IMPROVEMENT AND DESIGN OF MDR-57 CONNECTING KAROLI, PATGAON, SIDHEVADI,

LINGNUR, KHATAV TO STATE BORDER (0/000 TO 39/743) IN TAL. MIRAJ, DIST. SANGLI.

CHAPTER: – 1
EXECUTIVE SUMMARY

1.1 BACKGROUND

The Government, State of Maharashtra has taken initiative for up-gradation and
development of road network in the State of Maharashtra. In this context, Asian
Development Bank (ADB), Maharashtra has been assigned the work for Consultancy
services for Feasibility Study cum DPR, Survey and Preparation of Land Plan by
adopting LiDAR or similar technology for widening the Road with shoulders for
Consultancy Services for Preparation and Finalization of Detailed Project Report
for the Project Karoli M, Soni, Patgaon, Sidhevadi, Lingnur, Khatav to State
border Road MDR 57 (0/000 to 39/743) in Tal. Miraj Dist. -Sangli,”

1.2 PROJECT LOCATION

The State of Maharashtra is located in western part of India and is surrounded by Gujarat,
Madhya Pradesh, Chhattisgarh, Telangana, Karnataka, and Goa.
Project Corridor under study is a part of Major District Road MDR-57 and the length as per
TOR is 39.743 km pass through Karoli, M Soni, Patgaon, Sidhevadi, Lingnur, Khatav villages
of Maharashtra State.

Figure 0.1: Project Location on Sub Package 15C.

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1.3 PROJECT APPRECIATION.

The project road passes through Karoli M, Soni, Patgaon, Sidhevadi, Lingnur, Khatav
villages of Maharashtra State. The project road starts at junction of SH-155 at
Km.00/000 and ends near at Km. 39/743 thus the existing project road length is 39.743
km.

Enhanced connectivity between industrial zones and agricultural areas can lead to
improved transportation efficiency. This can facilitate the movement of goods, raw
materials, and agricultural produce, reducing transportation costs and time. Better road
connectivity can provide businesses in both industrial and agricultural sectors with
improved access to markets. Efficient road networks allow for better supply chain
management. Farmers can benefit from improved connectivity as it allows them to
access modern farming techniques, machinery, and markets. Timely transportation of
agricultural inputs and outputs can positively impact productivity. The construction and
maintenance of roads contribute to overall infrastructure development. This, in turn, can
stimulate economic growth and improve the quality of life for people in the region.

Major settlements along the project road Karoli M, Soni, Patgaon, Sidhevadi, Lingnur,
Khatav The land use pattern along the project road is Built-up, Agricultural Available
ROW along the project road is 14 m to 16m, and 4.8 km in Built up Area, 34.9 km
Agricultural area, The project road carriageway is of bituminous with 3.75m/ 5.5m lane/
configuration. General condition of the project road is fair to poor.

The length as per TOR 39.743 km classified traffic volume count is taken at soni to
siddhewadi the project road is considered as one Homogenous section and the traffic
counts are proposed at following locations as per the existing traffic scenario.

Table 1: Traffic Survey Locations

SL Length Proposed Proposed Axle
No. (Km.) Traffic and OD
Name FROM TO Counts Locations
Locations

1 PN-II 15C 00.000 39.743 39.743 SONI TO SIDDHEWADI

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CHAPTER: - 2

INTRODUCTION TO HIGHWAY DESIGN

The primary aim of roads is to ensure the safe, convenient, efficient, and
effective movement of people and goods. Achieving this goal necessitates the design of
roadways that cater to the needs and behaviors of all users, including drivers, cyclists,
and pedestrians. Road users continuously gather information from their environment,
analyses it, make decisions, and adapt their responses based on new inputs.
Furthermore, road design must consider the performance characteristics and geometric
features of vehicles. It is essential to address a broad spectrum of factors, including
economic, social, environmental, and aesthetic considerations, to create a holistic and
effective transportation system.

Historically, road alignment design was significantly influenced by railway line

configurations. Railway lines prioritize minimizing curves due to the increased friction
resistance they generate, which leads to higher energy consumption. Consequently,
railway alignments typically feature extended straight sections and limited curves.
However, this principle is not applicable to road alignments. Unlike trains, where
visibility is restricted to the engine driver's perspective, road users benefit from a 360-
degree field of view. Thus, road designers must account for the visual integration of the
roadway within its surrounding landscape. Additionally, trains incorporate designated
track segments for overtaking, making overtaking sight distance a non-factor for railway
operators. Initially, road design principles closely mirrored those of railway track
design, albeit with slight adaptations.
However, as the importance of managing road vehicles became evident, road
design started incorporating curvilinear alignments, roadside landscaping, noise
abutments, and road lighting. Technological advancements in cars, buses, and trucks,
along with increased speed requirements, necessitated safer road design. Higher speeds
called for wider roads with larger horizontal radii and gentler slopes. These design
requirements significantly impacted road construction costs, particularly in hilly or
mountainous areas.

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Horizontal alignment involves designing curves, straight sections (tangents), and

smooth transitions between them. Vertical alignment focuses on the longitudinal profile
of the road, including aspects such as crest curves, sag curves, and gradients. These
design considerations take into account factors like sight distance, driver comfort,
vehicle stability, drainage, aesthetics, and cost-effectiveness, all in accordance with
design standards. The road design process involves various calculations and
measurements. This includes establishing the road's alignment and tracing its profile
using coordinates, elevations, and horizontal radii for curves, lengths of vertical curves,
sight distance calculations, and earth quantity computations. The ultimate goal is to
achieve an optimal alignment that meets design standards and adheres to specific
constraints.

Historically, geometric design has been a manual and time-consuming process, prone
to errors and often limited to two-dimensional analysis, which may not result in the
most efficient layout. However, the use of design software, such as civil 3D, Open Road,
has revolutionized this process by allowing for efficient and accurate geometric design
within shorter time frames. This software tool facilitates concurrent design and
development processes, benefiting professionals involved in road design, especially in
developing regions. The absence of 3D modelling in highway design poses significant
challenges. Calculating earthwork quantities, such as cut and fill volumes, can be
particularly labor-intensive. However, the adoption of a volume computing approach
has proven effective in addressing these challenges, enabling more efficient and
accurate calculations.

2.1 DESIGN FACTORS

Design standards are established to determine the parameters of the geometric
elements in road design. The choice of these standards is influenced by various factors,
including:
❖ Safety: Ensuring the safety of road users is a primary concern. Design standards must
align with the expected speed of vehicles, allowing drivers to perceive and respond to
hazards in a timely manner.

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❖ Financial Considerations: The availability of funding and the overall development

of the road network impact the choice of design standards. Higher geometric standards
may be suitable when funds are ample and the network is well-established. In cases of
limited funds or an inadequate network, design standards may be selectively lowered.
❖ Terrain: The characteristics of the terrain significantly affect the costs associated
with achieving higher geometric standards. Flat areas may accommodate higher
standards without incurring substantial additional costs, while mountainous regions
may require lower standards.
❖ Traffic Volume: Designing roads to accommodate projected traffic demands over a
future period (typically up to 20 years) is crucial. Geometric design parameters are
inversely related to road user costs, so higher standards are warranted for higher design
traffic volumes.
❖ Traffic Composition: The proportion of heavy vehicles influences both the
structural design of the road pavement and certain aspects of geometric design, such as
vertical grades and lane width.
❖ Road Function Class: Roads are categorized into functional classes based on their
intended purpose. Higher-class rural roads, serving longer length journeys, may require
higher design standards.
❖ Environmental Considerations: Environmental factors play a vital role in the
design process. Preserving valuable resources like high-quality agricultural or
recreational land may necessitate applying lower geometric standards.
❖ Energy Efficiency: Steep grades exceedingly approximately 5% can lead to
increased fuel consumption for heavy vehicles. However, the current fuel prices often
make grade flattening for energy-saving purposes less economically justifiable.
❖ Stage Construction: If short- and medium-term requirements significantly differ
from long-term projections, it may be more cost-effective to adopt lower design
standards initially and upgrade them later in response to demand growth.

2.3 NEED FOR EXTRA LANNING OF HIGHWAY

It refers to the specific geographic area where the highway construction or
improvement is planned. It could be a new highway project or an upgrade of an existing
road. The project location is typically determined based on various factors, including

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Transportation needs, traffic patterns, population growth, economic development,

regional connectivity, and geographical considerations. The project location can vary
widely, ranging from urban areas to rural regions and from flat terrains to mountainous
or hilly landscapes. It is essential to consider the characteristics of the project location
during the design process to ensure the highway meets the specific requirements and
challenges posed by that particular area.
Factors such as land availability, environmental impact, right-of-way
acquisition, existing infrastructure, and community considerations also play a role in
determining the project location. It involves conducting feasibility studies,
environmental assessments, and public consultations to evaluate the suitability and
potential impacts of the proposed highway design in the chosen location.

2.4 ROAD INVENTORY STUDY

The need for extra laning on a highway arises from various factors, all aimed at
improving traffic flow, increasing capacity, enhancing safety, and accommodating
future growth. Here are some points explaining the need for extra laning on a highway.
❖ Increasing Traffic Volume: As traffic volume grows over time, the existing number
of lanes may become insufficient to handle the increased demand. Extra laning helps
alleviate congestion and improves traffic flow by providing additional space for
vehicles to travel.
❖ Addressing Peak Hour Congestion: Highways often experience peak traffic
congestion during specific times of the day, such as rush hours. Extra laning can help
manage congestion during these peak periods by providing additional capacity for
vehicles.
❖ Supporting Economic Development: Expanding the number of lanes on a highway
supports economic growth and development. It enables the efficient movement of goods
and services, facilitating trade and commerce along the corridor.
❖ Enhancing Safety: Insufficient Lane capacity can lead to dangerous situations, such
as tailgating, weaving, or improper lane changes. Extra laning reduces the likelihood of
these risky maneuvers, enhancing safety for all road users.
❖ Improving Travel Time and Reliability: Additional lanes can reduce travel times
and enhance travel reliability. With more lanes available, vehicles can spread out,

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reducing the potential for congestion-related delays and improving overall trip
efficiency.
❖ Future Traffic Growth: Designing highways with extra lanes takes into account
projected traffic growth in the coming years. By providing adequate capacity in
advance, the highway can accommodate future increases in traffic demand without
requiring immediate upgrades.
❖ Allowing for Maintenance and Incident Management: Extra lanes can be useful
during highway maintenance activities or in the event of incidents or accidents. By
temporarily closing lanes for maintenance or incident response, traffic can be shifted to
the remaining lanes, minimizing disruption and maintaining traffic flow.
❖ Supporting Multimodal Transportation: Highways with additional lanes can also
accommodate other modes of transportation, such as bus rapid transit or high-
occupancy vehicle (HOV) lanes. This promotes a more sustainable and efficient
transportation system by providing options for commuters.

2.5 ROAD INVENTORY STUDY

A road inventory study is a systematic examination and documentation of the existing
conditions, characteristics, and features of a road network. It involves collecting detailed
information about various elements related to the road infrastructure. The primary
purpose of a road inventory study is to create an inventory or database that provides a
comprehensive understanding of the road network.
The road inventory study typically includes the following components:
❖ Geospatial Information: This involves collecting and recording geographic
information about the road network, such as road segments, intersections, bridges,
culverts, and other related infrastructure. It often involves the use of Global Positioning
System (GPS) technology to accurately capture the location coordinates of these
features.
❖ Road Attributes: Detailed information about road attributes is collected, including
road names, classifications, pavement types, lane configurations, road widths, speed
limits, signage, markings, and any special features or design elements.
❖ Physical Features: This component involves documenting the physical
characteristics of the road, such as the presence of sidewalks, curbs, medians, shoulders,

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bike lanes, and parking facilities. It also includes capturing data on street lighting,
drainage systems, and any encroachments or obstructions along the road.
❖ Traffic Data: Traffic-related information is often collected during a road inventory
study. This may include traffic volume counts, vehicle classification, peak traffic hours,
turning movement counts at intersections, and other relevant traffic data.
❖ Condition Assessment: A road inventory study may include a condition assessment
of the road network, where the condition of the pavement, signs, markings, and other
infrastructure elements is evaluated. This assessment helps prioritize maintenance and
rehabilitation efforts.
❖ Supporting Documentation: Any relevant documentation, such as construction
plans, as-built drawings, maintenance records, and historical data, may be included in
the road inventory study to provide additional context and information.
The data collected during a road inventory study is typically organized and stored in a
database. This information serves as a valuable resource for transportation planning,
asset management, maintenance activities, safety assessments, and future road
development projects.

2.6 PAVEMENT CONDITION SURVEY

A pavement condition survey is a systematic assessment of the condition and quality of
a road's pavement surface. It involves evaluating various aspects of the pavement, such
as distresses, smoothness, and structural integrity. The purpose of a pavement condition
survey is to gather data that helps inform maintenance and rehabilitation strategies for
the road network. Some key points explaining the process and significance of a
pavement condition survey are:
❖ Visual Inspection: The survey typically begins with a visual inspection of the
pavement surface. Trained inspectors examine the pavement for visible distresses such
as cracks, potholes, rutting, pavement deterioration, and surface irregularities.
❖ Distress Identification: The surveyors identify and classify different types of
distresses based on industry standards. This includes cracks (e.g., longitudinal,
transverse, or block cracks), potholes, joint or edge deterioration, ravelling, and any
other visible pavement defects.

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❖ Severity Assessment: The severity or extent of each identified distress is determined

during the survey. This may involve rating distresses on a scale (e.g., from minor to
severe) or quantifying the length, width, or depth of specific distresses.
❖ Roughness Evaluation: Pavement smoothness or roughness is an important factor
in assessing ride quality. The survey measures and quantifies the pavement's roughness
using specialized equipment, such as profilometers or inertial profilers, to evaluate the
ride comfort for road users.
❖ Structural Evaluation: The survey may include structural assessments to determine
the integrity and load-bearing capacity of the pavement. This can involve measuring the
deflection or stiffness of the pavement using non-destructive testing techniques like
Falling Weight Deflectometers (FWD) or Ground Penetrating Radar (GPR).
❖ Data Collection and Analysis: The surveyors collect data on distress types, severity,
roughness values, and structural parameters. This data is then analyzed and processed
to generate a comprehensive pavement condition report, including statistical
summaries, condition indices, and deterioration trends.
❖ Prioritization and Decision-Making: The collected data and condition assessment
results are used to prioritize maintenance and rehabilitation activities. The information
helps transportation agencies allocate resources effectively, determine the most
appropriate treatment methods (e.g., crack sealing, resurfacing, or reconstruction), and
develop long-term pavement management plans.
❖ Monitoring and Trend Analysis: Pavement condition surveys are often conducted
periodically to monitor changes over time. By comparing data from previous surveys,
trends in pavement deterioration can be identified, enabling proactive maintenance
strategies and optimizing resource allocation.
The results of a pavement condition survey provide valuable information for
decision-making regarding maintenance and rehabilitation strategies. They help
transportation agencies and authorities to identify areas in need of immediate repairs or
interventions, prioritize projects based on the severity of pavement deterioration,
allocate resources efficiently, and plan for long-term asset management.
Pavement condition surveys are typically conducted periodically to monitor
changes in pavement condition over time. By regularly assessing the condition of the
pavement, transportation agencies can implement proactive maintenance practices,

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extend pavement life, and ensure the safety and smooth operation of the road
network.
2.7 ROAD GEOMETRIC SURVEY
A road geometric survey is conducted to gather accurate and detailed information about
the geometric characteristics of a road. It involves measuring and recording various
physical features of the road, such as alignment, cross-section, and vertical profile. The
data collected during a road geometric survey is essential for design, analysis, and
maintenance purposes.
Here are some key points explaining the road geometric survey process:
❖ Horizontal Alignment: The surveyors measure and record the horizontal alignment
of the road, including the location, direction, and curvature of curves, tangents (straight
sections),
and transitions. This data helps determine the road's path and curvature, ensuring safe
and efficient travel.
❖ Vertical Alignment: The surveyors measure and record the vertical alignment,
which includes the changes in elevation along the road's longitudinal profile. This data
helps identify the presence of slopes, grades, crest curves, sag curves, and vertical
curves. It assists in designing road sections that provide adequate visibility, drainage,
and driver comfort.
❖ Cross-Sectional Measurements: The surveyors collect data on the cross-sectional
characteristics of the road, including the width, slope, and shape of the road surface,
shoulders, medians, and ditches. These measurements are crucial for designing
roadways that accommodate traffic volume, ensure proper drainage, and meet design
standards.
❖ Stationing: The surveyors establish stationing points along the road to provide a
reference system for location identification. Stations help measure distances and
reference specific positions for design, construction, and maintenance purposes.
❖ Geodetic Control: Geodetic control points, such as benchmarks or control
monuments, are established during the survey to provide accurate location references.
These control points assist in tying the survey data to a specific coordinate system for
spatial accuracy.

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❖ Data Collection Methods: Various surveying techniques and instruments are used
in road geometric surveys. This may include total stations, GPS receivers, digital levels,
laser scanners, or LiDAR (Light Detection and Ranging) technology, depending on the
level of detail and accuracy required.
❖ Data Processing and Analysis: The collected survey data is processed and analyzed
using specialized software and tools. This involves manipulating and interpreting the
data to extract key geometric parameters, generate digital terrain models, calculate sight
distances, and analyze design constraints.
❖ Design and Analysis Applications: The road geometric survey data is utilized for a
range of applications, including highway design, road widening or realignment projects,
pavement design, sight distance analysis, road safety assessments, and maintenance
planning.
A road geometric survey provides crucial information for road design, safety
analysis, and maintenance activities. It ensures that roads are designed with appropriate
alignments, cross-sections, and profiles that meet the requirements of safe and efficient
transportation.

2.8 INTERSECTIONS
Intersections are points where two or more roadways intersect or cross each
other. They are vital components of highway networks and play a crucial role in
managing traffic flow, facilitating vehicle movements, and ensuring road safety.
Intersections provide controlled or uncontrolled access points for vehicles to transition
from one road to another. An intersection is an area where two or more roads meet and
intersect with each other. It serves as a crucial point for vehicles to navigate and
transition from one road to another, allowing them to reach their desired destinations.
Intersections are fundamental components of any highway or road network, but they
can also be complex and challenging due to the various movements and interactions of
vehicles and pedestrians. Some Key aspects and dynamics of intersections are:
❖ Traffic Movements: At an intersection, vehicles may need to make a variety of
movements, including right turns, left turns, through movements, and U-turns. Each
movement requires the driver to make split-second decisions based on factors such as

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the route they need to take, the geometry of the intersection, the speed and direction of
other vehicles, and the presence of pedestrians or other vulnerable road users.
❖ Conflict Points: Intersections have areas known as conflict points, where the paths
of different vehicles intersect or cross each other. These conflict points can be potential
areas of collision or conflict if proper traffic control measures and driver awareness are
not in place. The design and management of intersections aim to minimize the number
and severity of conflict points.
❖ Intersection Geometry: The geometry of an intersection refers to its physical layout
and design features, including the shape, size, and alignment of the roads, the presence
of traffic control devices (e.g., traffic signals, stop signs, and roundabouts), lane
configurations, and turning radii. Proper intersection design is crucial for efficient
traffic flow, safe turning movements, and clear visibility.
❖ `Traffic Control Measures: Intersections often incorporate traffic control measures
to regulate the flow of vehicles and prioritize movements. This can include traffic
signals, stop.
signs, yield signs, roundabouts, or other traffic control devices. These measures help
ensure orderly and safe interactions between vehicles and pedestrians at intersections.
❖ Pedestrian Considerations: Intersections are not solely for vehicles; they also cater
to pedestrians. Pedestrian crossings, sidewalks, pedestrian signals, and refuge islands
are incorporated into intersection design to facilitate safe and efficient pedestrian
movements across the road. Balancing the needs and safety of both vehicles and
pedestrians is essential in intersection design.
❖ Driver Responsibility and Decision-Making: At intersections, drivers have the
responsibility to make split-second decisions based on traffic conditions, traffic control
devices, and the movements of other vehicles and pedestrians. They must exercise
caution, follow traffic rules and signals, yield the right-of-way when necessary, and
anticipate and respond to potential conflicts.
Some common types of intersections found on highways are:
❖ Four-Way Intersections: Also known as crossroads or cross-intersections, these are
intersections where two roads intersect each other at right angles, forming a four-way
junction. Traffic signals or stop signs are typically used to regulate the flow of vehicles
and prioritize movements as shown in Fig 2.1

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❖ T-Junctions: In T-junctions, one road intersects another road, forming a T-shape.

One road act as the main through-road, while the intersecting road either ends or
continues in one direction. Traffic control measures such as yield signs or stop signs are
often employed to manage vehicle movements. as shown in Fig 2.4.
❖ Roundabouts: Roundabouts are circular intersections with a central island and
connecting roads that allow continuous traffic flow in one direction. Vehicles entering
the roundabout must yield to the circulating traffic. Roundabouts are designed to
improve traffic efficiency, reduce congestion, and enhance safety as shown in Fig 2.6.
❖ Interchanges: Interchanges are complex intersections designed to facilitate the
movement of vehicles between intersecting highways or major roads. They often
involve ramps, bridges, and grade separations to allow uninterrupted traffic flow and
eliminate conflicts between different streams of traffic.

Fig 2.1: Four-Way Intersection

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Fig 2.2: Four-Way Intersection in CAD

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Fig 2.3: T-Junction Intersection

Fig 2.4 T-Junction Intersection in CAD

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Fig 2.5: Roundabouts

Fig 2.6: Roundabouts in CAD

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Fig 2.7: Diamond Interchange

Fig 2.8: Cloverleaf Interchange

Fig 2.9: Grade Separated Intersection

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2.9 SERVICE ROADS.

These roads provide local access to properties, businesses, and developments located
alongside the main road. Service roads are designed to facilitate entry and exit from
these properties while maintaining efficient traffic flow on the main road as shown in
Fig 2.7. Here are some key points explaining service roads:

• Purpose: The primary purpose of service roads is to provide direct access to

properties, businesses, and developments that are situated alongside a major road.
Service roads allow vehicles to enter or exit these locations without directly interacting
with the main flow of traffic on the highway.

• Local Access: Service roads primarily serve as a means for local traffic, providing
access to adjacent properties, residential areas, commercial establishments, and
industrial zones. They enable motorists to access businesses, parking lots, driveways,
and other locations directly from the service road, separate from the high-speed traffic
on the main road.

• Safety and Efficiency: Service roads enhance safety by segregating local traffic from
through traffic on the main road. This reduces the need for frequent merging, exiting,
and turning movements on the main road, thereby minimizing potential conflicts and
improving traffic flow and safety for both local and through traffic.

• Controlled Entry and Exit: Service roads often feature controlled entry and exit
points, such as traffic signals, ramps, or designated access points. This allows for better
management of traffic flow, ensuring that vehicles can safely enter and exit the service
road and access adjacent properties.

• Maintenance and Emergency Access: Service roads may also serve as access
routes for maintenance crews, emergency vehicles, and utility services. These roads
provide a separate route for these vehicles to reach their destinations without disrupting
traffic on the main road.

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• Pedestrian and Bicycle Facilities: In some cases, service roads may include
dedicated pedestrian sidewalks or bike lanes to accommodate non-motorized
transportation modes. This helps improve connectivity and safety for pedestrians and
cyclists accessing properties along the service road.

• Land Use Planning and Development: Service roads are often considered in the
planning and development of areas adjacent to major roads. They allow for better
organization and access to properties and help maintain the functionality and safety of
the overall transportation network

Fig 2.10: Highway Having Service Roads

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CHAPTER: - 3
TCS EXPLANATION
3.1 INTRODUCTION
A typical cross-section of a highway refers to the vertical representation of the road and
its surrounding elements. The exact specifications can vary depending on factors such
as road classification, design standards, and local regulations.
However, here is a general overview of the components you might find in a typical
highway cross-section: -

1. Travel Lanes: The travel lanes are the main portion of the highway where vehicles
drive. Highways typically consist of multiple lanes, and the width of each lane can vary
depending on the road's classification and the expected volume of traffic.

2. Median: The median is the area that separates the opposing directions of traffic. It
can vary in width and may include elements such as grass, concrete barriers, guardrails,
or raised concrete curb.

3. Shoulders: Shoulders are the paved or unpaved areas on the sides of the travel lanes.
They provide additional space for vehicles in emergencies, such as breakdowns or
stopping. The width of shoulders can vary depending on the road classification and
design standards.

4. Slopes and Ditches: Highways often have sloping areas on the sides, known as
embankments, to ensure proper drainage and stability. Ditches may also be present to
collect and channel water away from the roadway.

5. Sidewalks or Pedestrian Paths (if applicable): In urban or residential areas,

highways might include sidewalks or separate pedestrian paths to accommodate
pedestrians.

6. Curb and Gutter: In urban areas, a highway cross-section may include curbs and

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gutters, which help control water drainage and provide a barrier between the road and
adjacent properties.

7. Signage and Road Markings: Highways feature signage and road markings,
including lane dividers, arrows, speed limit signs, and other regulatory and
informational signs to guide drivers and enhance safety.

Two-Lane Highway: A two-lane highway cross-section consists of a single travel lane

in each direction. It typically includes narrow to moderate-width shoulders on both sides
for emergencies and occasional passing opportunities. There may be a centerline
marking to separate opposing
traffic, but no median.

Fig 3.1: Typical Cross Section

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CHAPTER: - 4
CODES AND STANDARDS

The Project Highway shall conform to design requirements set out in the following
documents.
1. IRC SP 73-2018: Manual of Specifications and Standards for Two Lanning of
Highways with Paved shoulder.
2. IRC 38-1988: Guidelines for Design of Horizontal Curves for Highways and
Design Tables.
3. IRC SP 023-1993: Vertical Curves for Highways.
4. IRC 067-2012: Code of Practice for Road Signs.
5. IRC SP 042-2014: Guidelines on Road Drainage.

4.1 IRC SP 73-2018

This Manual describes the planning, standards, design, construction,
maintenance, operation, safety and environmental requirements to be fulfilled in
execution of the works of under a concession or contract Agreement and shall be read
harmoniously and in conjunction with the contract.

This Manual is applicable for Two Lanning of Highways (with or without paved
shoulders) through Public Private Partnership (PPP), EPC or any other mode.
The general planning aspects laid out in this Manual shall be applicable for widening
from single/intermediate lane to two lane or new construction of two-lane highways.

This Manual generally provides for design and construction as per Codes, Standards,
Specifications, Guidelines, etc. as published by IRC, MORTH and BIS for road and
bridge works.
The execution of Work in accordance with these Manuals shall ensure timely
completion with quality, safety and environmental safeguards.

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❖ Timely completion: At any stage of the work, if the Concessionaire is notified that the
work is not likely to be completed within the stipulated period as per the plan furnished
by the Concessionaire, the latter shall revise the plan and deploy additional resources to
complete the work within the stipulated period.

❖ Quality: Quality shall mean to include the quality of inputs and outputs, the capability
of the processes and the actual controls in running these processes to deliver uniform
and reproducible outputs and outcomes; durability of the materials and the work;
serviceability of the work and its components; and the overall fitness of the Work to
serve its intended purpose.

❖ Safety: Safety shall include safety of works, workers, traffic, other road users and safety
of third-party properties. Safety procedures devised by the Concessionaire shall address
each of the stakeholders and provide for appropriate measures to ensure safety.

❖ Environmental safeguards: Safeguards against damage to physical environment like

land, air, water and noise as well as disruption to social environment like severance of
communities, visual intrusion, and blocked accesses shall be ensured during execution.
Environmental safeguard procedures devised by the Concessionaire shall address each
of these issues and provide appropriate mitigating measures.

The text deals with geometric design standards for rural highways, i.e. non-urban roads
located predominantly in open country outside the built-up area. The alignment may
however pass-through isolated stretches of built-up nature as long as character of the
road as a whole does not change.

IRC 73 1980, the standard was not applicable to urban roads or city streets. It was also
not applicable to expressways. Geometric design elements of road intersections were
not considered in the standard either but Revised IRC 73 guideline cover the geometric
design features for different classes of roads such as expressways, 2/4/6/8 lane
highways, major district roads, other district roads, village roads. However, it may not
cover the aspects in detail.

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Table 4.1 Shows the Design Speed of Different Classes of Roads.

4.1.1 PROJECT FACILITIES (AS PER IRC: SP:73-2018)

Project Facilities
The Contractor shall construct the Project Facilities in accordance with the provisions
of this Agreement. Such Project Facilities shall include:
(a) Toll Plaza
(b) Road side furniture;
(c) Pedestrian facilities;
(d) Tree Plantation
(e) Truck lay-byes;
(f) Bus-bays and bus shelters;
(g) Rest areas
(h) Street lighting & high mast lighting
(i) Emergency Medical Services/ Medical Aid Post
(j) Highway Patrol Unit/ Traffic Aid Post
(k) Crane Services
(l) Communication System
(m) Advanced Traffic Management System (ATMS)
(n) Rain Water Harvesting
(o) Others

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4.2 IRC 38-1988

The Horizontal Curve is one of the most important elements in designing the
highway. The introduction of properly designed horizontal curves is essential for
smooth and safe driving especially when the traffic is moving at high speeds.
Readymade tables for the selection and set-out of Horizontal Curves are given in IRC:
38-1988 "Design Tables for Horizontal Curves for Highways".

Here few tables which are important for setting out horizontal curves for Highway
Design purpose are given.

Table 4.2 Design Speed

Table 4.3 Minimum Radius of Horizontal Curves for Different Terrain Condition
For Minimum Design Speed.

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Table 4.4 Superelevation for Different Speed and Curve Radii

Table 4.5 Camber Values for Different Road Types

Table 4.6 Extra Width of Pavement at Horizontal Curves.

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Table 4.7 Minimum Transition Lengths for Different Speed and Curve Radii.

4.3 IRC SP 023-1993

In the alignment of a highway, it is a generally accepted practice to follow, as

closely as possible, the natural lie of the land. This practice, while satisfying the
aesthetic principles of road location, tends itself to economical road construction.

As the natural ground is rarely level, the road located therein according to these
principles will also have a series of grades, often chancing to suit the ground level. For
the economical and safe operation of vehicular traffic, however, certain other important
considerations set definite limits to the grades and also define the way the changes in
grades are to be affected by the introduction of vertical curves in the longitudinal profile
of the road.

To attain the primary objectives of safety and comfort in travelling over different
grades, the design of vertical curves has to be given due attention. Gradients up to the
ruling gradient may be used as a matter of course in design.

The 'limiting gradients' may be used where the topography of a place compels
this course or where the adoption of gentler gradients would add enormously to the cost.
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In such cases, the length of continuous grade steeper than the ruling gradient should be
as short as possible.

'Exceptional gradients' are meant to be adopted only in very difficult situations

and for short lengths not exceeding 100 m at a stretch. In mountainous and steep terrain,
successive stretches of exceptional gradients must be* separated by a minimum length
of 100 m having gentler gradient (i.e. limiting gradient or flatter).

Table 4.8 Terrain Classification

Table 4.9 Gradients for Roads in Different Terrains.

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Table 4.10 Sight Distance for Various Speeds

Table 4.11 Length of Vertical Curves for Different Speeds When Length of The
Curve Is Greater than Sight Distance.

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Table 4.12 Minimum Length of Vertical Curve.

4.4 IRC 067-2012

The road signs are the means of communication to the road users, especially
drivers. The purpose of road signs is to promote road safety and efficiency by providing
for the orderly movement of all road users on all roads in both urban and non-urban
areas. Road signs notify road users of regulations and provide warning and guidance
needed for safe, uniform and efficient operation.
This Code contains the basic principles that govern the design and use of road
signs for all categories of roads including expressways open to public travel irrespective
of road agency having jurisdiction.
Placement and Operation of Road Signs
Placement of road signs should be within road user's view. To aid in conveying
proper meaning, road signs should be positioned with respect to the location or situation
to which it applies. The location and legibility of the road sign should be such as to
provide adequate response time to road users to read and take action at the operating
speed. Road signs or their supports shall not bear any advertising or other message that
is not related to traffic control.

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CLASSIFICATION OF ROAD SIGNS

❖ Mandatory/Regulatory Signs
All Mandatory or Regulatory Signs are circular in shape. Mandatory/Prohibitory Signs
are to indicate the prohibition upon certain kind of vehicle maneuver and vehicle type
like "overtaking prohibited" or "U-turn prohibited" or "cycles prohibited" and
restriction on parking like "parking prohibited" and limit on vehicle speed and size like
"speed limit" and "maximum load limit" .

Fig 4.1Mandatory Signs

❖ Cautionary/Warning Signs

Cautionary/Warning signs are triangular in shape with red border and black symbol in
white background used to caution and alert the road users to potential danger or
existence of certain hazardous conditions either on or adjacent to the roadway so that
they take the desired action.

Fig no 4.2 Cautionary/Warning Signs

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❖ Informatory/Guide Signs

All Informatory signs and Guiding signs for facilities are rectangular in shape.
Informatory Signs for facilities indicate location and direction to facilities like "fuel
station" or "eating place" or "parking" and shall be a symbol within a rectangular board
with blue background.

Fig no 4.3 Informatory /Guide signs

The colors chosen for informatory or guide signs shall be distinct for different
categories of roads. For various categories of road in India, following color pattern
shall be used for direction information sign as given in table No 4.16.

Table 4.13 Direction Information Sign

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4.5 IRC: SP 042-2014

Highway construction is an engineering project with the objective of providing

a uniform solid surface (road) on which the vehicle can travel with safety and ease
preferably in all weather conditions. Water and traffic impact are the main causes of
road failure or its distress.

Adequate drainage is a primary requirement for maintaining the structural

soundness and functional efficiency of a road. Pavement structure including subgrade
must be protected from any ingress of water; otherwise over a period of time it may
weaken the subgrade by saturating it and cause distress in the pavement structure.

That is why rapid dispersal of water from pavement and subgrade is a basic
consideration in road design. Also, proper drainage takes away the water from pavement
surface quickly and reduces the chance of skidding of vehicles.

In this code, the aspect of the highway design affected by water is dealt with.
These guidelines deal mainly with drainage of non-urban (rural section) roads running
through plain and rolling areas. The aspects covered are influence of surrounding
topography and geography, alignment and geometries of the road, transverse and
longitudinal drainage, drainage of shoulders, verges and median (central verge), internal
drainage of pavement structure, drainage of subgrade, drainage of high embankment,
surface & subsurface drains and cross drainage with ground water recharging.

Factors Affecting the Surface Drainage of Pavements: -

For quick surface drainage to take place the following features of pavement have to be
detailed suitably:

❖ Geometric features of pavement like longitudinal and transverse slopes

❖ Kerbs and gutters/outlets provided
❖ Type of surface
❖ Texture of pavement
❖ Median drains in divided carriageways
❖ Lane widths

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 Internship Report
on
“IMPROVEMENT AND DESIGN OF MDR-57 CONNECTING KAROLI,
PATGAON, SIDHEVADI, LINGNUR, KHATAV TO STATE BORDER
(0/000 TO 39/743) IN TAL. MIRAJ, DIST. SANGLI”

22MHT32N

Submitted by
Santhosh Gowda S
USN: 1RV23CHT13

Under the Guidance

of

Dr. Sunil. S Mr. Vishwanath Bangari,

Assistant Professor Managing Director,
Department of Civil Engineering AEROTIDE
RV College of Engineering® INFRASTRUCTURE
Bengaluru – 560059 ENGINEERING Pvt. Ltd

Submitted in partial fulfillment for the award of degree

of
MASTER OF TECHNOLOGY
in
HIGHWAY TECHNOLOGY
DEPARTMENT OF CIVIL ENGINEERING

2024-25
 Internship Report
on
“IMPROVEMENT AND DESIGN OF MDR-57 CONNECTING KAROLI,
PATGAON, SIDHEVADI, LINGNUR, KHATAV TO STATE BORDER
(0/000 TO 39/743) IN TAL. MIRAJ, DIST. SANGLI”

22MHT32N

Submitted by
Santhosh Gowda S
USN: 1RV23CHT13

Under the Guidance

of

Dr. Sunil. S Mr. Vishwanath Bangari,

Assistant Professor Managing Director,
Department of Civil Engineering AEROTIDE
RV College of Engineering® INFRASTRUCTURE
Bengaluru – 560059 ENGINEERING Pvt. Ltd

Submitted in partial fulfillment for the award of degree

of
MASTER OF TECHNOLOGY
in
HIGHWAY TECHNOLOGY
DEPARTMENT OF CIVIL ENGINEERING

2024-25
 RV COLLEGE OF ENGINEERING®
(Autonomous Institution Affiliated to Visvesvaraya Technological University, Belagavi)

DEPARTMENT OF CIVIL ENGINEERING

Bengaluru – 560059

CERTIFICATE

Certified that the Internship work titled “IMPROVEMENT AND DESIGN OF MDR-57 CONNECTING
KAROLI, PATGAON, SIDHEVADI, LINGNUR, KHATAV TO STATE BORDER (0/000 TO 39/743) IN
TAL. MIRAJ, DIST. SANGLI.” carried out by Santhosh Gowda S, USN:1RV23CHT13, a Bonafede student,
submitted in partial fulfilment for the award of Master of Technology in Highway Technology Program of RV
College of Engineering®, Bengaluru, affiliated to Visvesvaraya Technological University, Belagavi, during the
year 2024-25. It is certified that all corrections/suggestions indicated for internal assessment have been
incorporated in the report deposited in the departmental library. The Internship report has been approved as it
satisfies the academic requirement in respect of internship work prescribed for the said degree.

Dr.Sunil.S Dr. Radhakrishna Dr. K. N. Subramanya

Assistant Professor Head of Department Principal RVCE
Department of Civil Department of Civil Bengaluru–59
Engineering Engineering
RVCE, Bengaluru –59 RVCE, Bengaluru–59

Name of the Examiners Signature with Date

1.

2.
 ACKNOWLEDGEMENT

I take this opportunity to convey my deep sense of gratitude to all who have been kind enough to offer their
advice and provide assistance when needed which has led to successful completion of the report on
“IMPROVEMENT AND DESIGN OF MDR-57 CONNECTING KAROLI, PATGAON,
SIDHEVADI, LINGNUR, KHATAV TO STATE BORDER (0/000 TO 39/743) IN TAL. MIRAJ,
DIST. SANGLI”.

It is my privilege to thank our college management and our honorable Principal, Dr. K N Subramanya
for introducing this comprehensive course and for providing all kind of possible help for the preparation
of this internship work.

Special thanks to Dr. Radhakrishna, Professor & HOD - Department of Civil Engineering, RVCE for his
immense support and guidance.

I would like to have my sincere thanks to Dr. Sunil.S Assistant Professor, RVCE, for being kind enough
to guide me with keen interest, immense support and constant inspiration in preparation of this internship
report.

I express my sincere thanks to Mr. Vishwanath Bangari, Managing Director, AEROTIDE

INFRASTRUCTURE ENGINEERING Pvt. Ltd., Bangalore for giving me the opportunity to do an
internship within the organization. “IMPROVEMENT AND DESIGN OF MDR-57 CONNECTING
KAROLI, PATGAON, SIDHEVADI, LINGNUR, KHATAV TO STATE BORDER (0/000 TO
39/743) IN TAL. MIRAJ, DIST. SANGLI”
.

I would like to express my thanks to the Team leader, Ms. DEEKSHA.V, Mr. KRUPASHANKAR &
Ms. BHAGYALAXMI, for providing all the support necessary for completion of the internship.

I would like to express my deepest gratitude to all the engineers and workers of AEROTIDE
INFRASTRUCTURE ENGINEERING Pvt. Ltd for guiding us throughout the internship, without the
insight, support and energy of all of them, this internship would neither have kick started nor would it have
reached the fruitfulness. I thank all the faculties members of Civil & Highway Technology department who
guided us at every stage of this.

ii
 ABOUT THE COMPANY

AEROTIDE INFRASTRUCTURE ENGINEERING PVT LTD. was established in 2017

by Mr. Vishwanath Bangari and Mrs. Revathi Prakash Goud Bantanal. It has been growing
ever since in the field of Infrastructure and Engineering.

➢ VISION:
❖ To achieve sustainable development of transportation infrastructure by value engineering to
minimise the environment impact of infrastructure project by effective utilisation of natural
resources like earth, sand, aggregate, bitumen etc.
❖ To promote reduction in the transportation infrastructure cost by using simple and basic
principles resulting in better quality of transportation infrastructure.
❖ To provide innovative solutions to the clients for any infrastructure problem.

➢ MISSION:
Implementing quality assurance on all corporate activities and on projects undertaken on behalf of
clients and meeting the needs of clients and community through technical excellence and innovation.

➢ CORE DISCIPLINES: -
❖ Roads, Highways and Expressways ❖ Civil Infrastructure
❖ Bridges and Flyovers ❖ Road Safety and
❖ Urban/Township Planning Management
❖ Traffic & Transportation Studies ❖ Railways
❖ Provincial and Rural Roads ❖ Irrigation and Drainage
❖ Water Supply and
Sanitation

iii
 ➢ SERVICES OFFERED
❖ Detailed Engineering design and Project preparation in EPC, HAM or BOT/DBFOT Pattern.
❖ DPR, Pre-feasibility, Techno-economic Feasibility studies and schedule preparation

❖ Value-Engineering

❖ Construction Supervision and Project Management

❖ Proof checking & review of design

❖ Urban/Township & Regional Planning and Design

❖ Expressway / Motorway/ Smart Motorway studies

❖ Traffic & Transport planning studies

❖ Master Planning

❖ Investment phasing & Implementation strategies

❖ Maintenance Planning & Management

❖ Safety and Environmental impact assessment

❖ Financial advice to Owners and Concessionaires

❖ Contract management

❖ Pre-Bid Services

❖ Tendering & Procurement Support

❖ Contract Negotiation

❖ Landscaping, Master planning, Township Planning etc.

❖ Topographical survey and mapping.

❖ Contact Details:
Managing Director:- Vishwanath Bangari
Phone number: - 9892992887
Email id:- [email protected]
Address: #20/3, Kaushik Plaza, 80ft. Road, K.H.B. Colony, 2nd stage, Basaveshwar Nagar,
Bangalore-560007

iii
 TABLE OF CONTENT

Chapter 1: Executive Summary

1.1 Background…………...…………………………………………………………………..1
1.2 Project Location………………………………………………………………………......2
1.3 Project Appreciation……………………………………………………………………....2

Chapter 2: Introduction to Highway Design

2.1 Design Factors……………………………………………………………………………..4
2.2 Project Location…………………………………………………………………………...5
2.3 Need for Extra Lanning of Highway………………………………………………………6
2.4 Road Inventory Study……………………………………………………………………..7
2.5 Pavement Condition Survey………………………………………………………………8
2.6 Road Geometric Survey………………………………………………………………….10
2.7 Intersections……………………………………………………………………………...11
2.8 Service Roads…………………………………………………………………………….18

Chapter 3: TCS Explanation

3.1 Introduction……………………………………………………………………………...19

Chapter 4: Codes and Standards

4.1 IRC 73-2023……………………………………………………………………………...22
4.2 IRC 38-1988……………………………………………………………………………...25
4.3 IRC SP 023-1993………………………………………………………………………...27
4.4 IRC 067-2012…………………………………………………………………………….30
4.5 IRC 042-2014…………………………………………………………………………….33

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 LIST OF FIGURES

Fig 1.1 Project Location on Sub Package 15C……………………………………....………..1

Fig 2.1 Four-Way Intersection ………………………………………………………………13
Fig 2.2 Four -Way Intersection Cad………………………………………………….………14
Fig 2.3T-Junction Intersection ………………………………………………………...…….15
Fig 2.4 T- Junction Intersection Cad…………………………………………………………15
Fig 2.5 Roundabouts ……………………………………………………………………..….16
Fig 2.6 Roundabouts Cad………………………………………………….…………………16
Fig 2.7 Diamond Interchange …………………………………………………….………….17
Fig 2.8Cloverleaf Interchange ………………………………………………....…………….17
Fig 2.9 Grade Separated Intersection ……………………………………………..…………17
Fig 2.10 Highway Having Service Roads ………………………………………...…………19
Fig 3.1 Typical cross section………………………………………………………………....21
Fig 4.1 Mandatory Signs……………………………………………..………………………31
Fig 4.2 Cautionary/Warning Signs………………………………..…………………………31
Fig 4.3 Informatory /Guide signs……………………….……………………………………32

iii
 LIST OF TABLES

Table 1.1 Traffic Survey Locations……………………………………………………………2

Table 4.1 Design Speeds For NH/SH/MDR/ODR/VR………………………………………24
Table 4.2 Design Speeds…………………………………………………………………..…25
Table 4.3 Minimum Radius of Horizontal Curves for Different Terrain Conditions For
Minimum Design Speed…………………………………………………………………...…25
Table 4.4 Superelevation for Different Speed and Curve Radii…………………………...…26
Table 4.5 Camber Values for Different Road Types…………………………………………26
Table 4.6 Extra Width of Pavement at Horizontal Curves…………………...………………26
Table 4.7 Minimum Transition Lengths for Different Speed and Curve Radii………...……27
Table 4.8 Terrain Classification…………………………………………………...…………28
Table 4.9 Gradients for Roads in Different Terrains…………………………………………28
Table 4.10 Sight Distance for Various Speeds……………………………….………………29
Table 4.11 Length of Vertical Curves for Different Speeds When Length of The Curve Is
Greater Than Sight Distance…………………………………………………………………29
Table 4.12 Minimum Length of Vertical Curve………………………..……………………30
Table 4.13 Direction Information Sign………………………………………………………32

iii