing Sub Grade WB/14/236/ 08
9 4+380 Existing Sub Grade WB/14/236/ 09
10 4+875 Existing Sub Grade WB/14/236/ 10
11 5+390 Existing Sub Grade WB/14/236/ 11
12 5+875 Existing Sub Grade WB/14/236/ 12
13 6+345 Existing Sub Grade WB/14/236/ 13
14 6+875 Existing Sub Grade WB/14/236/ 14
15 7+380 Existing Sub Grade WB/14/236/ 15
16 7+865 Existing Sub Grade WB/14/236/ 16
17 8+425 Existing Sub Grade WB/14/236/ 17
18 8+780 Existing Sub Grade WB/14/236/ 18
19 9+335 Existing Sub Grade WB/14/236/ 19
20 9+795 Existing Sub Grade WB/14/236/ 20
21 10+350 Existing Sub Grade WB/14/236/ 21

Table No-4.2 Summary of Borrow pit Sample

Sl. No. Chainage (in km) Location of samples collected Sample Ref. No.
1 0+600 VVV WB/15/289/02/ 01
2 4+300 WWW WB/15/289/02/ 02
3 7+200 XXX WB/15/289/02/ 03
4 9+900 YYY WB/15/289/02/ 04
5 11+660 ZZZ WB/15/289/02/ 05
 CHAPTER 5
TRAFFIC SURVEY

5.1. General

In the present scenario of upgradation road, 3 day, 24 hr traffic volume count has been
conducted on the proposed road and also already completed or similar type of PMGSY road in the
vicinity of the project road. The Classified Volume Count survey has been carried out in accordance
with the requirements of the TOR and relevant codes (IRC: 9 - 1972, IRC: SP: 19-2001, IRC: SP: 20 -
2002, IRC: SP: 72-2015). The surveys have been carried out manually by trained enumerators under
the monitoring of Engineering Supervisor.

The traffic survey has been decided best on the mid block situation and free from the local
influence.
5.2. Traffic Data and Analysis
The traffic count done during a period of transition from lean season to peak season (a reduction
of 40% has been given instead of 50% on peak season count) is 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 are recorded during the traffic counts.
Traffic volume count for this project road is done during harvesting season. The seasonal variation is
based on local enquiry.
Average of 3 day traffic data is presented in Table 5.1.

Table 5.1 Average Daily Traffic at

Day ADT ADT (non-
Sl.
Type of Vehicles (harvesting harvesting
No.
1 2 3 season) season)

1 Car, Jeep, Van 243 232 230 235 141

Motorised
Vehicle

2 Auto Rickshaw 232 222 223 226 135

3 Scooters/Motorbikes 516 515 528 520 312
Light Good Vehicles
4 143 142 139 141 85
(laden)
Light Good Vehicles
5 96 95 92 94 57
(unladen)
Agricultural Tractor
Motorised Commercial vehicles

6 171 159 167 166 99

(laden)
Agricultural Tractor
7 43 40 42 42 25
(unladen)
8 Trucks (laden) 62 66 68 65 39
9 Trucks (unladen) 16 16 17 16 10
Agricultural Tractor-
10 101 103 101 102 61
Trailer (laden)
Agricultural Tractor-
11 25 26 25 25 15
Trailer (unladen)
 Mot
12 Bus/Minibus (laden) 0 0 0 0 0
 13 Bus/Minibus (unladen) 0 0 0 0 0

14 Cycle 977 970 966 971 583

Motorised
Vehicles
Non-
15 Cycle Rickshaws 877 851 850 859 516
Hand Cart/Aminal
16 7 7 7 7 4
drawn vehicles
17 Pedestrian 161 165 140 155 78
Total commercial vehicle per day
652 391
(CVPD)

Total motorised vehicle per day 1648 1616 1632 1632 979

Total non-motorised vehicle per day 1861 1828 1823 1837 1103

Average Daily Traffic (ADT) 3469 2082

Number of harvesting Season 2
Number of days in each harvesting
80
Season (NDHS)

5.3. Traffic Growth Rate & Forecast

In the absence of any specific generators, an average annual growth rate 6% over the design life
has been adopted (as recommended by IRC: SP 72-2015). The growth rate of 6% seems reasonable
depending on socio-economic consideration and future growth on account of generated and diverted
traffic on this road. The details of traffic survey analysis are given in Table 5.2.

Table 5.2 Average Daily Traffic at

AADT
ADT (Survey
Sl. Period i.e. Growth
Type of Vehicles
No. Harvesting 2021 (year Rate
Season) 2019 2020 of opening)

1 Car, Jeep, Van 141 178 189 200

Motorised
Vehicle

2 Auto Rickshaw 135 171 181 192

3 Scooters/Motorbikes 312 394 418 443
4 Light Good Vehicles (laden) 85 107 113 120

5 Light Good Vehicles (unladen) 57 72 76 81

Motorised Commercial vehicles

6 Agricultural Tractor (laden) 99 125 133 141

7 Agricultural Tractor (unladen) 25 32 34 36

8 Trucks (laden) 39 49 52 55
9 Trucks (unladen) 10 13 14 15
6%
Agricultural Tractor-Trailer
10 61 77 82 87
(laden)
Agricultural Tractor-Trailer
11 15 19 20 21
(unladen)
12 Bus/Minibus (laden) 0 0 0 0
13 Bus/Minibus (unladen) 0 0 0 0
 Non-Motorised
14 Cycle 583 736 780 827

Vehicles
15 Cycle Rickshaws 516 652 691 732
Hand Cart/Aminal drawn
16 vehicles 4 5 5 5

17 Pedestrian 78 99 105 111

Average Annual Daily Traffic (AADT) before the year of opening
2955
including 6% growth
Factor = (AADT AT THE OPENING YEAR/ADT) 1.42
Equivalent Standard Axle Load (ESAL) 1043987.00

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

b) Traffic volume and mix vary along the road

c) Traffic volume and mix will vary along the road in the future

d) There is a potential for through traffic using the road

e) Percentage (%) of loaded vehicles
 CHAPTER 6
HYDROLOGICAL SURVEY

6.1. General

Hydrological survey for each cross drainage structure with exact location is collected for design of
adequate and safe Cross Drainage Structures so that the rain water can pass as per natural slope. The
hydrological and hydraulic studies are conducted in accordance with IRC: SP: 13-2004 and IRC: 5-2015.
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
The average rainfall during monsoon is about 1353 mm with maximum rainfall of 350 mm in the
month of Julyas per available data.
6.3. Catchment Area

The Catchments area is delineated from locally available information and topographical survey/web
based 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 L 3/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 are 11 number of cross drainage structures along the existing project road as listed below:

Table: 6.1 List and Condition of Existing Culverts

Description of Existing Structure
Chainage (in Repair /
Sl. No.
km+m) Type Span/Dia. Conditions Reconstruction
required

RCC SLAB
1 0+013 2.0 m Good Condition No Repair Required
CULVERT

RCC SLAB
2 0+407 1.5 m Good Condition No Repair Required
CULVERT

Reconstruction/Disme
3 0+452 HP 1X300 Poor Condition
ntling Required

4 3+978 MINOR BRIDGE 16.0 m Good Condition No Repair Required

 Reconstruction/Disme
5 4+528 HP 1X600 Poor Condition
ntling Required

RCC SLAB
6 5+953 1.5 m Good Condition No Repair Required
CULVERT

RCC SLAB
7 5+333 1.0 m Good Condition No Repair Required
CULVERT

RCC SLAB
8 6+357 1.0 m Good Condition No Repair Required
CULVERT

RCC SLAB Reconstruction/Disme

9 7+574 3.5 m Poor Condition
CULVERT ntling Required

RCC SLAB
10 9+734 1.0 m Good Condition No Repair Required
CULVERT

11 10+220 MINOR BRIDGE 9.0 m Good Condition No Repair Required

 CHAPTER 7
GEOMETRIC DESIGN STANDARDS

7.1. Adopted Geometric Design Standards

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 is selected from plain/rolling/hilly/steep classification for which
following criteria will be 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:
Road
Classification Plain terrain Rolling terrain Mountainous terrain Steep terrain

Rural Road Ruling Min Ruling Min Ruling Min Ruling Min
ODR 65 50 50 40 30 25 25 20
VR 50 40 40 35 25 20 25 20
7.4. Right of Way (ROW)
The requirement of ROW for this road is as follows (as specified in IRC-SP 20:2002):
Plain & Rolling terrain Mountainous & Steep terrain
Road
Classification Open Area Built-up Area Open Area Built-up Area
Normal Range Normal Range Normal Exceptional Normal Exceptional

Rural Road
(ODR & VR) 15 (+1.75) 15-25 15 (+1.75) 15-20 12 (+1.75) 12 (+1.75) 12 (+1.75) 9 (+1.75)
(+1.75) (+1.75)
(m)

N.B. - Since the carriageway is extended by 0.75m

7.5. Roadway Width
Roadway width proposed for this road is given below:
Roadway Width (in m)
Carriageway (m) Mountainous and Steep
Plain and Rolling
Desired Minimum
3.75 7.50 6.00 4.75
5.50 9.00 7.50 7.00
7.6. Carriageway Width
The proposed width of carriageway for this project road is 3.75 m.
7.7. Shoulders
It is proposed to have 1.875 m wide shoulder on both sides of which at least 1.00 m is hard shoulder
with well compacted unscreened gravel.
7.8. Roadway width at Cross-Drainage Structures
The roadway width at culvert & bridge locations for this road are 3 m and 3 m respectively, in
exceptional cases of replacement and new culverts it is to be - m also.
 The roadway width at culvert & bridge locations for this road are 3 m and 3 m respectively, in
exceptional cases of replacement and new culverts it is to be - m also.

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
7.10. Radius of Horizontal Curve
According to IRC recommendations/standards, the minimum radius of horizontal curve for this
project road is given below:

Terrain Radius of Horizontal Curve (in m)

Category Ruling Minimum Absolute Minimum
Plain 90 60
Mountainous 30 20
Steep 20 14
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 5.0% for
this project road.
Camber (in %)
Surface Type Low Rainfall (Annual rainfall High Rainfall (Annual rainfall
<1000 mm) >1000 mm)
Earth Road 4.0 (1 in 25) 5.0 (1 in 20)
WBM Gravel Road 3.5 (1 in 28.5) 4.0 (1 in 25)
Thin bituminous Road 3.0 (1 in 33.33) 3.5 (1 in 28.57)
Rigid Pavement 2.0 (1 in 50) 2.5 (1 in 40)
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 and Expert committee recommendations of PMGSY roads is referred. 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
7.14. Side slope
Side slope for this proposed road where embankment height is less than 3.0 m is given in the
table below.
Condition Slope (H:V)
Embankment in silty/sandy/gravel soil 2:1
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 is given below:
Radius of Curve (m) Upto 20 21-60 61 - 100 101 - 300 Above 300
Extra Widening for 3.75 m wide single lane 0.9 0.6 Nil Nil Nil
carriageway (m)
Extra Widening for 5.5 m wide intermediate
lane carriageway (m) 1.25 1.0 0.8 0.5 Nil
 CHAPTER 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 most appropriate alignment is to be proposed
considering the effect of climate change and past history of natural disasters in the area. The
selection of the alignment is to be made after economic, social and environmental analysis, the
details of the same is presented in succeeding chapters. 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

i. The road alignment is planned considering following aspects:

ii. Finalization of road alignment, their design and construction methodology based upon the
recommendations of the geologist, geotechnical engineer, hydrologist, soil conservation experts
contained in their reports.
iii. Alignment of the road on sun facing side of the hill.
iv. Efforts to avoid series of hair-pin bends on steep slopes.

v. Staggering the location of the hair-pin bends so that they are not aligned one above the other.

vi. Ensuring safe horizontal and vertical distance from river banks and the water level.
vii. Avoidance of hill cutting in the form of huge vertical cuts and adoption of benching for
mitigating slope instability.
viii. Adoption of the balance and cut and fill methodology where possible.
ix. Study of the roads already constructed in the immediate vicinity to better understand the
behaviour of the hill slopes along the roads.
x. Excavation of bore holes at major change in pavement condition or in deflection readings (for
up-gradation works), or at 2 km intervals, whichever is lesser.

xi. Excavation as required where major changes in soil condition or change in strata is observed.

xii. Testing of samples from the bore holes to determine suitability of various materials for use in
widening of existing embankments or in new pavement structure.
xiii. In case of hill roads, identification of the dumping sites in the DPR so as to use them for
developing parks, playground, parking area etc.
xiv. Consultation with the local public on the hazards occurring in the area in the past.
 xv. Study of possible alternate alignments.

8.2. Horizontal Alignment

Table 8.1: Features of Horizontal Alignment

Chainage (in km+m) Length (in Reason for deviation from existing
Description
km) alignment, if necessary
From To
0+100 0+120 0.02 H-Curve NOT NECECCERY
0
0

These would be no significant shift/Change alignment in case of upgradation Road. Existing

Alignment for the Proposed Road in following the Existing Alignment. Details of Horizontal curves
are presented in Table 8.2

Checklist
(i) Centre line of the existing and proposed horizontal alignment coincide

(ii) Centre line of the existing and proposed horizontal alignment deviate at certain
sections

8.3. Vertical Alignment

Details of vertical curves are presented in Table 8.3

8.4. Design of Junctions

The proposed alignment intersects cross roads and forms junctions. The locations of
junctions are given below. A length of 10 m has been proposed to be improved in order to arrest
erosion of embankment, shoulder and also for future development.

Table 8.4: List intersections, Type and Proposed modifications

Location (in Existing
Sl. No. Type of Intersection Proposed Modification
km+m) condition

Construction of bell mouth with

1 T-Junction 0+000 SEVERE
proper traffic signs

2 LEVELCROSSING 0+364 - -

Construction of bell mouth with

3 T JUNCTION 1+591 SEVERE
proper traffic signs

Construction of bell mouth with

4 T JUNCTION 1+678 SEVERE
proper traffic signs

5 LEVELCROSSING 4+507 - -
 Construction of bell mouth with
6 T JUNCTION 5+932 SEVERE
proper traffic signs

Construction of bell mouth with

7 T JUNCTION 6+936 SEVERE
proper traffic signs

Construction of bell mouth with

8 T JUNCTION 7+026 SEVERE
proper traffic signs

Construction of bell mouth with

9 T JUNCTION 7+766 SEVERE
proper traffic signs

Construction of bell mouth with

10 T JUNCTION 12+000 SEVERE
proper traffic signs
 Table 8.2 - Horizontal Curve Details
IP Radius Ls Speed Def. Angle Lc Ltotal Hand of
Curve No. S.E.
Chainage <m> <m> <Kmph> D M S <m> <m> Curve
 Table 8.3 - Vertical Curve Details

Grade Chainage Level

Sl. No. Chainage Level of Length of Type of Grade in < Grade out Difference
pvi Curve Curve %> <%> <%>
St. of End of St. of End of
Curve Curve Curve Curve
 CHAPTER 9
PAVEMENT DESIGN

9.1. General

Considering the subgrade 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 – 2015, IRC SP:77-2008 “Design
of Gravel Road”, IRC SP:62-2014 “Cement Concrete roads” and IRC:37-2018 “Guidelines for Design of
Flexible Pavement for roads having higher category of traffic. In built up area for hygienic and safety
reasons, C.C. pavement are provided with a hard shoulder and drain appropriate line drain. Drainage
plan is attached with the DPR.

The assessment of the existing pavement condition is conducted with following test procedures
undertaken:
i. Pavement roughness measurement using bump integrator (or alternative calibrated instrument) and
measurement of rutting, cracking and ravelling.
ii. Measurement of road deflections utilizing the Benkleman Beam Deflection Test.
iii. CBR tests at sufficient intervals to indicate extent and severity of the problem when pavements are
too distressed to give meaningful deflection results.
iv. Survey for assessment of the surface, sub-surface and roadside drainage condition of the road
section.

v. Detailed subsurface investigations for all the road sections where there has been subgrade failure.

vi. Overlay thickness clause 2.2.3 of IRC SP72:2015 has been referred.
9.2. Pavement Design Approach
9.2.1. Design Life
A design life of 10 years is to be 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) are 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. In addition a seasonal factor 1.42 has been considered. Since the survey was done in transtion
period from lean to peak season, a discount of 40% instead of 50% has been implied.

For calculating the VDF, the following categories of vehicles was considered as suggested in
paragraph 3.4.4 of IRC: SP: 72 – 2015.
• Laden heavy/medium commercial vehicles.
• Un-laden /partially loaded heavy/medium commercial vehicles.
• Over loaded heavy/medium commercial vehicles.
 Indicative VDF values considered 10% of laden MCV and 10% laden HCV as overloaded & given below:

Vehicle type Laden Un-laden/Partially laden

HCV 2.58 0.31
MCV 0.34 0.02

Lane distribution factor (L) for Single lane road = 1.0 Cumulative ESAL application = T o 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 – 2015 is presented in Annexure.

IRC 37-2012 is refered for traffic from 2 MSA to 5 MSA

IRC 37-2018 has been used for traffic more than 5 MSA
9.2.4. Subgrade CBR
The subgrade CBR range of 5.19 to 6 was considered and the traffic falls in theT8 category.

(i) Soaked CBR of subgrade : 5.741

9.3. Design Alternatives
Design alternatives considered for this road is presented below:

Specify design alternative

Chainage (in Design alternatives considered
km+m) Pavement Shoulder

Justification
available marginal
Earthen full width

and use of locally

1.00 m each side

Soil stabilization

selected
Hard shoulder

materials.
Full width
Flexible

Rigid

Hard

From To

9.4. Pavement composition

9.4.1. Flexible Pavement

The designed pavement thickness and composition was calculated by referring Figure 4 (Pavement
design catalogue) of IRC: SP: 72 – 2015. The ratio between heavy commercial vehicles and medium
commercial vehicles as given in Table 5.2 should be maintained as far as possible.

The pavement layers provided are given below:

Thickness for Thickness of

Layers Items Pavement in
pavement
Widening portion

Top Layer / Surface

Open-graded Premix carpet 20 mm 20 mm
course
Bituminous layer BM/DBM/BC 0 mm 0 mm

Base Layer WBM Grading III & WBM Grading II/WMM 0 mm 75 mm

Base Layer WBM Grading III & WBM Grading II/WMM 75 mm 150 mm
 Sub-Base Layer Granular Sub-base Grading III 100 mm 200 mm
Total thickness 195 mm 445 mm
Top layer of WBM is to be treated with bituminous surface.
9.4.2. Rigid Pavement

Layers Items Thickness for

pavement
Top Layer / Surface
M30 concrete 100 mm
course
Base Layer DLC/WMM/WBM 75 mm
Sub-Base Layer Granular Sub-base 200 mm
Total thickness 375 mm

9.5. Embankment Design

The sub-project road isn't situated in a flood prone zone. The embankment height considered as 1
m (average) from ground to crust except at the approaches of cross drainage structures.
 ESAL (TRAFFIC CATEGORY) CALCULATION
As the name implies, rigid pavements are rigid i.e, they do not flex much under loading like flexible

pavements. They are constructed using cement concrete. In this case, the load carrying capacity is

mainly due to the rigidity and high modulus of elasticity of the slab (slab action). H. M. Westergaard is

considered the pioneer in providing the rational treatment of the rigid pavement analysis.
The details of hydrological data is given in Annexure:- VI.
Table 9.1: Calculation for Vehicle Damage Factor (VDF) and Equivalent Standard Axle Load (ESAL)
Heavy Commercial Vehicle (HCV) 70
Medium Commercial Vehicle (MCV) 284
Annexure - VI

Commercial Vehicle Per Day (CVPD) = HCV+MCV 354

Ref. IRC SP: 72-2007
Vehicle Damage Factor (VDF)
Sl.No Type of Vehicle Loading Type Factor VDF
1 HCV Loaded HCV Load x Factor x 2.58 143.00
2 HCV Un Loaded HCV Un-Load x Factor x 0.31 4.00
3 MCV Loaded MCV Load x Factor x 0.31 70.00
4 MCV Un Loaded HCV Un-Load x Factor x 0.02 0.00
To = ESAL Application per day = 217.00
Cumulative ESAL Application over 10 years @ 6% growth rate =
Tox365x{((1+0.06)10-1)/0.06}xL = 1043987
Cumulative ESAL application =
1043987
Traffic Category T8
 CHAPTER 10
DESIGN OF CROSS DRAINAGE WORKS

10.1. General
On the basis of hydrological survey, 29 new cross drainage structures are recommended for
the project road as listed below.
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 10.1.
L-section of Canal
During the topographic survey cross section points have been taken along the stream and it is
plotted in the drawing sheet. The details are shown in Volume-II (Drawings).
Cross-section of the stream
Detail survey has been carried out along and across the stream. The cross sections of the
stream are shown in Volume-II (Drawings).
High flood level
The high flood level data is collected from the local people.
10.3. Design Features
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 7.5 m;
Width of culvert : 7.5 m with parapet.
Width of Bridge: 6.4 m with parapet.
10.4. Justification for retaining/widening and replacement of culverts
Existing CD structures as in given Table 6.1 are in poor condition as found out from inventory
survey.
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;
Ic = Rainfall Intensity in cm/hr; &
A = Catchments Area in Hectares
i. Small bridge-site length of which exceeds 15 m to be jointly visited by STA and S.E. Design – as
per IRC:SP:20-2002 & IRC:SP:13-2004 and relevant IRC Codes for Bridges.
ii. Causeways and submersible bridges – Design to be done as per IRC: SP: 20-2002 and SP-82:2008.

Detailed hydraulic calculation of all replaced and proposed new culverts and attached as Annexure-
2.
10.6. Summary of Proposed CD Structures:
Agricultural Conduit: 0
HP Culverts: 28
Slab Culverts: 1
Major/Minor Bridge: 0
Vented Causeway: 0

Table 10.1: Proposed Culverts

Chainage (in
Sl. No. Type of Culvert&Bridge Span/Dia. Proposal
km+m)
1 0+452 HP 1X1000 Newly Proposed
2 0+870 HP 1X1000 Newly Proposed
3 1+250 HP 1X300 Newly Proposed
4 1+485 HP 1X1000 Newly Proposed
5 1+950 HP 1X1000 Newly Proposed
6 2+150 HP 1X1000 Newly Proposed
7 2+755 HP 1X300 Newly Proposed
8 2+963 HP 1X300 Newly Proposed
9 3+150 HP 1X1000 Newly Proposed
10 3+360 HP 1X300 Newly Proposed
11 3+890 HP 1X300 Newly Proposed
12 4+120 HP 1X1000 Newly Proposed
13 4+310 HP 1X300 Newly Proposed
14 4+528 HP 1X300 Newly Proposed
15 4+528 HP 1X1000 Newly Proposed
16 5+120 HP 1X300 Newly Proposed
17 5+560 HP 1X300 Newly Proposed
18 6+150 HP 1X1000 Newly Proposed
19 6+870 HP 1X300 Newly Proposed
20 7+140 HP 1X300 Newly Proposed
21 7+574 RCC SLAB CULVERT 4.0 m Newly Proposed
22 8+479 HP 1X1000 Newly Proposed
23 9+245 HP 1X300 Newly Proposed
24 10+584 HP 1X1000 Newly Proposed
25 10+890 HP 1X300 Newly Proposed
26 11+150 HP 1X1000 Newly Proposed
27 11+345 HP 1X1000 Newly Proposed
28 11+490 HP 1X1000 Newly Proposed
29 11+780 HP 1X1000 Newly Proposed
10.7. Summary of Existing CD Structures Maintenance:
Agricultural Conduit: 0
HP Culverts: 0
Slab Culverts: 6
Major/Minor Bridge: 2
Vented Causeway: 0
Table 10.2: Existing CD Structure & Bridge Maintenance
Chainage (in
Sl. No. Type of Culvert&Bridge Span/Dia. Proposal
km+m)
 Chainage (in
Sl. No. Type of Culvert&Bridge Span/Dia. Proposal
km+m)
1 0+013 RCC SLAB CULVERT 2.0 m Maintainence
2 0+407 RCC SLAB CULVERT 1.5 m Maintainence
3 3+978 MINOR BRIDGE 16.0 m Maintainence
4 5+953 RCC SLAB CULVERT 1.5 m Maintainence
5 5+333 RCC SLAB CULVERT 1.0 m Maintainence
6 6+357 RCC SLAB CULVERT 1.0 m Maintainence
7 9+734 RCC SLAB CULVERT 1.0 m Maintainence
8 10+220 MINOR BRIDGE 9.0 m Maintainence
 CHAPTER 11
PROTECTIVE WORKS & DRAINAGE

11.1. General
In any road project, protective works play an important role in road construction. Some
protective measures are taken to prevent the embankment from erosion and other hazards.
The governing factors for selections of protective measures are:
a) Economy of construction
b) Ease in construction
c) Purpose of protection
Protective Measures
Protective measures have been taken mainly for embankment and cross-drainage structures.
Embankment Protection
Protective measures have been taken to protect the embankment slope from erosion due to
rain water. Boulder sausage works are provided to protect the embankment.
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 is available. It is Presented in Table 11.3.

11.3. Protective Works

Necessary protection works consisting of closed Bamboo Piling and ballah piling have been
proposed near pond and water bodies falling within the proposed alignment and are presented in
tabular form in Table 11.1 & 11.2
Table 11.1: List of Proposed Protective Work
Chainage (left side) Chainage (right side)
From (in To (in From (in To (in
Type Comments Type Comments
Km+m) Km+m) Km+m) Km+m)

0+439 0+459 Balla Piling Pond 0+619 0+679 Balla Piling Pond

1+484 1+512 Balla Piling Pond 0+879 0+918 Balla Piling Pond

2+075 2+096 Balla Piling Pond 1+997 2+016 Balla Piling Pond

3+216 3+236 Balla Piling Pond 2+175 2+199 Balla Piling Pond

4+324 4+590 Balla Piling RIVER 2+700 2+728 Balla Piling Pond

7+545 7+617 Balla Piling Pond 3+236 3+300 Balla Piling Pond

10+120 10+193 Balla Piling Nala 3+662 3+697 Balla Piling Pond

- - - - 4+413 4+437 Balla Piling Pond

- - - - 5+939 5+968 Balla Piling Pond

Total = 500.00 Total = 537.00

Total length of Proposed Protective Work = 1037.00
 Table 11.2: List of Existing Protective Work
Chainage (left side) Chainage (right side)
From (in To (in From (in To (in Length (in
Length (in m) Comments Comments
Km+m) Km+m) Km+m) Km+m) m)
0+800 0+870 70 Nalha 1+300 1+380 80 Pond
3+845 3+955 110 Pond 8+800 8+875 75 Pond
- - - - - - - -
Total = 180.00 Total = 155.00
Total length of Existing Protective Work = 335.00

Table 11.3: List of Proposed Road side Drain

Chainage (Left Side) Chainage (Right Side)
From (in To (in From (in To (in Length (in
Length (in m) Comments Comments
Km+m) Km+m) Km+m) Km+m) m)

7+400 7+850 450 Congested 4+897 5+178 281 Congested

Area Area
Total = 450.00 Total = 281.00
Total length of Proposed Protective Work = 731.00
 CHAPTER 12
LAND REQUIREMENT

12.1. General
The existing road details are summarized in Table 12.1. The project road is an up-gradation road
under PMGSY III. The existing Right of Way (ROW) is varying from 10 m to 15 m.
12.2. Proposed ROW

The width of carriageway is considered as 5.5 m in accordance with the IRC-SP 20: 2002. The total
roadway width is limited to 9.25 m with 1.875 m earthen shoulder on either side of carriageway. 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 12.2 provides the chainage-wise additional land requirement.

Table 12.1: Details of Existing Pavement

Name of District: Nadia
Name of Block: Krishnanagar I
Road Name: Dakshin Jhitkipota to Mahisnagra upto Jatrapur More
Road Code: T02
Chainage (in km+m)
Pavement Material Used Width
m)
(in Thickness Visual Distress Condition
(in mm)
From To
0+000 12+000 BT ROAD 3 320 GOOD
Total Length (in km) = 12.00 Average Width (in m) = 3

Existing Road Thickness Details:

Descriptions Thikness (in mm)
Concrete: 0
Bitumen (Surface Dressing): 20
WBM: 150
GSB: 150
Earthen: 0
Table 12.2: List of Additional land requirement
Chainage Road Land Additional Land Required
(in km+m) Width LHS (in m) RHS (in m)
0+000 4 - -
10+000 3.5 0.125 0.125
 CHAPTER 13
UTILITY SHIFTING/RELOCATION

13.1. Existing Utilities

All the existing utilities like Electric Poles, Telephone poles, water pipelines etc may require
relocation during widening of existing track/road. All such utilities are given in Plan of Drawing volume.
The rates for relocations of utilities have been taken as per enquiries from concerned authority and as
per Schedule of Rates.

Table 13.1: List of Existing Utilities within proposed roadway width

Chainage (in km+m)
Electric Pole Transformer Telephone Tube well (in Drain/Others
(in nos) (in nos.) Post (in nos.) nos.) (in nos.)
From To
0+000 1+000 9 - - - -
1+000 2+000 11 1 2 - -
2+000 3+000 10 - 1 - -
3+000 4+000 8 1 - - -
4+000 5+000 12 - 1 - -
5+000 6+000 15 1 1 2 1
6+000 7+000 10 1 1 - -
7+000 8+000 8 - - - -
8+000 9+000 5 - - 1 -
9+000 10+000 12 - 1 - -
10+000 11+000 5 - - 1 1
11+000 12+000 8 1 - 1 -
13.2. Departments responsible for concerned utilities

Electric poles/ transformers: West Bengal State Distribution Co. Ltd. Rural Electrification
Wing, Govt. of West Bengal
Telephone post: Bharat Sanchar Nigam Ltd. (BSNL), GoI
Tube-wells: Local Panchayet
13.3. Rules pertaining to the shifting of utilities
As per concerned departments rules.
13.4. Breakdown of costs for relocation of utilities
Table 13.2: Estimated cost for Relocation of utilities
Quantity (in Estimated
Sl. No. Utilities Type Estimated Cost (in Rs.)
nos.) Rate (in Rs.)
1 Electric Post 113 ₹ 20,000.00 ₹ 2,260,000.00
2 Telephone Post 7 ₹ 10,000.00 ₹ 70,000.00
3 Transformer 5 ₹ 82,000.00 ₹ 410,000.00
4 Tubewell 5 ₹ 8,000.00 ₹ 40,000.00
5 Drain, WPL & Others 2 ₹ 5,000.00 ₹ 10,000.00

Total estimated cost = ₹ 2,790,000.00

 CHAPTER 14
TRAFFIC MANAGEMENT AND ROAD SAFETY MEASURES

14.1. Planning

Road safety starts from planning stage itself. A road hierarchy system of network planning has
been one of the important tools used for road network and land use planning. Basic approach is for
defining each roadway in terms of its main functions (of accessibility and mobility) and appropriate
design criteria. Rural road comprise other District Roads and Village Roads for which geometric design
standards are given in IRC Codes. These roads basically serve the accessibility function. Normally a
rural road should not join or intersect a national highway or even a state highway. It should join a
major district road for better network efficiency and more importantly for better safety.

Following points are kept into consideration for safe design of alignment and profile:
(i) Road has been designed with characteristics of self-explaining, consistent, ‘forgiving’, and for safe
use of all categories of users, and with consideration of human factors.
(ii) Ruling standards of geometric design has been adopted, with largest practical radius and sight
distance.

(iii) Sharp bends/ 90° turn is avoided and improved if present on existing roads or tracks. These are
hazardous locations and tried to eliminate even if, it requires acquisition of land. The requirement and
locations be identified during transect walk and field surveys. The state should make provisions for the
acquisition of land at critical locations. In cases where it is not feasible/ impossible then speed
management measures have to be planned and provided.

(iv) Visibility is an important requirement for safety on roads especially in hills. Therefore it is
necessary that prescribed sight distance (related to speed) is available to permit drivers enough time
and distance to control their vehicles and avoid accidents. In order to ensure prescribed sight
distance, it may be necessary to have additional right of way. Additional land may also be acquired at
locations of deep cut, high fills and unstable or landslide prone areas. Where this is not feasible, traffic
calming measures as per IRC: 99-2018 need to be planned and provided.

(v) The roads in hilly terrain planned according to avoid hairpin bends or kept to minimum and is
located on stable and flat ground. In unavoidable circumstances, Hair-pin Bends have been designed
as Circular Curves with Transitions or as Compound Circular curves as prescribed in Hill Roads Manual.
The widening required has been achieved towards hill side.

(vi) Extra widening is provided at sharp horizontal curves to facilitate safe passage of vehicles. Blind
curves and hairpin bends have been made 2-lanes for improving safety.
(vii) Designing vertical profile compatible with natural topography for optimum and balanced cut-fill
quantities hence generating less spoil.

(viii) Keeping finished road level and fill slopes higher than the high flood level (HFL). While designing
the roads, provision is made for grade compensation at curves, vertical and lateral clearances and co-
ordination of horizontal and vertical alignments.
(ix) Besides other drawings, the DPR includes drawings of:
(a) Horizontal Alignment and Longitudinal Vertical Profile,
(b) Cross-section at required interval along the alignment within ROW, Typical Cross-Sections
with details of pavement structure,
(c) Detailed Drawings of intersections layout with traffic signs, pavement markings and speed
management measures,
(d) Detailed Working Drawings for individual Culverts and Cross-Drainage Structures,
(e) Detailed Working Drawings for individual Bridges, Tunnels, subways and Structures.
 (f) Detailed Drawings showing each traffic sign with its type and location, pavement markings of
edge lines and pedestrian crossings at required locations.
(g) Drawing showing location and layout of bus bays provided.
(h) Detailed drawings showing safety measures (traffic signs, markings, delineators or other
special treatment) for sharp/ blind curves if part of alignment.
14.2. Take off point of rural roads from higher category road is carefully planned with well-designed
intersection. Following points has been kept into consideration for the selection and design of takeoff
point:

(i) Take off is kept perpendicular to higher category road. In any case, the angle is kept less than 70 0

(ii) It is at flat ground level (zero grade).

(iii) In cases where existing cart tracks meet the higher category roads at some angle (not
perpendicular) then intersection layout is modified to the ‘right angle’ intersection and extra land, if
required has been made available (acquired).
(iv) The intersections are designed as ‘priority’ intersection.
(v) The intersection has been prescribed sight distance for users of the main road as well as for the
rural road. Obstructions like tree branches and/or other objects are to be removed.
(vi) Intersections should be designed for safe crossing by vulnerable road users (VRUs). Provision of
pavement markings, as per IRC: 35 has been ensured.

(vii) Suggestive layout of Priority Intersections is given in Fig. 14.2, below for guidance. Besides well
designed layout, the intersection must be provided with required and correct traffic signs, pavement
markings and speed management measures as per relevant IRC codes.

(Note: It would be desirable for NRIDA to prepare a separate document on “Type Design for
Intersections on Rural Roads” for design and layout of intersection.)

(viii) NRIDA Guidelines recommends provision of speed humps at junction of rural road with higher
order roads, near Schools/ Anganwadi Centers / Health Centers and entry points of habitation. Its
design should be as prescribed in IRC: 99-2018.

14.3.
The other (dead) end of rural road has been taken, a little beyond the habitation so that there is space
for turning of vehicles especially buses ambulances and fire tenders. A suggestive layout is shown in
Fig.14.3, for guidance, which is based on US practice. It is suitably modified as per site conditions.

14.4.

In cases, where public transport buses ply on the main road then they may be providing facilities for
villagers as well. Therefore provision of bus bays be part of development of rural road. Also if there is
possibility or planning for public transport buses to start plying (with the improvement of rural road),
then bus bays has been provided for efficient and safe movement on rural roads. Its location and
layout is based on IRC: 80 – 1981 ‘Type Design for Pick up Bus Stop on Rural (ie. Non – Urban)
Highways’. Bus bays has been provided for both direction of travel and located about 300 m but not
less than 60 m on the farther side of intersection such that bus commuters cross the main road (for
going to and from village) at the back of stopped bus. Typical layout is given in Fig, 14.4, for guidance.

14.5. Facilities for Vulnerable Road Users (VRUs)

Facilities for Vulnerable Road Users (VRUs) such as pedestrians and cyclist are crucial part of safe
design of rural roads. If separate provision for their movement is not made, then they would use and
share same road space as by motorized vehicles which could be dangerous for them. Rural Roads
Manual prescribes 3.75 m width of carriageway and 7.5 m width for roadway. Therefore, width of
1.875 m should be available on both sides for shoulders. This width meets the requirement of
minimum width of 1.8 m, prescribed for pedestrian movements, by IRC: 103- 2012. Maintaining this
width with well compacted gravel (non soft soil) material would greatly facilitate pedestrian
movement especially for school going children. The photographs in Fig. 14.5, should give a fair idea for
well provided and maintained facility for pedestrians to walk. This would be useful for movement for
cyclists.
 Safe facilities for pedestrians includes crossing facility by way of zebra pavement marking. This has
been provided at intersection and at bus bays and at other need based locations which are most used
and preferred by pedestrians to cross the road. Fig.14.6. shows illustrative Pedestrian crossing
Markings.

14.6. Traffic signs

Traffic signs and pavement markings are effective and essential tools for safety on rural roads and
integrated in DPR. The important points to be kept into consideration are:

(i) The material, shape, size, configuration and placement of traffic signs must conform to the
standard prescribed in IRC: 67 – 2012. If any non-standard and wrong sign exists on the road, its
replacement has been recommended by correct and standard sign.

(ii) Section 6.7 of IRC: 67 – 2012 provides guidance on the types of retro- reflective sheeting. For rural
roads, Class B, Type IV sheeting by IRC 67 – 2012 may be used for better conspicuity especially in night
time use.
(iii) GI pipes or rectangular hollow section as support post, should be used for sign support.

(iv) Signs should be so placed that that their bottom edge should not be less than 2 m above the kerb.

(v) If the meaning of the sign is required to be made more explicit, then a rectangular definition plate
may be provided, placed below the sign as prescribed in Section 13 of IRC: 67 – 2012.

(vi) The general size of the sign is 600 mm unless prescribed otherwise for some signs, in IRC: 67 –
2012.
(vii) Over head signs on rural roads are not required to be provided, they being single lane with low
speeds.
(viii) The traffic signs prescribed by IRC 67 – 2012 , ‘Code of Practice for Road Signs’ which can be
commonly used for rural roads are given below:
(a) Mandatory/ Regulatory Signs
(b) Cautionary/ Warning Signs
(c) Information Signs
14.7. Road Markings
Rural Roads are provided with pavement markings as per material (thermoplastic paints with glass
beads) and pattern, prescribed by IRC: 35- 2015, ‘Code of Practice for Road Markings. Essential ones
are, edge line markings, STOP line and pedestrian crossing:
(a) Edge Line Markings
(b) STOP Line
(c) Pedestrian Crossing Markings
14.8. Delineators

Rural roads especially in hilly terrain for travel in night time become much safer if they are
properly delineated. IRC: 79 – 2019, ‘Recommended Practice for Road Delineators’, prescribes
guidance on road delineators. But, care needs to be taken that they are only of plastic material with
reflectors, instead of materials such as metal, concrete, timber or cut stone since they may pose
safety hazard for out of control vehicles. They can be rectangular, circular or plastic drums as shown in
Fig.14.7.

14.9. Crash Barriers

Crash barriers are provided at hazardous locations such as, where height of embankment is
more than 3 m, on approaches to bridges (Fig. 14.8) as prescribed in IRC:119 - 2015, ‘Guidelines for
Traffic Safety Barriers. They must be fitted with reflective markers for enhancing night time visibility. It
is important to provide suitable end treatment for such type of barrier for safety. The ends of this
barrier must either be embedded into ground by tapering down or these must be embedded into the
rigid parapet wall of a culvert or specially prepared rigid parapet for the purpose of embedding.
 is important to provide suitable end treatment for such type of barrier for safety. The ends of this
barrier must either be embedded into ground by tapering down or these must be embedded into the
rigid parapet wall of a culvert or specially prepared rigid parapet for the purpose of embedding.

14.10. Road Studs

Provision of road studs to supplement longitudinal/ transverse reflectorised pavement markings
greatly improves visibility in night time and in inclement weather. They have been provided as per
Section 5 of IRC: 35 – 2015.
14.11. Hazard markers

Hazard markers has been provided at all pipe culvert headwalls (Fig. 14.9), at each end of all box
culverts, river crossing causeways and similar CD structures and at any discontinuity in the shoulder.

14.12.
At submersible bridges and causeways, guard/ guide posts (Fig. 14.10) are provided as
recommended in IRC: SP: 82 – 2008, ‘Guidelines for Design of Causeways and Submersible Bridges’.

14.13. Identification/ Marking of Objects

The DPR includes identification/ marking of objects (as prescribed in IRC: 35 –2015; painting of
the objects such as guard rails, guard stones or trees, with white paint, up to a height of 1.25 m above
the road level with 300 m band with black paint in the middle of 1.25 m height to enhance visibility.
All objects located within 2.4m from shoulder shall be painted. In addition to the object markings, (Fig.
14.11) as provided in IRC: 79 – 2019, provided in front objects to enhance visibility. The height of
object marker is maintained at least 1.2 m above the traffic lane.

14.14. Ramps
Ramps provided where field paths and cattle crossings intersect the road.
14.14. Sharp, Blind Curves
Sharp, blind curves are highly hazardous locations and must be eliminated even if, it requires
acquisition of land. In cases, where acquiring of extra land is somewhat impossible, then following
measures has been adopted:
(i) The carriage way is widened to two lanes at the bend

(ii) Traffic Signs for ‘Overtaking prohibited’, ‘Speed Limit’ and ‘Compulsory Horn’ provided at both
ends of the curve. Instead of placing them on separate support poles, they are to be placed on single
post as shown in Fig.14.12. Chevron sign should also be provided at the bend.

(iii) Reflective delineators or Chevron signs (Fig. 14,13) are provided on the both sides of approaches
and on the bend as specified in IRC: 79 - 2010.
(iv) Double chevron signs at the apex of curve provided, for both direction of travel

(v) Some low cost measures of delineating the sharp curves are provided as shown in Fig.14.14. The
photograph on the left shows number of bamboo sticks tied together and painted in alternate colors
of red and yellow. The photograph on the right shows an earth mound created with tress/ shrubs
planted. These measures would help in delineation of sharp bend.

14.2.2.Rumble Strips/ Markings

Rumble strips/ markings also are provided on approaches to schools if they exist on rural roads.

14.2.3.Design and Safety Measures

The rural road entering/ passing through villages poses a serious challenge especially in Indian
situation where rural roads are generally used by villagers, as the back yard of their homes. They
sometimes even cook food on road besides using for their livestock. The design and safety
measures/treatment are of site specific. Some of the design features are given here which are
expected to enhance safe use of road:

(i) The stretch within the village treated as 20kmph zone. For some villages, it may be 15kmph
zones. Therefore speed limit signs are installed on approaches along with gradual transitional reduced
speed limit signs. Rural Roads Manual prescribes design speed for rural roads as 50 km/h (ruling) and
 (i) The stretch within the village treated as 20kmph zone. For some villages, it may be 15kmph
zones. Therefore speed limit signs are installed on approaches along with gradual transitional reduced
speed limit signs. Rural Roads Manual prescribes design speed for rural roads as 50 km/h (ruling) and
40 kmph (minimum) in plain terrain and still lower in mountainous terrain.

(ii) ‘Village Gateways’ as per IRC:99 Guidelines on Traffic Clamming Measures may be provided.

(iii) Pre Cast Interlocking Concrete Blocks (Fig. 14.15) as prescribed by IRC; SP 63- 2004, ‘Guidelines
for Interlocking Concrete Block Pavement’ and in ‘Grameen Sampark’ 2007 edition by NRRDA or Stone
(granite) brick paving (if available at economic cost) will be used in the village stretch, instead of
traditional bituminous one. It would help in speed reduction, avoid surface damage in rains, provide
least life cycle cost due to low maintenance and give longer service life.

(iv) Concrete drains with covers are provided in the village stretch. The level of drains with covers
maintained at the same level as the pavement but drainage system is provided for storm water and
household drainage going into these drains. They are designed with self-cleansing gradient and taken
to the nearest natural drain. Covers are removable for ease of cleaning and maintenance.

14.18. Guidelines for Safety During Construction

Safety in Work Zones during Construction: There could be two situations in construction of rural
roads. One could be green field i.e. construction of all together, a new link road. The other could be on
existing cart track/ alignment. Rural Roads Manual suggests that generally, most new roads are
followed the existing cart tracks and other such existing alignments. This implies that there is
movement of vehicles on the road. Therefore, the situation requires careful Work Zone Traffic
Management Plan (WZTMP) in work zones. The Guidelines given in IRC SP: 55–2014 –Guidelines on
Traffic Management in Work Zones’ should be adopted. These are contractual requirements as these
are also part of MoRD specifications for Rural Roads.

(a) Construction of rural roads may comprise mostly construction of road stretch and
construction of cross drainage structure. Fig. 14.16 shows the layout of signs for road construction
and Fig. 14.17 shows layout for construction of cross drainage structure.

(b) Table 14.18 gives the section-wise details of temporary traffic control measures to be
adopted.
Table 14.18: Details of Temporary Traffic control measures to be adopted
Sl. No.

Temporary traffic control measures to be

Name of Road Chainage (in km)
adopted

14.19. Checklist for Road Safety Measures

Road Safety Checklist and Details of road safety issues and mitigation measures to be adopted
are presented in Table 14.3
All the detailed drawings of km stone, Road signs, marking, and other road firnuitres as required
are given in Drawing Volume – II
 Table 14.2: Checklist for Road Safety measures

Yes/No
SL. No.
Road Safety Checklist Justification/ Reason, if answer is “No”

1 Has the road been planned as per the concept of Yes

hierarchical road network

2 Is the road taking off from MDR and not SH or NH No

Has the transect walk realistically assessed the

3 availability of land, identified hazardous locations Yes
and possible countermeasures acceptable to
local people

Is the roadway width of 7.5 m in plain and 6.0 m

in hills is available on selected alignment without
4 any encumbrance such as hand pumps and No
electric poles installed by other Departments of
the Government.

5 Does DPR include following:

5.a Horizontal Alignment and Longitudinal Vertical No

Profile,

Cross-section at required interval along the

5.b alignment within ROW, Typical Cross-Sections Yes
with details of pavement structure.

Detailed Drawings of intersections layout with

5.c traffic signs, pavement markings and speed Yes
management measures.

5.d Detailed Working Drawings for individual Yes

Culverts and Cross-Drainage Structures

5.e Detailed Working Drawings for individual Bridges, No

Tunnels, Subways and Structures.

Detailed Drawing showing each traffic sign with

5.f its type and location, pavement markings of edge No
lines and pedestrian crossings at required
locations.

5.g Drawing showing location and layout of bus bays, No

if required and to be provided.

Detailed drawings showing safety measures

5.h (traffic signs, markings, delineators or other Yes
special treatment) for sharp/ blind curves if part
of alignment.
 Detailed drawings showing safety measures
5.h (traffic signs, markings, delineators or other Yes
special treatment) for sharp/ blind curves if part
of alignment.

n. Hazard markers are installed at any discontinuity No

in the shoulder.

6 Is the alignment on raised ground level for better No

drainage and side slopes not steeper than 2:1.

7 Is the take off point at right angle or nearly right No

angle with main road and at level ground.

Has the takeoff intersection been well designed

8 and provided with Stop Line markings and signs Yes
provided.

Does the road end provide space for turning of

9 vehicles especially buses and emergency No
vehicles.

Has the intersection been provided with speed

10 management measures on the rural road as per Yes
IRC:99-2018.

11 Has the road the provision for well compacted Yes

shoulders for movement of VRUs.

Has bus bays been planned and provided as per

12 guideline of IRC: 80 – 1981 if there exists or Yes
planned bus operations.

Have the traffic signs been provided with Class B,

Type IV retro reflective sheeting, at required
13 locations and configurations as prescribed by IRC No
67 – 2012 and each sign is shown in alignment
plan.

Has the road been provided with pavement

14 markings of edge lines, pedestrian markings at No
required locations and stop line with thermo
plastic paints as prescribed in IRC: 35 – 2015.

Has the road been provided with delineation

15 where embankment height is more than 1.5 m Yes
and at sharp bends.
 Has the road been provided with delineators of
16 plastic material with reflectors, at required No
locations so that road alignment and width is
clearly visible during night use.

Have the crash barriers been provided at

17 locations where the height of embankment is Yes
more than 3 m, approaches to bridges.

Have the crash barriers been provided with safe

18 end treatment and or embedment in bridge/ Yes
culverts railings.

Have the hazard marker signs been provided

19 correctly at each end of all box culverts, river No
crossing causeways and similar CD structures and
at any discontinuity in the shoulder.

20 Have guard/ guide posts provided at submersible No

bridges and causeways.

Have the objects within roadway width removed

21 or provided with identification/ marking with Yes
white paint.

22 Have ramps been provided where field paths Yes

and cattle crossings intersect the road.

23 Have sharp/ blind curves been improved and or Yes

provided with the safety treatment.

Have the road studs been provided along

24 pavement markings to enhance night time Yes
visibility.

Have the appropriate speed management

measure as per IRC: 99-2018 been provided at
25 the intersection, approaches to schools (if exist) No
and other required locations needing speed
reduction.

26 Do rumble strips provisions include painting and Yes

advance warning signs.

Does DPR include safety measures in the

27 approaches to villages and within village as per Yes
IRC: 99-2018.
 Does DPR include Work Zone Temporary Traffic
28 Management Plan and provides for signs and Yes
delineations as prescribed in IRC SP 55 – 2015.
 CHAPTER 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 is 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/ sub grade material as per Cl 301.7.

15.3.2. Embankment work

Material from borrow pits are 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 is be laid in not more than 25 cm (loose) thick layers & compacted each layer of the
soil up to 30 cm below the sub grade level if road is designed for upto 2 MSA and it is 50 cm if road is
design for more than 2 MSA as per IRC 37 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 MoRD Specification for Rural Roads (First revision) published by IRC in 2014.

15.3.3. Sub-grade

Material of specified CBR as per design is used for construction of top 30 cm as sub-grade for
road designed upto 2 MSA and 50 cm, for roads designed for more than 2 MSA. Soil in these sections
is quite good for road construction. Top 30 cm upto the sub grade 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
Sub base material in the form of stone aggregates and sand as available in the area is used in
GSB layer.
15.3.5. Base

Stone aggregates is 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. WBM screening used have PI less than 6. If WMM layer is done then grading are of as per
Section 400 (Table 400.12) of MORD specification and fraction passing 425 micron sieve have PI less
than 6. WMM is allowed only with WMM plant and spreading with Paver or Motor grader. 100%
compaction OMC is required.

15.3.6. Shoulder
Earthen shoulder will be constructed in layers and compacted to 100% of Proctor’s Density. First
layer of is laid after the sub–base layer is laid. Thereafter earth layer shall be laid with base layer of
pavement and compacted.
15.3.7AStructural Bituminous layer BM/ DBM/ SDBC/ BC etc.
15.3.7. Wearing Course

Slow setting bitumen emulsion has been proposed as primer on water bound layer. Emulsion is
sprayed on surface with pressure distributor. Rapid setting bituminous emulsion is used for Tack coat.
To ensure proper quantity of Emulsion for primer and Tack Coat Engineer incharge will check the
length of spreading for one drum of Emulsion as per carriageway width.

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-25 (RCC)
• Concrete below abutment, return wall, headwall – M-25 (RCC)
 CHAPTER 16
ENVIRONMENTAL ISSUES

16.1. Impact of the project

Environmental analysis (EA) is a key part of the planning process for a new road. It presents the
opportunity to look at alternative proposals, discuss the negative and positive impacts of a given
project, look at ways to mitigate negative impacts and plan for funding for those mitigation measures,
incorporate the ideas and thoughts of local citizens impacted by the project, avoid delays once the
project is under construction, and come up with an optimized, improved plan for the project. The
environmental analysis for the proposed road is thus presented.

16.2. Calculation of CO2 equivalent savings in GHG emissions

CO2 equivalent for Green House Gas emissions for various construction and maintenance
activities for the proposed road has been calculated. It contains detailed analysis of two cases; carbon
emission calculation for case one where road would have been constructed using conventional
technology without modifying any process parameter and other where the actual process is followed
using new material/technology under the category of green technology.

16.3. Calculation of Material and Energy Consumption for the Project

It includes detailed calculation for estimated material and energy usage during the construction
as well as for maintenance activities.
Table: Material Consumption
For Construction
Material Unit Quantity Proposed to be used
Coarse Aggregate Ton
Fine Aggregate Ton
Soil Ton
RCC Ton
Cement Ton
Brick Ton
Reinforcement Ton

Bitumen/Cationic bitumen emulsion Ton

Diesel Litres
Timber Ton
Kerosene Litres
For Maintenance
a. Routine Maintenance
Coarse Aggregate Ton
Fine Aggregate Ton
Soil Ton
Cement Ton

Bitumen/Cationic bitumen emulsion Ton

Diesel Litres
Timber Ton
Kerosene Litres
b. Periodic Maintenance

Bitumen/Cationic bitumen emulsion Ton

Diesel Litres
Coarse Aggregate Ton
Conversion Factors for Construction materials
Embodied Energy
Coefficient Embodied Carbon Coefficient
Material Used
(MJ/kg) (kg CO2/kg)

Coarse Aggregate 0.083 0.005

Fine Aggregate 0.083 0.005
Soil 0.450 0.024
Cement 5.500 0.950
Brick 3.000 0.240
Reinforcement 20.100 1.460

Bitumen/Cationic bitumen emulsion 51.000 0.550

Diesel 35.800 3.222

Timber 30.800 1.800
Kerosene 36.108 2.898

Source of Distance Total Total Energy

Material procurement/ from the Energy consumption number consumption
purchase work sight for transport per trip of trips for transport

Aggregate for WBM Gr II

Bitumen
Bitumen Bitumen
Emulsion
Brick
Cement
Crushed stone cum
Aggregate including Gr
III
GSB
RCC Pipe
NP3 (600
mm Dia)

RCC Pipe
NP3 (1000
mm Dia)
Hume Pipes
RCC Pipe
NP4 (1000
mm Dia)

RCC Pipe
NP4 (1200
mm Dia)
 Moorum

Coarse Sand
Sand
Fine sand
Steel Reinforcement
Stone Boulders
Stone Chips
Stone Metal Gr I
WMM
Diesel
Timber
Kerosene

16.4. Compliance with the Environmental Codes of Practice

16.5. 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.

16.6. Environmental Sensitive Area (National Park, Wild Life Sanctuary, Protected
/Reserve Forest, Wet land etc.)

The alignment is finalised avoiding the environmental sensitive area 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.

16.7. 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.

16.8. Permit / Clearance required prior to commending of civil work

• No objection Certificate- This will be taken by PIU from SPCB.
• 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.
16.9. 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.
16.10. 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.
16.11. 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.

16.12. 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.
 CHAPTER 17
NEW TECHNOLOGY/GREEN TECHNOLOGY

17.1. General

In order to promote cost-effective, locally relevant, ‘Green’ and fast construction technologies in
the construction of rural roads, using New materials / Waste materials / Locally available materials,
NRIDA has issued ‘Guidelines on Technology Initiatives’, in May 2013. The States have been asked to
propose at least 10% of the length of annual proposals using any of the new technologies, for which
specifications of Indian Roads Congress (IRC) are already available and an additional length of 5% of
annual proposals with any of the new technologies for which specifications of Indian Roads Congress
are not available, including materials accredited by IRC.

The states need to follow the above guidelines while submitting the proposals under PMGSY.
The details of some of the materials/ technologies for which IRC specifications are available and for
which specifications are not available are given below:
Technologies with IRC Specifications
•        Lime stabilization
•        Cement stabilization
•        Bitumen stabilization
•        Use of Fly Ash/Pond Ash
•        Lime fly ash stabilized Bases
•        Use of fly ash in cement for concrete structures.
•        Roller Compacted Concrete Pavements
•        Cold Mix Technology
•        Waste Plastic Utilization
•        Bio Engineering Measures
Technologies with No IRC Specifications
•        Locally available /Marginal materials, Brick aggregates etc.
•        Blast furnace Slag/ Steel Slag /Zinc Slag
•        Jute / Coir Geo-textiles
•        Rice husk, Baggage
•        IRC Accredited materials like RBI 81, Terrazyme, Powercem, Zycosil, RoadCem etc.
•        Quarry Waste Materials
•        Slope Stabilization, Bamboo Piling etc.
•        Cell Filled Concrete, Paneled Concrete

Check list for Adoption of New Technology/Green Technology

Items Remarks
1. Usage of local materials

Whether local and marginal materials are

proposed for usage in sub base, base layers and in
construction of support structures. Please
elaborate.

2. Soil and pavement stabilization

2.1. Whether local and marginal materials are

proposed for usage in sub base, base layers and in
construction of support structures. Please
elaborate.
2.1. Whether local and marginal materials are
proposed for usage in sub base, base layers and in
construction of support structures. Please
elaborate.
2.2. In case of non-availability of good GSB /
base course material what is the alternate option
proposed.

2.3 Have sub base and/or base course

stabilization measures proposed.
3. Pavement surfacing
3.1. Whether cold emulsion is being proposed in
the surface paving.
3.2. Is Warm Mix Asphalt(WMA) proposed in
the pavement.
4. New Materials & Green Technology
4.1 Please list out all the new materials and
green technology being proposed in the DPR.
4.2 What provision has been kept for carbon
sink for offsetting carbon emissions.
5. Carbon Emission Reduction Plan
5.1 Has Carbon Emission Reduction Plan been
attached?.
5.2 Does this Plan cover the three R’s, namely,
Reduce, Recycle and Reinvent.
 CHAPTER 18
CLIMATE RESILIENCY

17.1. General

Climate resilient infrastructure endures the impacts of climate related events. Changes in the
climate involve changes in temperature, precipitation, melting of glaciers, storm activity, river flow,
wind speeds and much more. Road infrastructure being totally exposed to the vagaries of nature is
highly vulnerable to the impacts of climate change, the adverse effects of which apart from the
physical damage to the road network can affect a country’s economy.

Climate change impacts the road infrastructure in various ways: high precipitation and flooding
increases the risk of rendering the drainage system inadequate resulting in damage to the road
drainage structures, scouring of bridge foundations, breaching of road embankments, submergence
of road sections, landslides, rock falls and erosion resulting in disruption of traffic, road closure for
indefinite period and weakening of pavement; and exposure of areas along the river basins to
flooding causing frequent closure of the roads. Floods may lead rivers to change their course, thus
rendering previously safe roads at risk of being flooded.

In the view of above, to ensure increased resilience and environmental sustainability of the
rural road various climate resilient measures are proposed for this roads project. List of all such
measures is as follow:

Check List of DPR incorporating Climate Resilience

1. Availability in the DPR of following documents /studies undertaken
Items Yes/No Remarks
1.1 Topographical, geological and
geomorphologic maps
1.2 Geotechnical studies
1.3 Hydrological studies

1.4 Hazard data base and inventory, susceptibility

and hazard zoning maps, as available

1.5 Any information available pertaining to the

site
2. Road Geometrics
Items Remarks

2.1 Gradients.

2.2 Curves, hair pin bends, etc.

2.3 Hair pin bends – gradient, radius and

location – whether staggered and availability of
adequate width along with stable and gentle hill
slope.

2.4 Road Alignment – alternate alignments

considered and whether the selected alignment is
sun facing, avoids steep hill cutting, located
sufficiently away from river bank and adequately
raised to avoid inundation by river flood.
considered and whether the selected alignment is
sun facing, avoids steep hill cutting, located
sufficiently away from river bank and adequately
raised to avoid inundation by river flood.
2.5 Whether the proposed alignment crosses
steep channels subjected to debris flow

3. Terrain
Items Remarks

3.1 Plain, rolling, mountainous or steep.

3.2 Topographical constraints such as cliffs,

ravines and gorges.
3.3 Dip of the rock, joints and fractures.
4. Slope
Items Remarks

4.1 Profile as identified from the natural and

artificial slopes such as mule tracks and footpaths,
terracing for agriculture/horticulture.

4.2 Slope stability and location of earlier

landslides.
4.3 Whether the slopes are wet.

4.4 Possibility of avalanches and snow drifts.

5. Soil Characteristics
Soil- type, depths and tendency to erode of the strata, geology of the area

6. Drainage characteristics (whether existing protection works adequate or need enhancement)

Items Remarks

6.1 Surface

6.1.1 Side drains- type, size and whether lined.

6.2 Sub-surface.

6.2.1 Catch water/intercepting drains – whether

required and provided with justifications.

6.3 Susceptibility to flooding and if so, flood

levels and river training provision incorporated.

7. Land use of water shed/catchment area

Items Remarks

7.1 River/stream characteristics.

7.1.1 Whether meandering or straight.

7.1.2 Banks erodible or non-erodible.
7.1.3 River bed soil classification.

7.1.4 Discharge and velocity of the flow .

7.1.5 Recorded maximum flood discharge and
HFL at proposed site.

7.2 Catchment Area characteristics.

7.2.1 Slope of the catchment area.

7.2.2 Vegetation cover – extent and type.

7.3 Land use within the catchment area ( at

present and expected in future).
8. Climatic Conditions
Items Remarks

8.1 Temperature .

8.2 Rainfall.
8.3 Snowfall.

8.4 Fog conditions.

8.5 Exposure to Sun.

8.6 Unusual weather conditions such as

cloudburst/ flash floods.
9. Design and Construction
Items Remarks
9.1 Whether huge vertical cuts avoided,
benching adopted and quantity of earthwork
accordingly taken in BOQ.

9.2 Whether the quantity of earthwork in

excavation has been considered by keeping the
cut face of the hill slope as per the soil
classification shown in the cross-sections.

9.3 Has the choice of manual/mechanized

cutting factored in the terrain condition (briefly
comment).

9.4 Whether the item taken for excavation in

rock specifies, ‘blasting prohibited’, and rate for
the item accordingly taken in BOQ.

9.5 Whether provision kept in the BOQ for use

of useful excavated material in the project itself.

9.6 What efforts made to balance cut and fill

methodology.

9.7 Location of dumping sites and proposed

development of these sites as playground/park
/parking area, etc. (Payment for the quantity of
excavated material actually dumped at site to be
9.7 Location of dumping sites and proposed
development of these sites as playground/park
/parking area, etc. (Payment for the quantity of
excavated material actually dumped at site to be
made based upon initial and final levels of the
dumping site).

9.8 Whether the size and type of support

structures provided are adequate and are justified
with proper documentation, site conditions, etc.

9.10 Have the intensity, duration and frequency

of rainstorms/cloudbursts occurring as a result of
climate change considered in the design of robust
slope stabilization measures and assessing
provisions related to drainage.

9.11 Has the capacity of cross drainages fixed

based upon the size of the catchment area, its
characteristics and the rainfall pattern and due
allowance made for possible blockages.

9.12 Have the CDs been proposed at natural

drainage crossings and not allowed water to
continue beyond them thereby overloading the
side drains, etc.

9.13 What efforts have been made to provide

precast culverts/side drains and of standardized
sections.

9.14 In case a culvert location has likely

diversion potential due to huge debris flow what
provisions have been kept to accommodate
overtopping without washing out the structure or
diverting flow down the road.

9.15 Is there a possibility of some of the

nallahs/gullies widening and deepening as a result
of higher intensity and frequency of rainfall? If so,
what provisions have been kept to mitigate this
problem.

9.16 Have provisions been made for scour

checks in side drains if the slope exceeds 4%.

9.17 In case of soft hill profile has the height of

vertical face of side drain increased to function as
a toe wall.

9.18 Have the hair pin bends been provided

with CDs both on the lower and upper arms along
with provision of escape drain on the upper arm.
9.18 Have the hair pin bends been provided
with CDs both on the lower and upper arms along
with provision of escape drain on the upper arm.

9.19 Is there provision for bio engineering

measures with or without civil engineering
measures at locations expecting shallow seated
slope failure.

9.20 Is provision kept for covering (stabilizing)

cut and fill slopes with vegetation, to minimize
surface instability problems as well as minimize
surface erosion.

9.21 How is the pavement proposed to be made

durable in reaches passing through saturated
soils/ black cotton soils or such poor soils, areas
subjected to flooding, etc..

10. Likely foundation strata for Major Structures

11. Detailed Field Investigations carried out

Items Remarks

11.1 Geotechnical, subsurface and drainage

investigations.

11.2 Diagnostic assessment of the landslides

and their likely significance .

11.3 For flood risk assessment the source of

flood water, the route it follows and the assets
likely to be affected.
12. Any other Information
 CHAPTER 19
ANALYSIS OF RATES

19.1. General

Rates for various item of works of the project have been derived from the “Schedule of Rates
2019 for Road works, Culvert works & Carriage etc. West Bengal Rural Development Agency
(WBSRDA) and “Addendum & Corrigendum to Schedule of Rates” effective from January. However in
general the basic rates of material have been taken from WBSRDA SOR 2019. 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 @
12.5% and 1% cess on these. In respect of Long Span Bridges, the overhead and contractor’s profit
should be at the rate of 20%. Further, the GST should not be included in the individual items and it
should be included @ 12% of total project cost separately in the abstract estimate.

19.2. Basic Rate of Material

The basic rates for stone materials & river bed materials have been taken from West Bengal
Rural Development Agency(WBSRDA).

For bituminous materials, basic rate at Haldia for equivalent viscosity grade bitumen and for
emulsion the basic rate of Haldia has been considered as suggested in from West Bengal Rural
Development Agency(WBSRDA). Basic rate of other materials like coarse & fine sand, cement are as
per the latest from West Bengal Rural Development Agency (WBSRDA).

Basic rate of steel materials at sub-divisional office has been considered in analysis after adding
cost of carriage, loading & unloading.
19.3. 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 (WBSRDA). The details of Rate Analysis are presented in Format F8.
 CHAPTER 20
COST ESTIMATE

20.1. 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
• Maintenance Cost per KM, per Year to be paid as per predeclared rate on PBMC to contractor
as per carriageway width for Flexible Pavement and Rigid Pavement separately.
20.2. Estimation of Quantities
All the relevant road and structure work Items has been 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 has been derived from the proposed cross section drawings. Volume of
cut and fill is obtained directly using the design package software. Quantity derived from software
is manually verified. The details are provided chainage wise in Tabular form in Annexure - 3 for total
cut and fill volume. The soil obtained from roadway excavation must be used for construction of
embankment and will be paid as per item no.4. All other quantities are computed from the
drawings of finished road, miscellaneous drawings & drawings of CD Structures.

20.3. Abstract of Cost

Unit rates will be derived by using the “Schedule of Rates for Road Works, Culvert works and
Carriage etc. taken from West Bengal Rural Development Agency(WBSRDA)”. The abstract of Cost
estimate is given in the Estimate Chapter of Format F6 & F7.
20.4. Maintenance
Cost of Annual Maintenance for five years after completion of project, cost of 6th year
renewal coSt and cost of further five years annual maintenance after the completion of 6th year
renewal coat will be estimated as per the PMGSY - III Guidelines. Different activities of ordinary
repairs are done as and when required.
We have been given the cost of 5 yrs routine maintainance work in Estimate Chapter.
 CHAPTER 21
CONSTRUCTION PROGRAMME

21.1. General

Assuming that the Construction of the Batch 2026, road will start from _____________. This is a
high/low/medium rainfall area and rainy season extends from July to September.

However, the construction program is based for a total working period of 12 months, considering the
program set out by MoRD. It is anticipated that some activity like collection of materials, CD works
etc. will continue in monsoon period also.

21.2. Realistic Duration

{Insert a reasonably realistic duration of the contract}
 Annexure II

1 Hydraulic Calculation of Cross Drainage Structure

District: Nadia
Block: Krishnanagar I
Name of Road Dakshin Jhitkipota to Mahisnagra
upto Jatrapur More
Type of Structure: 1x3.00 m Slab Culvert

1.1 Determination of Design Discharge:

(Rational Method considering Peak Run off from Catchment)

Rainfall Intensity (Ic) = {(F/T) X (T+1)/(fc+1)}

F= Maximum Rainfall in cm {25 years, 1 Hours} = 9 hr
(From Appendix-A of IRC: SP:13-2004)
T= Duration of Storm in Hour = 1 hr
fc = Time concentration in hours = (0.87 x L3/H)0.385
L= Distance from the critical point to the structure in Km = 0.8 km
(Traverse distance from the culvert)
H= The fall in Level from the critical point to the structure in m 0.6
Therefore,
fc = = 0.892 hr
Ic = = 9.515 cm/hr

QR = Design Discharge daily peak hour by Rational Method = 0.028xPxAxICxf

A= Catchment Area in Hectares = 46 ha
(the Catchment area has been calculated by gathering local information, the area of catchment
could not be calculated from toposheet, as they are not available)
P= Coefficient of Run Off for the catchment characteristics = 0.4
f= (from f-curve of SP-13:1998, fig-4, for small catchment) = 1

Therefore,
QR = = 4.902 m3/s

1.2 Hydraulic Design of Proposed Slab Culvert:

For uniform flow in Slab Culvert, the basic relationships are expressed by the Manning's formula;

Q = Discharge Capacity = A x V = Ax(R2/3 x S1/2) x 1/n

Span Provided = 1 Freeboard = 0.45 m

H = Height of Culvert in m = 2.5 m
W = Width of Culvert in m = 3 m
P = Perimeter of Culvert in m = 7.1 m
A = Area of Culvert in sq.m = (W x H) = 6.15 m2
R = Hydraulic radius in m = (A/P) = 0.866 m
S = Longitudinal Slope = 1 in 1000
n = Manning's Roughness coefficient = 0.03

Q = Discharge of 3 m culvert = 5.891 m3/s

 Therefore, the provided structure is Sufficient.
Type of Structure: 1x2.00m Slab Culvert

2.1 Determination of Design Discharge:

(Rational Method considering Peak Run off from Catchment)

Rainfall Intensity (Ic) = {(F/T) X (T+1)/(fc+1)}

F= Maximum Rainfall in cm {25 years, 1 Hours} = 9 hr
(From Appendix-A of IRC: SP:13-2004)
T= Duration of Storm in Hour = 1 hr
fc = Time concentration in hours = (0.87 x L /H)0.385
3

L= Distance from the critical point to the structure in Km = 0.72 km

(Traverse distance from the culvert)
H= The fall in Level from the critical point to the structure in m 0.4
Therefore,
fc = = 0.923 hr
Ic = = 9.361 cm/hr

QR = Design Discharge daily peak hour by Rational Method = 0.028xPxAxICxf

A= Catchment Area in Hectares = 22 ha
(the Catchment area has been calculated by gathering local information, the area of catchment
could not be calculated from toposheet, as they are not available)
P= Coefficient of Run Off for the catchment characteristics = 0.4
f= (from f-curve of SP-13:1998, fig-4, for small catchment) = 1

Therefore,
QR = = 2.307 m3/s

2.2 Hydraulic Design of Proposed Slab Culvert:

For uniform flow in Slab Culvert, the basic relationships are expressed by the Manning's formula;

Q = Discharge Capacity = A x V = Ax(R2/3 x S1/2) x 1/n

Span Provided = 1 Freeboard = 0.3 m

H = Height of Culvert in m = 1.95 m
W = Width of Culvert in m = 2 m
P = Perimeter of Culvert in m = 5.3 m
A = Area of Culvert in sq.m = (W x H) = 3.3 m2
R = Hydraulic radius in m = (A/P) = 0.623 m
S = Longitudinal Slope = 1 in 1000
n = Manning's Roughness coefficient = 0.03

Q = Discharge of 2 m culvert = 2.536 m3/s

 Therefore, Provided structure is Sufficient.

3.1 Determination of Design Discharge:

(Rational Method considering Peak Run off from Catchment)

Rainfall Intensity (Ic) = {(F/T) X (T+1)/(fc+1)}

F= Maximum Rainfall in cm {25 years, 1 Hours} = 9 hr
(From Appendix-A of IRC: SP:13-2004)
T= Duration of Storm in Hour = 1 hr
fc = Time concentration in hours = (0.87 x L3/H)0.385
L= Distance from the critical point to the structure in Km = 0.58 km
(Traverse distance from the culvert)
H= The fall in Level from the critical point to the structure in m 0.45
Therefore,
fc = = 0.687 hr
Ic = = 10.670 cm/hr

QR = Design Discharge daily peak hour by Rational Method = 0.028xPxAxICxf

A= Catchment Area in Hectares = 20 ha
(the Catchment area has been calculated by gathering local information, the area of catchment
could not be calculated from toposheet, as they are not available)
P= Coefficient of Run Off for the catchment characteristics = 0.4
f= (from f-curve of SP-13:1998, fig-4, for small catchment) = 1

Therefore,
QR = = 2.390 m3/s

3.2 Hydraulic Design of Proposed Slab Culvert:

For uniform flow in Slab Culvert, the basic relationships are expressed by the Manning's formula;

Q = Discharge Capacity = A x V = Ax(R2/3 x S1/2) x 1/n

Span Provided = 1 Freeboard = 0.3 m

H = Height of Culvert in m = 2.1 m
W = Width of Culvert in m = 5 m
P = Perimeter of Culvert in m = 8.6 m
A = Area of Culvert in sq.m = (W x H) = 9 m2
R = Hydraulic radius in m = (A/P) = 1.047 m
S = Longitudinal Slope = 1 in 1000
n = Manning's Roughness coefficient = 0.03

Q = Discharge of 2 m culvert = 9.779 m3/s

Therefore, Provided structure is Sufficient.

Type of Structure: 1x4.00m Slab Culvert

 Annexure 2A

1 DETERMINATION OF THICKNESS OF A CEMENT CONCRETE PAVEMENT

1.1 Design
The Wheel load appropriate for the traffic condition is 50 KN
Given CBR Value 5.16%
Approximate value of 'K', corrosponding to CBR values for homogeneous
42 Mpa/m
soil sub grade =
100 mm GSB
Providing Sub Base
150 mm WBM GR III/WMM

1.2 Effective K Value

Increasing the value of K by 20 percent as provided Sub Base
Hence, Effective K value = 50.4 Mpa/m

1.3 Concrete Strength

Adopting 28 day Compressive Strength (fc) 30.00MPa
Flexural Strength (ff) 3.83MPa
Hence 28 day flexural strength 3.83MPa
90 day flexural strength 4.22MPa

1.4 Thickness
Let us try with a thickness of = 250 mm

1.5 Edge Load Stress

From Westergaard's Equation
σe = 0.803P/h2(4log(l/a)+0.666(a/l)-0.034) (From IRC: SP:62-2014)
Where,
σe= load stress in the edge region in kg/cm2
Design wheel load (P) 50000 N
Pavement Slab thickness (h) 250 mm
Poisson's Ratio (m) 0.15
Taking µ 0.15
Modulus of Elasticity for Concrete (E) 3x104 30000 Mpa
Reaction Modulus of the Pavement foundation (K) 50.4 Mpa/m

l = Radius of relative stiffness in mm 943.633 mm

Where,
a = Radius of the equivalent circular area in mm
p = tyre pressure 0.8 Mpa

a= 141.047 mm
σe= load stress in the edge region = 2.163 Mpa
1.6 Temperature Stress

Maximum Temperature Diffrential during day between top & bottom of the slab (Dt) 15.84

Coefficient of thermal expansion of concrete (a) =10x10-6 per0C 1E-05

Bradbury's Coefficient "C" 0.163
Temperature Stress in the Edge region (stc) =(ExaxdtxC)/2 = 0.3883 Mpa
Total Stress = Edge Load Stress + Temperature Stress 2.551 Mpa

The Assumed depth is Adequate.

2 Fatigue Behavior of Concrete Pavement

For rural roads with traffic exceeding 150 CVPD, fatigue behavior of pavement slab may be
calculated from the fatigue equation :

Where,
Nf = Fatigue life of concrete pavement = Allowable load repetitions
Stress Ratio (SR) = Flexural stress due to wheel load and temperature/Flexural strength

The ratio of expected load repetitions (Ne) and allowable load repetitions (Nf) is termed as
cumulative fatigue damage and its value should be less than 1
Cumulative fatigue damage = Ne/Nf <1

Assuming that only 10% of the total traffic has axle loads equal to 100 KN, the number of
repetitions of 100 KN axle loads

Ne = Expected load repetitions = 10% of N = 0.1 x N

Where,
A = Initial CVPD after the completion of the road = PI(1+r)x = 341
r = Rate of traffic increase in decimal (for 6% rate of increase in traffic) 0.06
PI = Initial/ Present CVPD as per traffic survey 325
x = Construction period in years 1
n = Design period in years (recommended as 20 years) 20
N = Total number of cumulative commercial vehicles at the end of the
4115554
design period

SR = 0.6050
Log 10 Nf 5.8409
Nf = 693264.20
Ne = 411555.40
Cumulative fatigue damage =Ne/Nf = 0.6682

The Assumed depth is Adequate.

 PRADHAN MANTRI GRAM SADAK YOJANA(PMGSY) - III
Details of Earth Calculation (ANNEXURE-III)

Dakshin Jhitkipota to Mahisnagra upto

Name of Road: Package No.: WB/14/236
Jatrapur More
Name of Block: Krishnanagar I Road Length: 12 km
CHAINAGE (in STATION CUT STATION CUT STATION FILL STATION FILL CORDINATE
Sl No.
km+m) AREA VOLUME AREA VOLUME VOLUME
1 0+000 0.000 0.000 0.000 0.000 0
2 0+025 0.000 0.000 10.420 125.000 -125.0000
3 0+050 0.000 0.000 8.640 213.000 -338
4 0+075 1.330 17.000 0.020 108.000 -429.000
5 0+100 0.000 13.000 0.490 6.000 -422
6 0+125 0.000 0.000 10.300 135.000 -557
7 0+150 0.000 0.000 7.040 217.000 -774
8 0+175 0.000 0.000 5.380 155.000 -929
9 0+200 0.000 0.000 5.270 133.000 -1062
10 0+225 0.000 0.000 11.460 252.000 -1314
11 0+250 0.000 0.000 8.470 35.000 -1349
12 0+275 0.000 0.000 7.640 201.000 -1550
13 0+300 0.000 0.000 5.480 164.000 -1714
14 0+325 0.000 0.000 0.900 80.000 -1794
15 0+350 0.000 0.000 1.150 26.000 -1820
16 0+375 0.000 0.000 1.460 33.000 -1853
17 0+400 0.000 0.000 1.610 38.000 -1891
18 0+425 0.000 0.000 0.260 23.000 -1914
19 0+450 0.000 0.000 3.030 41.000 -1955
20 0+475 0.000 0.000 2.180 65.000 -2020
21 0+500 0.000 0.000 3.230 68.000 -2088
22 0+525 0.000 0.000 2.750 75.000 -2163
23 0+550 0.000 0.000 1.250 50.000 -2213
24 0+575 0.010 0.000 2.120 42.000 -2255
25 0+600 0.000 0.000 3.230 67.000 -2322
26 0+625 0.000 0.000 2.900 77.000 -2399
27 0+650 0.000 0.000 2.370 66.000 -2465
28 0+675 0.080 1.000 2.770 64.000 -2528
29 0+700 0.000 1.000 1.220 50.000 -2577
30 0+725 0.000 0.000 1.340 32.000 -2609
31 0+750 0.000 0.000 0.660 25.000 -2634
32 0+775 0.000 0.000 0.630 16.000 -2650
33 0+800 0.000 0.000 0.400 13.000 -2663
34 0+825 0.000 0.000 0.370 10.000 -2673
35 0+850 0.000 0.000 0.060 5.000 -2678
36 0+875 0.000 0.000 0.000 1.000 -2679
37 0+900 0.000 0.000 1.790 22.000 -2701
38 0+925 0.000 0.000 1.480 41.000 -2742
39 0+950 0.000 0.000 1.570 38.000 -2780
40 0+975 0.000 0.000 0.270 23.000 -2803
41 1+000 0.000 0.000 1.200 18.000 -2821
42 1+025 0.000 0.000 0.000 15.000 -2836
43 1+050 0.000 0.000 0.350 4.000 -2840
44 1+075 0.000 0.000 4.100 56.000 -2896
45 1+100 0.000 0.000 5.320 118.000 -3014
46 1+125 0.000 0.000 5.910 140.000 -3154
47 1+150 0.000 0.000 2.350 103.000 -3257
48 1+175 0.000 0.000 0.430 35.000 -3292
49 1+200 0.000 0.000 0.020 4.000 -3296
 50 1+225 0.000 0.000 0.000 0.000 -3296
51 1+250 0.000 0.000 10.420 125.000 -3421
52 1+275 0.000 0.000 8.640 213.000 -3634
53 1+300 1.330 17.000 0.020 108.000 -3725
54 1+325 0.000 13.000 0.490 6.000 -3718
55 1+350 0.000 0.000 10.300 135.000 -3853
56 1+375 0.000 0.000 7.040 217.000 -4070
57 1+400 0.000 0.000 5.380 155.000 -4225
58 1+425 0.000 0.000 5.270 133.000 -4358
59 1+450 0.000 0.000 11.460 252.000 -4610
60 1+475 0.000 0.000 8.470 35.000 -4645
61 1+500 0.000 0.000 7.640 201.000 -4846
62 1+525 0.000 0.000 5.480 164.000 -5010
63 1+550 0.000 0.000 0.900 80.000 -5090
64 1+575 0.000 0.000 1.150 26.000 -5116
65 1+600 0.000 0.000 1.460 33.000 -5149
66 1+625 0.000 0.000 1.610 38.000 -5187
67 1+650 0.000 0.000 0.260 23.000 -5210
68 1+675 0.000 0.000 0.000 0.000 -5210
69 1+700 0.000 0.000 10.420 125.000 -5335
70 1+725 0.000 0.000 8.640 213.000 -5548
71 1+750 1.330 17.000 0.020 108.000 -5639
72 1+775 0.000 13.000 0.490 6.000 -5632
73 1+800 0.000 0.000 10.300 135.000 -5767
74 1+825 0.000 0.000 7.040 217.000 -5984
75 1+850 0.000 0.000 5.380 155.000 -6139
76 1+875 0.000 0.000 5.270 133.000 -6272
77 1+900 0.000 0.000 11.460 252.000 -6524
78 1+925 0.000 0.000 8.470 35.000 -6559
79 1+950 0.000 0.000 7.640 201.000 -6760
80 1+975 0.000 0.000 5.480 164.000 -6924
81 2+000 0.000 0.000 0.900 80.000 -7004
82 2+025 0.000 0.000 1.150 26.000 -7030
83 2+050 0.000 0.000 1.460 33.000 -7063
84 2+075 0.000 0.000 1.610 38.000 -7101
85 2+100 0.000 0.000 0.260 23.000 -7124
86 2+125 0.000 0.000 0.000 0.000 -7124
87 2+150 0.000 0.000 10.420 125.000 -7249
88 2+175 0.000 0.000 8.640 213.000 -7462
89 2+200 1.330 17.000 0.020 108.000 -7553
90 2+225 0.000 13.000 0.490 6.000 -7546
91 2+250 0.000 0.000 10.300 135.000 -7681
92 2+275 0.000 0.000 7.040 217.000 -7898
93 2+300 0.000 0.000 5.380 155.000 -8053
94 2+325 0.000 0.000 5.270 133.000 -8186
95 2+350 0.000 0.000 11.460 252.000 -8438
96 2+375 0.000 0.000 8.470 35.000 -8473
97 2+400 0.000 0.000 7.640 201.000 -8674
98 2+425 0.000 0.000 5.480 164.000 -8838
99 2+450 0.000 0.000 0.900 80.000 -8918
100 2+475 0.000 0.000 1.150 26.000 -8944
101 2+500 0.000 0.000 1.460 33.000 -8977
102 2+525 0.000 0.000 1.610 38.000 -9015
103 2+550 0.000 0.000 0.260 23.000 -9038
104 2+575 0.000 0.000 0.000 0.000 -9038
105 2+600 0.000 0.000 10.420 125.000 -9163
106 2+625 0.000 0.000 8.640 213.000 -9376
107 2+650 1.330 17.000 0.020 108.000 -9467
108 2+675 0.000 13.000 0.490 6.000 -9460
109 2+700 0.000 0.000 10.300 135.000 -9595
110 2+725 0.000 0.000 7.040 217.000 -9812
111 2+750 0.000 0.000 5.380 155.000 -9967
112 2+775 0.000 0.000 5.270 133.000 -10100
113 2+800 0.000 0.000 11.460 252.000 -10352
114 2+825 0.000 0.000 8.470 35.000 -10387
115 2+850 0.000 0.000 7.640 201.000 -10588
116 2+875 0.000 0.000 5.480 164.000 -10752
117 2+900 0.000 0.000 0.900 80.000 -10832
118 2+925 0.000 0.000 1.150 26.000 -10858
119 2+950 0.000 0.000 1.460 33.000 -10891
120 2+975 0.000 0.000 1.610 38.000 -10929
121 3+000 0.000 0.000 0.260 23.000 -10952
122 3+025 0.000 0.000 0.000 0.000 -10952
123 3+050 0.000 0.000 10.420 125.000 -11077
124 3+075 0.000 0.000 8.640 213.000 -11290
125 3+100 1.330 17.000 0.020 108.000 -11381
126 3+125 0.000 13.000 0.490 6.000 -11374
127 3+150 0.000 0.000 10.300 135.000 -11509
128 3+175 0.000 0.000 7.040 217.000 -11726
129 3+200 0.000 0.000 5.380 155.000 -11881
130 3+225 0.000 0.000 5.270 133.000 -12014
131 3+250 0.000 0.000 11.460 252.000 -12266
132 3+275 0.000 0.000 8.470 35.000 -12301
133 3+300 0.000 0.000 7.640 201.000 -12502
134 3+325 0.000 0.000 5.480 164.000 -12666
135 3+350 0.000 0.000 0.900 80.000 -12746
136 3+375 0.000 0.000 1.150 26.000 -12772
137 3+400 0.000 0.000 1.460 33.000 -12805
138 3+425 0.000 0.000 1.610 38.000 -12843
139 3+450 0.000 0.000 0.260 23.000 -12866
140 3+475 0.000 0.000 0.000 0.000 -12866
141 3+500 0.000 0.000 10.420 125.000 -12991
142 3+525 0.000 0.000 8.640 213.000 -13204
143 3+550 1.330 17.000 0.020 108.000 -13295
144 3+575 0.000 13.000 0.490 6.000 -13288
145 3+600 0.000 0.000 10.300 135.000 -13423
146 3+625 0.000 0.000 7.040 217.000 -13640
147 3+650 0.000 0.000 5.380 155.000 -13795
148 3+675 0.000 0.000 5.270 133.000 -13928
149 3+700 0.000 0.000 11.460 252.000 -14180
150 3+725 0.000 0.000 8.470 35.000 -14215
151 3+750 0.000 0.000 7.640 201.000 -14416
152 3+775 0.000 0.000 5.480 164.000 -14580
153 3+800 0.000 0.000 0.900 80.000 -14660
154 3+825 0.000 0.000 1.150 26.000 -14686
155 3+850 0.000 0.000 1.460 33.000 -14719
156 3+875 0.000 0.000 1.610 38.000 -14757
157 3+900 0.000 0.000 0.260 23.000 -14780
158 3+925 0.000 0.000 0.000 0.000 -14780
159 3+950 0.000 0.000 10.420 125.000 -14905
205 3+975 0.000 0.000 8.640 213.000 -15118
206 4+000 1.330 17.000 0.020 108.000 -15209
207 4+025 0.000 13.000 0.490 6.000 -15202
208 4+050 0.000 0.000 10.300 135.000 -15337
209 4+075 0.000 0.000 7.040 217.000 -15554
210 4+100 0.000 0.000 5.380 155.000 -15709
211 4+125 0.000 0.000 5.270 133.000 -15842
212 4+150 0.000 0.000 11.460 252.000 -16094
213 4+175 0.000 0.000 8.470 35.000 -16129
214 4+200 0.000 0.000 7.640 201.000 -16330
215 4+225 0.000 0.000 5.480 164.000 -16494
216 4+250 0.000 0.000 0.900 80.000 -16574
217 4+275 0.000 0.000 1.150 26.000 -16600
218 4+300 0.000 0.000 1.460 33.000 -16633
219 4+325 0.000 0.000 1.610 38.000 -16671
220 4+350 0.000 0.000 0.260 23.000 -16694
221 4+375 0.000 0.000 0.000 0.000 -16694
222 4+400 0.000 0.000 10.420 125.000 -16819
223 4+425 0.000 0.000 8.640 213.000 -17032
224 4+450 1.330 17.000 0.020 108.000 -17123
225 4+475 0.000 13.000 0.490 6.000 -17116
226 4+500 0.000 0.000 10.300 135.000 -17251
227 4+525 0.000 0.000 7.040 217.000 -17468
228 4+550 0.000 0.000 5.380 155.000 -17623
229 4+575 0.000 0.000 5.270 133.000 -17756
230 4+600 0.000 0.000 11.460 252.000 -18008
231 4+625 0.000 0.000 8.470 35.000 -18043
232 4+650 0.000 0.000 7.640 201.000 -18244
233 4+675 0.000 0.000 5.480 164.000 -18408
234 4+700 0.000 0.000 0.900 80.000 -18488
235 4+725 0.000 0.000 1.150 26.000 -18514
236 4+750 0.000 0.000 1.460 33.000 -18547
237 4+775 0.000 0.000 1.610 38.000 -18585
238 4+800 0.000 0.000 0.260 23.000 -18608
239 4+825 0.000 0.000 0.000 0.000 -18608
240 4+850 0.000 0.000 10.420 125.000 -18733
241 4+875 0.000 0.000 8.640 213.000 -18946
242 4+900 1.330 17.000 0.020 108.000 -19037
243 4+925 0.000 13.000 0.490 6.000 -19030
244 4+950 0.000 0.000 10.300 135.000 -19165
245 4+975 0.000 0.000 7.040 217.000 -19382
246 5+000 0.000 0.000 5.380 155.000 -19537
247 5+025 0.000 0.000 5.270 133.000 -19670
248 5+050 0.000 0.000 11.460 252.000 -19922
249 5+075 0.000 0.000 8.470 35.000 -19957
250 5+100 0.000 0.000 7.640 201.000 -20158
251 5+125 0.000 0.000 5.480 164.000 -20322
252 5+150 10.000 0.000 0.900 80.000 -20402
253 5+175 0.000 0.000 1.150 26.000 -20428
254 5+200 0.000 0.000 1.460 33.000 -20461
255 5+225 0.000 0.000 1.610 38.000 -20499
256 5+250 0.000 0.000 0.260 23.000 -20522
257 5+275 0.000 0.000 0.000 0.000 -20522
258 5+300 0.000 0.000 10.420 125.000 -20647
259 5+325 0.000 0.000 8.640 213.000 -20860
260 5+350 1.330 17.000 0.020 108.000 -20951
261 5+375 0.000 13.000 0.490 6.000 -20944
262 5+400 0.000 0.000 10.300 135.000 -21079
263 5+425 0.000 0.000 7.040 217.000 -21296
264 5+450 0.000 0.000 5.380 155.000 -21451
265 5+475 0.000 0.000 5.270 133.000 -21584
266 5+500 0.000 0.000 11.460 252.000 -21836
267 5+525 0.000 0.000 8.470 35.000 -21871
268 5+550 0.000 0.000 7.640 201.000 -22072
269 5+575 0.000 0.000 5.480 164.000 -22236
270 5+600 0.000 0.000 0.900 80.000 -22316
271 5+625 0.000 0.000 1.150 26.000 -22342
272 5+650 0.000 0.000 1.460 33.000 -22375
273 5+675 0.000 0.000 1.610 38.000 -22413
274 5+700 0.000 0.000 0.260 23.000 -22436
275 5+725 0.000 0.000 0.000 0.000 -22436
276 5+750 0.000 0.000 10.420 125.000 -22561
277 5+775 0.000 0.000 8.640 213.000 -22774
278 5+800 1.330 17.000 0.020 108.000 -22865
279 5+825 0.000 13.000 0.490 6.000 -22858
280 5+850 0.000 0.000 10.300 135.000 -22993
281 5+875 0.000 0.000 7.040 217.000 -23210
282 5+900 0.000 0.000 5.380 155.000 -23365
283 5+925 0.000 0.000 5.270 133.000 -23498
284 5+950 0.000 0.000 11.460 252.000 -23750
285 5+975 0.000 0.000 8.470 35.000 -23785
286 6+000 0.000 0.000 7.640 201.000 -23986
287 6+025 0.000 0.000 5.480 164.000 -24150
288 6+050 0.000 0.000 0.900 80.000 -24230
289 6+075 0.000 0.000 1.150 26.000 -24256
290 6+100 0.000 0.000 1.460 33.000 -24289
291 6+125 0.000 0.000 1.610 38.000 -24327
292 6+150 0.000 0.000 0.260 23.000 -24350
293 6+175 0.000 0.000 0.000 0.000 -24350
294 6+200 0.000 0.000 10.420 125.000 -24475
295 6+225 0.000 0.000 8.640 213.000 -24688
296 6+250 1.330 17.000 0.020 108.000 -24779
297 6+275 0.000 13.000 0.490 6.000 -24772
298 6+300 0.000 0.000 10.300 135.000 -24907
299 6+325 0.000 0.000 7.040 217.000 -25124
300 6+350 0.000 0.000 5.380 155.000 -25279
301 6+375 0.000 0.000 5.270 133.000 -25412
302 6+400 0.000 0.000 11.460 252.000 -25664
303 6+425 0.000 0.000 8.470 35.000 -25699
304 6+450 0.000 0.000 7.640 201.000 -25900
305 6+475 0.000 0.000 5.480 164.000 -26064
306 6+500 0.000 0.000 0.900 80.000 -26144
307 6+525 0.000 0.000 1.150 26.000 -26170
308 6+550 0.000 0.000 1.460 33.000 -26203
309 6+575 0.000 0.000 1.610 38.000 -26241
310 6+600 0.000 0.000 0.260 23.000 -26264
311 6+625 0.000 0.000 0.000 0.000 -26264
312 6+650 0.000 0.000 10.420 125.000 -26389
313 6+675 0.000 0.000 8.640 213.000 -26602
314 6+700 1.330 17.000 0.020 108.000 -26693
315 6+725 0.000 13.000 0.490 6.000 -26686
316 6+750 0.000 0.000 10.300 135.000 -26821
317 6+775 0.000 0.000 7.040 217.000 -27038
318 6+800 0.000 0.000 5.380 155.000 -27193
319 6+825 0.000 0.000 5.270 133.000 -27326
320 6+850 0.000 0.000 11.460 252.000 -27578
321 6+875 0.000 0.000 8.470 35.000 -27613
322 6+900 0.000 0.000 7.640 201.000 -27814
323 6+925 0.000 0.000 5.480 164.000 -27978
324 6+950 0.000 0.000 0.900 80.000 -28058
325 6+975 0.000 0.000 1.150 26.000 -28084
326 7+000 0.000 0.000 1.460 33.000 -28117
327 7+025 0.000 0.000 1.610 38.000 -28155
328 7+050 0.000 0.000 0.260 23.000 -28178
329 7+075 0.000 0.000 0.000 0.000 -28178
330 7+100 0.000 0.000 10.420 125.000 -28303
331 7+125 0.000 0.000 8.640 213.000 -28516
332 7+150 1.330 17.000 0.020 108.000 -28607
333 7+175 0.000 13.000 0.490 6.000 -28600
334 7+200 0.000 0.000 10.300 135.000 -28735
335 7+225 0.000 0.000 7.040 217.000 -28952
336 7+250 0.000 0.000 5.380 155.000 -29107
337 7+275 0.000 0.000 5.270 133.000 -29240
338 7+300 0.000 0.000 11.460 252.000 -29492
339 7+325 0.000 0.000 8.470 35.000 -29527
340 7+350 0.000 0.000 7.640 201.000 -29728
341 7+375 0.000 0.000 5.480 164.000 -29892
342 7+400 0.000 0.000 0.900 80.000 -29972
343 7+425 0.000 0.000 1.150 26.000 -29998
344 7+450 0.000 0.000 1.460 33.000 -30031
345 7+475 0.000 0.000 1.610 38.000 -30069
346 7+500 0.000 0.000 0.260 23.000 -30092
347 7+525 0.000 0.000 0.000 0.000 -30092
348 7+550 0.000 0.000 10.420 125.000 -30217
349 7+575 0.000 0.000 8.640 213.000 -30430
350 7+600 1.330 17.000 0.020 108.000 -30521
351 7+625 0.000 13.000 0.490 6.000 -30514
352 7+650 0.000 0.000 10.300 135.000 -30649
353 7+675 0.000 0.000 7.040 217.000 -30866
354 7+700 0.000 0.000 5.380 155.000 -31021
355 7+725 0.000 0.000 5.270 133.000 -31154
356 7+750 0.000 0.000 11.460 252.000 -31406
357 7+775 0.000 0.000 8.470 35.000 -31441
358 7+800 0.000 0.000 7.640 201.000 -31642
359 7+825 0.000 0.000 5.480 164.000 -31806
360 7+850 0.000 0.000 0.900 80.000 -31886
361 7+875 0.000 0.000 1.150 26.000 -31912
362 7+900 0.000 0.000 1.460 33.000 -31945
363 7+925 0.000 0.000 1.610 38.000 -31983
364 7+950 0.000 0.000 0.260 23.000 -32006
365 7+975 0.000 0.000 0.000 0.000 -32006
366 8+000 0.000 0.000 10.420 125.000 -32131
367 8+025 0.000 0.000 8.640 213.000 -32344
368 8+050 1.330 17.000 0.020 108.000 -32435
369 8+075 0.000 13.000 0.490 6.000 -32428
370 8+100 0.000 0.000 10.300 135.000 -32563
371 8+125 0.000 0.000 7.040 217.000 -32780
372 8+150 0.000 0.000 5.380 155.000 -32935
373 8+175 0.000 0.000 5.270 133.000 -33068
374 8+200 0.000 0.000 11.460 252.000 -33320
375 8+225 0.000 0.000 8.470 35.000 -33355
376 8+250 0.000 0.000 7.640 201.000 -33556
377 8+275 0.000 0.000 5.480 164.000 -33720
378 8+300 0.000 0.000 0.900 80.000 -33800
379 8+325 0.000 0.000 1.150 26.000 -33826
380 8+350 0.000 0.000 1.460 33.000 -33859
381 8+375 0.000 0.000 1.610 38.000 -33897
382 8+400 0.000 0.000 0.260 23.000 -33920
383 8+425 0.000 0.000 0.000 0.000 -33920
384 8+450 0.000 0.000 10.420 125.000 -34045
385 8+475 0.000 0.000 8.640 213.000 -34258
386 8+500 1.330 17.000 0.020 108.000 -34349
387 8+525 0.000 13.000 0.490 6.000 -34342
388 8+550 0.000 0.000 10.300 135.000 -34477
389 8+575 0.000 0.000 7.040 217.000 -34694
390 8+600 0.000 0.000 5.380 155.000 -34849
391 8+625 0.000 0.000 5.270 133.000 -34982
392 8+650 0.000 0.000 11.460 252.000 -35234
393 8+675 0.000 0.000 8.470 35.000 -35269
394 8+700 0.000 0.000 7.640 201.000 -35470
395 8+725 0.000 0.000 5.480 164.000 -35634
396 8+750 0.000 0.000 0.900 80.000 -35714
397 8+775 0.000 0.000 1.150 26.000 -35740
398 8+800 0.000 0.000 1.460 33.000 -35773
399 8+825 0.000 0.000 1.610 38.000 -35811
400 8+850 0.000 0.000 0.260 23.000 -35834
401 8+875 0.000 0.000 0.000 0.000 -35834
402 8+900 0.000 0.000 10.420 125.000 -35959
403 8+925 0.000 0.000 8.640 213.000 -36172
404 8+950 1.330 17.000 0.020 108.000 -36263
405 8+975 0.000 13.000 0.490 6.000 -36256
406 9+000 0.000 0.000 10.300 135.000 -36391
407 9+025 0.000 0.000 7.040 217.000 -36608
408 9+050 0.000 0.000 5.380 155.000 -36763
409 9+075 0.000 0.000 5.270 133.000 -36896
410 9+100 0.000 0.000 11.460 252.000 -37148
411 9+125 0.000 0.000 8.470 35.000 -37183
412 9+150 0.000 200.000 7.640 201.000 -37184
413 9+175 0.000 0.000 5.480 164.000 -37348
414 9+200 0.000 0.000 0.900 80.000 -37428
415 9+225 0.000 0.000 1.150 26.000 -37454
416 9+250 0.000 0.000 1.460 33.000 -37487
417 9+275 0.000 0.000 1.610 38.000 -37525
418 9+300 50.000 0.000 0.260 23.000 -37548
419 9+325 0.000 0.000 0.000 0.000 -37548
420 9+350 0.000 0.000 10.420 125.000 -37673
421 9+375 0.000 0.000 8.640 213.000 -37886
422 9+400 1.330 17.000 0.020 108.000 -37977
423 9+425 0.000 13.000 0.490 6.000 -37970
424 9+450 0.000 0.000 10.300 135.000 -38105
425 9+475 0.000 0.000 7.040 217.000 -38322
426 9+500 0.000 150.000 5.380 155.000 -38327
427 9+525 0.000 0.000 5.270 133.000 -38460
428 9+550 0.000 0.000 11.460 252.000 -38712
429 9+575 0.000 0.000 8.470 35.000 -38747
430 9+600 0.000 0.000 7.640 201.000 -38948
431 9+625 0.000 0.000 5.480 164.000 -39112
432 9+650 0.000 0.000 0.900 80.000 -39192
433 9+675 0.000 0.000 1.150 26.000 -39218
434 9+700 0.000 0.000 1.460 33.000 -39251
435 9+725 0.000 0.000 1.610 38.000 -39289
436 9+750 0.000 0.000 0.260 23.000 -39312
437 9+775 0.000 0.000 0.000 0.000 -39312
438 9+800 0.000 0.000 10.420 125.000 -39437
439 9+825 0.000 0.000 8.640 213.000 -39650
440 9+850 1.330 17.000 0.020 108.000 -39741
441 9+875 0.000 13.000 0.490 6.000 -39734
442 9+900 50.000 50.000 10.300 135.000 -39819
443 9+925 0.000 0.000 7.040 217.000 -40036
444 9+950 0.000 0.000 5.380 155.000 -40191
445 9+975 0.000 0.000 5.270 133.000 -40324
446 10+000 0.000 0.000 11.460 252.000 -40576
Total 138.02 1032.000 1834.120 41608.000

Total volumes in cutting = 1032

Total volumes in filling for ebankment = 41608
Total volumes Earth Work = 40576
 Annexure IV

Name of District: Nadia

Name of Block: Krishnanagar I

Name of Road: Dakshin Jhitkipota to Mahisnagra upto Jatrapur More

Road Code: T02

Package no.: WB/14/236
Total Road Length (in Km): 12

Habitations Served Directly Habitations Served Total

Name of Habitation Poulation Indirectly by Link Population
Code C/UC Served
Served Link Route Population
Berabaia - 646 - -
Dakshin Jhitkipota - 2160 - -
HAJARIPOTA - 441 - -
11964
JALALKHALI - 2039 - -
Krishnagar Nampara - 1341 - -
Mahishnengra Purbapara - 1334 - -
 Pradhan Mantri Gram Sadak Yojana(PMGSY) - III ANNEXURE- V
Classifled Trafflc Volume Count Survey

Name of State : West Bengal

Name of District : Nadia
Name of Block : Krishnanagar I
Name of Road : Dakshin Jhitkipota to Mahisnagra upto Jatrapur More
Package no. : WB/14/236 Directlon : Both Direction
Non-Motorised (NMT)
Motorised (MT) Vehicle Vehicle

Light Good Vehicle

Hand Cart/ Animal

Multi Axle Truck

Ag. Tractor with

Drawn Vehicles
Rickshaw/Toto
Car/Jeep/ Van

Rickshaw/VAN

Pedestrain
Truck-Trailer
2 Axle Truck

3 Axle Truck
Agricultural
2 Wheeler

Minibus
Time Interval

Tractor

Cycle

Cycle
Auto

Trail
Bus
( Hour)

DAY 1
17/07/2020
5.00 AM to
58 52 111 0 0 60 56 18 0 0 0 28 232 220 2 20
11.00 AM
11.00 AM to 62 59 152 0 0 62 59 20 0 0 0 36 281 224 2 36
5.00 PM
5.00 PM to 75 64 156 0 0 58 51 21 0 0 0 37 278 252 1 70
11.00 PM
11.00 PM to
5.00 AM 48 57 97 0 0 59 48 19 0 0 0 25 186 181 2 35

Total = 243 232 516 0 0 239 214 78 0 0 0 126 977 877 7 161
DAY 2
18/07/2020
5.00 AM to 54 46 106 0 0 59 51 23 0 0 0 28 235 215 3 25
11.00 AM
11.00 AM to 64 59 151 0 0 61 52 21 0 0 0 38 278 217 2 30
5.00 PM
5.00 PM to
11.00 PM 68 65 160 0 0 63 49 23 0 0 0 39 273 247 1 70
11.00 PM to 46 52 98 0 0 54 47 15 0 0 0 24 184 172 1 40
5.00 AM
Total= 232 222 515 0 0 237 199 82 0 0 0 129 970 851 7 165
DAY 3
19/07/2020
5.00 AM to
11.00 AM 59 48 113 0 0 61 57 24 0 0 0 27 240 212 3 35

11.00 AM to 61 56 152 0 0 59 51 19 0 0 0 37 273 222 2 31

5.00 PM
5.00 PM to 63 60 162 0 0 57 50 26 0 0 0 36 268 240 1 36
11.00 PM
11.00 PM to
5.00 AM 47 59 101 0 0 54 51 16 0 0 0 26 185 176 1 38

Total= 230 223 528 0 0 231 209 85 0 0 0 126 966 850 7 140

Traffic Flow (Cars, Jeeps, Vans, Three-Wheelers) Traffic Flow (Bus & Truck)
160 30
140
25
120
100 20
80 Day 1 Day 1
Day 2 15
60 Day 2
Day 3 Day 3
40 10

20 5
0
107 117 123 106 0
5.00 AM to 9.00 AM to 1.00 PM to 5.00 PM to 5.00 AM to 9.00 AM to 1.00 PM to 5.00 PM to
9.00 AM 1.00 PM 5.00 PM 9.00 PM 9.00 AM 1.00 PM 5.00 PM 9.00 PM
 Traffic Flow (Light commercial Vehicles) Traffic Flow (Agricultural Tractors/ Trailers)
64
45
62 40
60 35
30
58
Day 1 25 Day 1
56 Day 2 20 Day 2
54 Day 3 15 Day 3
10
52
5
50 0
5.00 AM to 9.00 AM to 1.00 PM to 5.00 PM to
48 9.00 AM 1.00 PM 5.00 PM 9.00 PM
5.00 AM to 9.00 AM to 1.00 PM to 5.00 PM to
9.00 AM 1.00 PM 5.00 PM 9.00 PM

Average= 235 226 520 0 0 236 207 82 0 0 0 127 971 859 7 155

Pedes
Time Interval

train
Non-Motorised (NMT)
( Hour) Motorised (MT) Vehicle Vehicle
 PCU CALCULATIONS

PRADHAN MANTRI GRAM SADAK YOJANA (PMGSY)

Classifled Trafflc Volume Count Survey (PCU)

Name of State : West Bengal

Name of District : Nadia
Name of Block : Krishnanagar I
Dakshin Jhitkipota to Mahisnagra
Name of Road :
upto Jatrapur More
Package no. : WB/14/236 Direction: Both Direction
Motorised (MT) Vehicle Non-Motorised (NMT)
Vehicle
1 1 0.5 3 3 1.5 1.5 3 3 3 4.5 4.5 0.5 2 6

Pedestrain
Multi Axle Truck

Cycle Rickshaw/
Ag. Tractor with
Auto Rickshaw
Car/Jeep/ Van

Animal Drawn
2 Axle Truck

3 Axle Truck
Agricultural
Time Interval

Ag. Tractor
Light Good

Van/TOTO
2 Wheeler

Minibus

vehicles
Vehicle

Tractor
( Hour)

Cycle
Trail
Bus
DAY 1
17/07/2020
5.00 AM to 58 52 56 0 0 90 84 54 0 0 0 126 116 440 12 20
11.00 AM
11.00 AM to 62 59 76 0 0 93 89 60 0 0 0 162 141 448 12 36
5.00 PM
5.00 PM to
11.00 PM 75 64 78 0 0 87 77 63 0 0 0 167 139 504 6 70

11.00 PM to 48 57 49 0 0 89 72 57 0 0 0 113 93 362 12 35

5.00 AM
Total = 243 232 258 0 0 359 321 234 0 0 0 567 489 1754 42
DAY 2
18/07/2020
5.00 AM to 54 46 53 0 0 89 77 69 0 0 0 126 118 430 18 25
11.00 AM
11.00 AM to
5.00 PM 64 59 76 0 0 92 78 63 0 0 0 171 139 434 12 30
5.00 PM to 68 65 80 0 0 95 74 69 0 0 0 176 137 494 6 70
11.00 PM
11.00 PM to
5.00 AM 46 52 49 0 0 81 71 45 0 0 0 108 92 344 6 40

Total= 232 222 258 0 0 356 299 246 0 0 0 581 485 1702 42
DAY 3
19/07/2020
5.00 AM to 59 48 57 0 0 92 86 72 0 0 0 122 120 424 18 35
11.00 AM
11.00 AM to 61 56 76 0 0 89 77 57 0 0 0 167 137 444 12 31
5.00 PM
5.00 PM to
11.00 PM 63 60 81 0 0 86 75 78 0 0 0 162 134 480 6 36

11.00 PM to
47 59 51 0 0 81 77 48 0 0 0 117 93 352 6 38
5.00 AM
Total= 230 223 264 0 0 347 314 255 0 0 0 567 483 1700 42

Average= 235 226 260 0 0 354 311 245 0 0 0 572 486 1719 42

Total PCU 4448

 Annexure 2A

1 DETERMINATION OF THICKNESS OF A CEMENT CONCRETE PAVEMENT

1.1 Design
The Wheel load appropriate for the traffic condition is 50 KN
CBR Value 5% (Given)
Value of k = 4.2 kg/cm2/cm = 0.042 N/mm2/mm (Approx.)
(Corrosponding to CBR values for Homogeneous soil sub grade)
Providing Sub Base 100 mm GSB
75 mm WBM GR III
1.2 Effective value of K
After increasing k value 20 percent for the provided Sub Base
Hence, Effective value of k = 0.0504 N/mm2/mm
1.3 Concrete Strength
Adopting 28 day Compressive Strength (f c) 30.00MPa
Flexural Strength (ff) 3.83MPa
Hence 28 day flexural strength 3.83MPa
90 day flexural strength 4.22MPa

1.4 Thickness
Let us try with a thickness of 165 mm
1.5 Edge Load Stress
Design wheel load (P) 5000 kg
Pavement Slab thickness (h) 16.5 cm
Poisson's Ratio (μ) 0.15
Modulus of Elasticity for Concrete (E) = 3x10 5 N/mm2 300000 kg/cm2
Reaction Modulus of the Pavement foundation (K) 5.04 kg/cm3

Assuming a contraction joint spacing of 3.75m & 3.00m width, the Radius of relative stiffness (l) is as
under
Length (L) 187.5 cm
Breadth (B) 187.5 cm
Radius of relative stiffness (l) = [Exh3/12x (1- μ2)xk]0.25 69.097 cm
L/l = 2.714
B/l = 2.714
Radious of contact area (a) 22.59 cm
Ratio a/h 1.369
b = radius of resisting section = a ;
if a/h >=1.724 or b = (1.6*a^2)+h^2)^(1/2)-0.675*h if a/h =<1.724
Radius of resisting section (b) 21.86 cm

I = [Exh3/12x (1- μ2)xk]0.25 30.816 kg/cm2 3.08 Mpa

1.6 Temperature Stress

Max. temperature differences during day between top & bottom of the slab (∆t)= 15.84 0C
Coefficient of thermal expansion of concrete ( α) =10x10-6 per 0C 1E-05
Bradbury's Coefficient "C" 0.1363
Temperature Stress in the Edge region (σ te) = ((Exαxdt)/2)xC = 3.239 kg/sq.cm
0.3239 Mpa
Total Stress = Edge Load Stress + Temperature Stress = 3.41 Mpa

This is less than allowable flexural strength of 4.22 Mpa So the thickness assumed is adequate.
 Pradhan Mantri Gram Sadak Yojana(PMGSY) - III ANNEXURE- V

Normal Growth of Traffic Rate of Growth = 6%

Types of Vehicles 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030
Car, Jeep, Van 178 189 200 212 225 238 252 268 284 301 319
Auto Rickshaw 171 181 192 204 216 229 243 257 273 289 306
Scooters/Motorbikes 394 418 443 469 497 527 559 592 628 666 706
Light Good Vehicles (laden) 107 113 120 127 135 143 152 161 171 181 192
Light Good Vehicles (unladen) 72 76 81 86 91 96 102 108 115 122 129
Agricultural Tractor (laden) 125 133 140 149 158 167 177 188 199 211 224
Agricultural Tractor (unladen) 32 34 36 38 40 43 45 48 51 54 57
Trucks (laden) 49 52 55 58 62 66 70 74 78 83 88
Trucks(unladen) 13 14 15 15 16 17 18 20 21 22 23
Agricultural Tractor with trailer(laden) 77 82 87 92 97 103 109 116 123 130 138
Agricultural Tractor with trailer(unladen) 19 20 21 23 24 25 27 29 30 32 34
Bus/Mini bus (laden) 0 0 0 0 0 0 0 0 0 0 0
Bus/Mini bus (unladen) 0 0 0 0 0 0 0 0 0 0 0
Cycle 736 780 827 877 929 985 1044 1107 1173 1243 1318
Cycle Rickshaws 652 691 733 777 823 873 925 980 1039 1102 1168
Hand Cart/Aminal drawn vehicles 5 5 6 6 6 7 7 8 8 8 9
N.B: Opening Year of traffic is 2021. Hence, the induced and generated traffic can use the route from 2021.

Induced Traffic (5% of Normal Growth) In Number Rate of Growth 5%

Types of Vehicles 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030
Car, Jeep, Van 0 0 10 11 11 12 13 13 14 15 16
Auto Rickshaw 0 0 10 10 11 11 12 13 14 14 15
Scooters/Motorbikes 0 0 22 23 25 26 28 30 31 33 35
Light Good Vehicles (laden) 0 0 6 6 7 7 8 8 9 9 10
Light Good Vehicles (unladen) 0 0 4 4 5 5 5 5 6 6 6
Agricultural Tractor (laden) 0 0 7 7 8 8 9 9 10 11 11
Agricultural Tractor (unladen) 0 0 2 2 2 2 2 2 3 3 3
Trucks (laden) 0 0 3 3 3 3 3 4 4 4 4
Trucks(unladen) 0 0 1 1 1 1 1 1 1 1 1
Agricultural Tractor with trailer(laden) 0 0 4 5 5 5 5 6 6 7 7
Agricultural Tractor with trailer(unladen) 0 0 1 1 1 1 1 1 2 2 2
Bus/Mini bus (laden) 0 0 0 0 0 0 0 0 0 0 0
Bus/Mini bus (unladen) 0 0 0 0 0 0 0 0 0 0 0
Cycle 0 0 41 44 46 49 52 55 59 62 66
Cycle Rickshaws 0 0 37 39 41 44 46 49 52 55 58
Hand Cart/Aminal drawn vehicles 0 0 0 0 0 0 0 0 0 0 0

Developmental traffic (5% of Normal Growth) In Number Rate of Growth 5%

Types of Vehicles 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030
Car, Jeep, Van 0 0 10 11 11 12 13 13 14 15 16
Auto Rickshaw 0 0 10 10 11 11 12 13 14 14 15
Scooters/Motorbikes 0 0 22 23 25 26 28 30 31 33 35
Light Good Vehicles (laden) 0 0 6 6 7 7 8 8 9 9 10
Light Good Vehicles (unladen) 0 0 4 4 5 5 5 5 6 6 6
Agricultural Tractor (laden) 0 0 7 7 8 8 9 9 10 11 11
Agricultural Tractor (unladen) 0 0 2 2 2 2 2 2 3 3 3
Trucks (laden) 0 0 3 3 3 3 3 4 4 4 4
Trucks(unladen) 0 0 1 1 1 1 1 1 1 1 1
Agricultural Tractor with trailer(laden) 0 0 4 5 5 5 5 6 6 7 7
Agricultural Tractor with trailer(unladen) 0 0 1 1 1 1 1 1 2 2 2
Bus/Mini bus (laden) 0 0 0 0 0 0 0 0 0 0 0
Bus/Mini bus (unladen) 0 0 0 0 0 0 0 0 0 0 0
Cycle 0 0 41 44 46 49 52 55 59 62 66
Cycle Rickshaws 0 0 37 39 41 44 46 49 52 55 58
Hand Cart/Aminal drawn vehicles 0 0 0 0 0 0 0 0 0 0 0

Total Traffic (Normal + Induced + Developmental) In Number

Types of Vehicles 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030
Car, Jeep, Van 178 189 220 233 247 262 278 294 312 331 351
Auto Rickshaw 171 181 211 224 237 252 267 283 300 318 337
Scooters/Motorbikes 394 418 487 516 547 580 615 652 691 732 776
Light Good Vehicles (laden) 107 113 132 140 149 158 167 177 188 199 211
Light Good Vehicles (unladen) 72 76 89 94 100 106 112 119 126 134 142
Agricultural Tractor (laden) 125 133 154 164 174 184 195 207 219 232 246
Agricultural Tractor (unladen) 32 34 40 42 44 47 50 53 56 59 63
Trucks (laden) 49 52 61 64 68 72 76 81 86 91 97
Trucks(unladen) 13 14 16 17 18 19 20 22 23 24 26
Agricultural Tractor with trailer(laden) 77 82 95 101 107 113 120 127 135 143 152
Agricultural Tractor with trailer(unladen) 19 20 23 25 26 28 30 31 33 35 37
Bus/Mini bus (laden) 0 0 0 0 0 0 0 0 0 0 0
Bus/Mini bus (unladen) 0 0 0 0 0 0 0 0 0 0 0
Cycle 736 780 910 964 1022 1083 1148 1217 1290 1368 1450
Cycle Rickshaws 652 691 806 854 905 960 1017 1078 1143 1212 1284
Hand Cart/Aminal drawn vehicles 5 5 6 7 7 7 8 8 9 9 10

Total Traffic (Normal + Induced + Developmental) In PCU

Types of Vehicles 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030
Car, Jeep, Van 178 189 220 233 247 262 278 294 312 331 351
Auto Rickshaw 171 181 211 224 237 252 267 283 300 318 337
Scooters/Motorbikes 197 209 243 258 274 290 307 326 345 366 388
Light Good Vehicles (laden) 161 170 198 210 223 236 250 265 281 298 316
Light Good Vehicles (unladen) 108 114 133 141 150 159 169 179 189 201 213
Agricultural Tractor (laden) 188 199 232 246 260 276 293 310 329 348 369
Agricultural Tractor (unladen) 48 51 59 63 67 71 75 79 84 89 95
Trucks (laden) 147 156 182 193 204 216 229 243 258 273 290
Trucks(unladen) 39 41 48 51 54 57 61 65 68 72 77
Agricultural Tractor with trailer(laden) 347 367 428 454 481 510 541 573 607 644 683
Agricultural Tractor with trailer(unladen) 86 91 106 112 119 126 133 141 150 159 168
Bus/Mini bus (laden) 0 0 0 0 0 0 0 0 0 0 0
Bus/Mini bus (unladen) 0 0 0 0 0 0 0 0 0 0 0
Cycle 368 390 455 482 511 542 574 609 645 684 725
Cycle Rickshaws 1304 1382 1612 1708 1811 1920 2035 2157 2286 2423 2569
Hand Cart/Aminal drawn vehicles 30 32 37 39 42 44 47 50 53 56 59
Total PCU 3370 3572 4165 4415 4680 4961 5258 5574 5908 6263 6639

Note :-
Following the philosophy from IRC: SP-72-2015, regarding seasonal variation of traffic flow pattern between lean period and peak harvesting season, here in respect of
the surveyed road, the lean season traffic volume is estimated (based on the information collected and local enquiries during the traffic survey) to be 60% of the peak
harvesting season traffic volume that is observed. After the upgradation of road and when opened to traffic, it is presumed and estimated based on the information
collected and local enquiries during the traffic survey that it is going to attract and generate more trips and hence will add to developmental traffic and thus will result
in the rise of traffic. It is observed that the design service volume (PCU/Day) compatible with intermediate lane road (5.5m) requirement as per IRC:64-1990 will be
reached by the year 2027. Hence, intermediate lane road is recommended.
 Pradhan Mantri Gram Sadak Yojana(PMGSY) - III
West Bengal State Rural Development Agency
Table 21.1: Bar Chart Showing Sequence of Construction Programme
Months
Activities
1 2 3 4 5 6 7 8 9 10 11 12

Mobilization
Earthwork
CD Structure / Protection work
Sub Base
WBM II
WBM III
WBM
PMC & SC
Road Safety Signs & Furniture