BADHORI TO BARIKHAD

J&K RURAL ROADS DEVELOPMENT AGENCY

(BHARAT NIRMAN)

UPGRADATION OF ROAD FROM

DISTRICT JAMMU (J&K STATE)

NAME OF THE ROAD : BADHORI TO BARIKHAD

BLOCK : PURMANDAL

PACKAGE NO : JKO5-

LENGTH : 4.0 K.M.

ESTIMATED COST :

FIVE YEAR
MAINTENANCE COST :
 BADHORI TO BARIKHAD

A. Chapters Page No.

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. Analysis of Rates
18. Cost Estimate
19. Construction Program
 BADHORI TO BARIKHAD

B. Proforma
1. Proforma B Package Summary
2. Proforma C Check List for PIU & STA
3. Format F1 Package-wise Summary Sheet
4. Format F2A Roads proposed in PMGSY for Rural Connectivity
5. Format F2B Pavement Layers
6. Format F3 Typical Cross Section of Existing Pavement
7. Format F4 Typical proposed cross section in Straight Section – Flexible
Pavement
8. Format F5 Summary: Cost Estimate
9. Format F6 Cost estimate for Road Construction Works – Pavement Works
10. Format F7 Cost estimate for Cross Drainage Works – Slab Culvert
11. Format F8 Rate of Materials supplied at site – Rate Analysis
12. Format F9A Certificate of Ground Verification from Executive Engineer / Head of
PIU
13. Format F9B List of DPRs verified on Ground
14. Environmental Checklist
15. Checklist for community consultation on engineering

C. List of figures

Figure-1 Road Map of India and state

Figure-2 District Map
Figure-3 Block Maps showing all existing connectivity like District/block HQ,
new townships, National and State High way network, mandis,
hospitals, colleges, schools etc.
Figure-4 Strip plan showing land and alignment details
Figure -5 Quarry Map

D. Annexure

Annexure-1 Details of soil tests (Section 4.2)

Annexure-2 Detailed hydraulic calculation of all replaced and proposed new
culverts (Section 6.7)
Annexure-3 Chainages-wise Cut/fill volume
Annexure-4 Transect walk report
 BADHORI TO BARIKHAD

1. Introduction

A. Part I - PROGRAMME OBJECTIVES AND GUIDING

PRINCIPLES

A.1 Rural Road Connectivity, and its sustained availability, is a key component
of Rural Development as it assures continuing access to economic and social
services and thereby generates sustained increase in agricultural incomes and
productive employment opportunities. It is also as a result, a vital ingredient in
ensuring sustainable poverty reduction which demands a permanent rural
connectivity, encompassing a high level of quality of construction followed by
continuous post-construction maintenance of the road asset and in fact of the
entire network.

A.2 With the objective of providing rural connectivity, Government of India

had launched the Pradhan Mantri Gram Sadak Yojana (referred as PMGSY-I
hereinafter) on 25th December, 2000 to provide all-weather access to eligible
unconnected habitations as a strategy for poverty alleviation. However, as the
programme unfolded, a dire need to consolidate the entire rural roads network by
upgradation of selected Through Routes and some Major Rural Links (MRLs) was
felt and accordingly a new intervention has been evolved, namely PMGSY-II.

B. Objectives of PMGSY-II.

B.1 Need for consolidation of Rural Roads Network:

Under PMGSY-I, out of the targets fixed under new connectivity as well as
upgradation over 70% of the projects have been sanctioned and a large
proportion have been completed. However the roads, both taken under the
PMGSY - I as well as other schemes for rural roads, have not received the
desired attention on the maintenance front for a number of reasons, including low
contracting capacity, poor maintenance practices, inadequate feeling of
ownership of the newly created roads at State level etc. This has led to erosion of
assets created under various programmes and the sustainability of assets created
has not been ensured.
 BADHORI TO BARIKHAD

The need for maintenance and consolidation of existing rural roads network has
been stressed at various fora, such as XII Finance Commission, XIII Finance
Commission and the Working Group on Rural Roads for 12 th Five Year Plan. In
this backdrop, the need for consolidation of the existing network was felt, to
ensure that it fulfills the primary objective of connectivity for the local community
and enables economical transportation of goods and for services to provide better
livelihood opportunities as a part of poverty reduction strategy. This is now
proposed through a programme called PMGSY-II.

B.2 Objectives of PMGSY – II:

PMGSY–II envisages consolidation of the existing Rural Road Network to improve

its overall efficiency as a provider of transportation services for people, goods and
services. It aims to cover upgradation of existing selected rural roads based on
their economic potential and their role in facilitating the growth of rural market
centres and rural hubs . Development of growth centres and rural hubs are critical
to the overall strategy of facilitating poverty alleviation through creation of rural
infrastructure. Growth centres/rural hubs would provide markets, banking and
other service facilities enabling creation of self-employment and livelihood
opportunities on an ongoing basis.

A ’Growth Centre’ can be defined as an area of relatively centralized population,

providing rural socio-economic services not only for the area but in a ‘catchment’
area with a radius of several kilometers. It would generally be a T-junction of a
rural road with a Through Route or a meeting point of two rural roads. A ‘ Rural
Hub’ is a large Growth Centre, characterized by the fact that it is connected to
more than one Through Route (e.g. a T-junction or a crossing) thus giving it a
higher potential. These Growth Centres and Rural Hubs help to ensure easy
access to raw materials, labour inputs etc. for off-farm activities and bring the
benefits of economic growth to the rural hinterland, including white goods, and
passenger transport vehicles, as well as electivity, telecom, internet and other
communication infrastructure etc.
The selection of routes would be with the objective of identification of rural Growth
Centers and other critical Rural Hubs and other rural places of importance (growth
poles, rural markets, tourist places, education and health centres etc.)

The initiative of PMGSY-II will also act as a catalyst for livelihood based
programmes, including ‘Aajeevika’ launched during the 12th Five year Plan period,
by recognizing growth centres/rural hubs as catalysts and facilitating their
connectivity to the hinterland.
 BADHORI TO BARIKHAD

The Sub-project Badhori to BARIKHAD is a link road with DRRP Road

Purmandal block of Jammu District. The said road directly connects the
habitation BARIKHAD(1510). Besides this the said link road act as through
route for various other Roads like Baribramana to badhori and many other
links constructed under state schemes.

1.4 Geography
The proposed road takes off from baribramana to badhori road and connects
villages chechi mohalla. The entire road Passes through rolling terrain, with
Shingle boulder soil strata in whole length of the road which is erosive in
nature and require more protection works like Edge wall and Retaining Wall.
The entire road passes through the famous kandi belt with stepped fields &
built up area on both sides of the road thus the provision for side drain and
Breast wall with drain require more consideration.

1.5 Climatic Condition

This area falls in subtropical temperature region, having average minimum
temperature of 12 C & maximum temperature of 38C, however extreme
minimum temperature falls to 4 C and maximum temperature shoots to 43C.
The climate is moderate to cold in winter and dry in summer. Rainfall depends
upon the monsoons but local rains are also encountered, which may result in
flash floods.

1.6 The Sub-Project Road

The road passes through rolling/hilly terrain.
District: JAMMU
Block: purmandal
Road Name: BADHORI TO BHARIKHAD
Road Code:
Package No: JK05-
Road Length: 4.000 K.m.

Start Point:

End Point:

Sl.No. Habitation Population benefited Chaniage

benefited
Direct Indirect From To
1
 BADHORI TO BARIKHAD

2. Planning and Basic Design Consideration

2.1 Key maps

Figure - 1
 BADHORI TO BARIKHAD

Figure - 2
 BADHORI TO BARIKHAD

Figure – 3
 BADHORI TO BARIKHAD

ROAD CONDITION PHOTOGRAPHS AT 100 Mtr.

Chainage 0.00 Km.

The Road takes off from Jammu Amb

Gharota Road at Km 17th ,
One arm of the T-intersection facing
Agore and another facing Jammu.
Panchayat Ghar on left side of the road.
1

Chainage 0.100 Km.

Primary School on right side of the road.

Side Drain Proposed along compound
wall of the school as desired by school
authorities.

2
 BADHORI TO BARIKHAD

Chainage 0.200 Km.

Road passes through stepped fields,

Widening on right side to improve
geometrics.

Chainage 0.300 Km.

Built up area on both side of the road,

Side drain proposed on right side of the
road.

Chainage 0.400 Km.

House on left side of the road, Drain

with slab proposed for house.

5
 BADHORI TO BARIKHAD

Chainage 0.500 Km

Built up area on right side of the road,

Edge wall proposed on left side of the
road.

Chainage 0.600 Km.

Open field on both side of the road,

widening on right side to improve
geometrics.

Chainage 0.700 Km.

House on right side and track on left side

of the road.
Road crossing proposed on left side of the
road.

8
 BADHORI TO BARIKHAD

Chainage 0.800 Km.

Open fields on both side of the road,

Nallah flowing on left side of the road.
Deep drain proposed on left side.

Chainage 0.900 Km.

House on both side of the road

10

Chainage 1.000 Km

Link road on left side of the road.

Road crossing proposed on left side of the
road.

11
 BADHORI TO BARIKHAD

Chainage 1.100 Km.

Military farm fencing on right side and

open field on left side of the road.
Drain proposed on right side of the
road.

12

Chainage 1.200 Km.

Military farm fencing continue on right

side and open field on left side of the road.
Drain proposed on right side of the
road.

13

Chainage 1.300 Km.

Military farm fencing on right side and

open field on left side of the road.

14
 BADHORI TO BARIKHAD

Chainage 1.400 Km.

Military farm fencing continue on right

side and open field on left side of the road.
Edge wall proposed on left side of the
road to improve geometrics.

15

Chainage 1.500 Km.

Military farm fencing continue on right

side and open field on left side of the road.
Retaining wall proposed on left side of the
road to improve geometrics

16

Chainage 1.600 Km.

Raised fields on right sides of the road

Breast wall with Side drain proposed on
right side of the road.

17
 BADHORI TO BARIKHAD

Chainage 1.700 Km.

Retaining wall proposed on left side of the

road for achieving required formation
width and improvement in geometrics.

18

Chainage 1.800 Km.

Rew track on right side of the road

Road crossing proposed on right side of
the road.

19

Chainage 1.900 Km.

Shop on right side of the road, widening

on left side by providing retaining wall.

20
 BADHORI TO BARIKHAD

Chainage 2.000 Km.

Retaining wall proposed on left side of the

road for improvement in geometrics and
achieving required formation width.

21

Chainage 2.100 Km.

Regarding proposed for improvement in

gradient, widening on hill side.
Breast wall with drain proposed on right
side of the road.
22

Chainage 2.200 Km.

Raised fields on left side of the road,

widening on left side for improvement
in geometrics.

23
 BADHORI TO BARIKHAD

Chainage 2.300 Km.

Built up area on both side of the road,

drain proposed on both side of the road.

24

Chainage 2.400 Km.

Open field on both side of the road,

Widening on left side by providing
edge wall for improvement in
geometrics.
25

Chainage 2.500 Km.

Built up area on both side of the road,

drain proposed on both side of the
road.

26
 BADHORI TO BARIKHAD

Chainage 2.600 Km.

Widening on left side by providing

edge wall for improvement in
geometrics.

27

Chainage 2.700 Km.

Built area on left side of the road,

Drain with slab proposed on left side
of the road.

28

Chainage 2.800 Km.

Built up area continues on left side of

the road, pertaining wall proposed
continues on right side of the road &
drain with slab on left side of the road.

29
 BADHORI TO BARIKHAD

Chainage 2.900 Km.

School on right and pond on left side

of the road, drain proposed on right
side & retaining wall on left side of the
road.

30

Chainage 2.950 Km.

Built up area on both side of the road,

drain proposed on both side of the
road.

31

Chainage 3.000 Km.

Built up area continue on left side of the

road, drain with slab proposed on left side
of the road.

32
 BADHORI TO BARIKHAD

Chainage 3.100 Km.

Damaged road due flow of rain water

on carriage way,
Widening on both side by providing
breast wall on left and deep drain on
right side.
33

Chainage 3.125 Km.

Built up area on both side of the road,

drain with slab proposed on both side of
the road.

34

Chainage 3.200 Km.

Widening on hill side, breast wall with

drain proposed on left side of the road.

35
 BADHORI TO BARIKHAD

Chainage 3.250-275 Km.

Nadwal to Clorma road built under

PMGSY start on right side of the road.
Regarding is proposed for
improvement in gradient.
36

Chainage 3.300 Km.

Mild curve can be negotiated by widening

on hill side of the road and providing
Breast wall.

37

Chainage 3.400 Km.

Road damaged due to flow of rain water

on road, drain proposed on left side of the
road.
38
 BADHORI TO BARIKHAD

Chainage 3.500 Km.

R/wall proposed on right side of the

road for improvement in geometrics.

39

Chainage 3.600 Km.

Widening on hill side for achieving

required formation width.

40

Chainage 3.700 Km

Widening on hill side for achieving

required formation width.

41
 BADHORI TO BARIKHAD

Chainage 3.800 Km

Breast wall proposed after widening on

hill side.

45

Chainage 3.825 Km.

Widening on hill side as per geometrics of

road, breast wall with drain proposed on
left side of the road.

46

Chainage 3.875-3.900Km.

Cross drainage work proposed to drain out

rain water.

47
 BADHORI TO BARIKHAD

Chainage 4.000 Km.

Regarding proposed for improvement

in gradient of the road.

48

Chainage 4.100 Km.

Breast wall with side drain after hill

cutting, proposed on left side of the
road.

49

Chainage 4.200 Km.

2.0 mtr Span RCC culvert proposed at

RD3.225Km.
 BADHORI TO BARIKHAD

Chainage 4.275 Km.

Nadwal to Clay Road under PMGSY take

off at RD.
Breast wall with drain proposed on left
side of the road.

Transect walk Photo

 BADHORI TO BARIKHAD

2.5 Transect Walk Summary

Total No. of People present for the Transect walk :

Male : , Female: , Total :

Demographic information where the Walk was conducted :

No. of Govt. Employees present :

No. of Contractors Employees :

No. of participants from Minority community :

SC: ST: Women:

Enclose a separate sheet with names, designation (if Govt. Employee, or Elected
Representative) and Signatures of participants of transect walk

2.6 Checklist

Transect walk done Yes No

Transect walk summary table included Yes No
Photographs taken Yes No
Major changes in alignment perceived Yes No
Design brief provided Yes No
 BADHORI TO BARIKHAD

3. Topographic Survey

3.1 General

Topographic survey true to ground realties has been done using Auto level.

3.2 Traversing

Traverse has been done by using Prismatic compass having angular measurement
accuracy of ± 1 sec.

3.3 Leveling

The whole survey has been conducted with proper methodology and accuracy.

3.4 Cross Section & Detailing

Cross sections were taken at 25 m interval and at closer interval in curved portion of
the existing road. All physical features of the road were recorded.

3.5 Data Processing

All data from topographic survey recorded by Auto level / Prismatic Compass were
downloaded and final alignment, plan, profile were prepared by hand on graph
sheets using proper scale.

3.6 TBMs are recorded and painted at different point along road.

3.7 Checklist

Reference pillars given Yes No

 BADHORI TO BARIKHAD

TBM with northing-easting given Yes No

Traverse survey carried out Yes No
Cross section and detailing carried out Yes No

4. Soil and Materials Survey

4.1 General

The soil and material investigations were done following the guidelines of IRC: SP:
20-2002 and IRC: SP: 72-2015 and other relevant IS codes. The potential sources of
borrow areas for soil and quarry sites is identified.

4.2 Soil sample collection and Testing

Soil samples will be collected along and around the road alignment at three (3)
locations for Whole length., from the adjoining borrow areas, as well as one sample
is collected from the existing road. Soil Classification tests like grain size analysis
and Atterberg’s limit were conducted for all the samples collected. Standard Proctor
test and the corresponding 4 day soaked CBR test were conducted either for a
minimum of one test per Km. for soil samples of same group or more tests due to
variation of soil type.
The following tests were conducted as detailed below:
Grain size analysis as per IS : 272 (Part 4) – 1985
Atterberg’s limit as per IS : 2720 (Part 5) – 1985
Standard Proctor density test as per IS : 2720 (Part 7) – 1980
4 day soaked CBR test as per IS : 2720 (Part 16) – 1985

4.3 Analysis of Test Results

The laboratory soaked CBR value ranges from ….to ….. The soil laboratory test
results will be summarized in Table 4.1

Table 4.1 CBR values for different stretches

Sl.No. Section CBR (%)

1
 BADHORI TO BARIKHAD

2
3

4.4 Coarse and Fine Aggregates

Information regarding the source of aggregate and sand will be gathered. The stone
aggregates shall be procured from Crusher at Showa patta(Bhalwal), where as the
sand shall be procured from Dhok(Akhnoor). The source and the lead distance from
the quarry to project site will be finalized in discussion with the PIU. The aggregates
and sand where available and acceptable shall be used for bituminous work,
concrete works, other pavement works.

Quarry Map
 BADHORI TO BARIKHAD

4.6 Checklist

Borrow pit suitable Yes No

SSI for existing ground Yes No
Investigation for coarse/fine aggregate Yes No
Quarry map Yes No
 BADHORI TO BARIKHAD

5. Traffic Survey

5.1 General

In the present scenario of up gradation road, 3 day, 24 hr traffic volume count has
been conducted on the project road. The Classified Volume Count survey has been
carried out in accordance with the requirements of the TOR and relevant codes (IRC:
SP: 19-2001, IRC: SP: 20, IRC: SP: 72-2015).The surveys have been carried out by
trained enumerators manually under the monitoring of Engineering Supervisor.

5.2 Traffic Data and Analysis

The traffic count done was classified into different vehicle category as given below:

Motorized vehicle comprising of light commercial vehicle, medium commercial

vehicle, heavy commercial vehicle, trucks, buses, agricultural tractors with trailers,
car, jeep, two wheelers etc.

Non- motorized vehicles comprising of cycle, rickshaw, cycle van, animal drawn
vehicle etc.

The number of laden and un-laden commercial vehicles was recorded during the
traffic counts. Traffic volume count for this project road was done during July to
September season. Average of 3 day traffic data is presented in Table 5.1.

Table 5.1 Average Daily Traffic at Gharota (both ways).

Sl. No. Type of Vehicle Day-1 Day-2 Day-3 Average
1 Car, Jeep, Van 100 90 92 94
2 Auto Rickshaw /LCV 45 40 46 44
3 Scooters/Motorbikes 40 35 38 38
 BADHORI TO BARIKHAD

4 Bus / Minibus 14 13 14 14
5 Trucks loaded & unloaded 22 18 19 20
6 Tractors with trailer 25 22 23 23
7 Tractor without trailer 20 28 21 23
8 Cycles 5 3 1 3
9 Cycle Rickshaw / Hand Cart
10 Horse cart / Bullock Cart - - - -
11 Pedestrian - - - -
Total commercial vehicle per day (cvpd) 124
Total motorised vehicle per day 255
Total non-motorised vehicle per day 3

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) % of loaded vehicles
5.2 Traffic Growth Rate and forecast
Table 5.2 Average Annual Daily Traffic at Chingani (both ways)
Sl. No. Type of Vehicle ADT AADT Growth Rate
1 Car, Jeep, Van 16
2 Auto Rickshaw 13
3 Scooters/Motorbikes 15
4 Bus / Minibus 28
5 Trucks 26
6 Tractors with trailers 12
7 Tractors without trailers 12
8 Cycles 13
9 Cycle Rickshaw / Hand Cart -
10 Horse cart / Bullock Cart -
11 Pedestrian
Total commercial vehicle per day (cvpd) 124
Total motorized vehicle per day 255
Total non-motorized vehicle per day 3 160.8082 6%
 BADHORI TO BARIKHAD

6. Hydrological Survey

6.1 General

Hydrological survey is necessary for design of adequate and safe Cross Drainage
Structures so that the rain water can pass as per natural slope. Hydrological survey
of the proposed road is based on the following observations:

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

6.2 Rainfall Data

Rainfall Data as applicable for the project road were collected with maximum rainfall
occurring in the months of July and August.

6.3 Catchment Area

The Catchments area is calculated by gathering local information and topographical

survey data as it was not possible to calculate from topographical sheets due to their
unavailability.

6.4 Time of Concentration

Time of concentration (tc) in hours is calculated from the formula of (0.87 x

L3/H)0.385, where L is distance from the critical point to the structure site in Km. and
H is the difference in elevation between the critical point and the structure site in
meters.
 BADHORI TO BARIKHAD

7 Adopted Geometric Design Standards

7.1 General

The geometric design standards for this project conform to PMGSY guidelines and
the guidelines as stated in IRC-SP 20:2002. Recommended design standards vis-à-
vis the standards followed for this road are described below.

7.2 Terrain

The classification of terrain was selected from plain/rolling/hilly/steep classification

for which following criteria will be applicable.

Terrain Cross slope of the country

classification
Rolling 10-25% 1 in 10 to 1 in 4
Mountainous 25-60% 1 in 4 to 1 in 1.67
7.3 Design Speed

The proposed design speed along this project road will be selected from the
following table:

Road Rolling Mountainous

classification terrain terrain
Ruling Min. Ruling Min.
Rural Roads 40 35 25 20
(ODR and
VR)

7.4 Right of Way (ROW)

The requirement of ROW for this road is as follows (as specified in IRC-SP 20:2002):

Mountainous and Steep

Plain and Rolling Terrain
Road Terrain
classification Open Area Built-up Area Open Area Built-up Area
Normal Range Normal Range Normal Range Normal Range

Rural roads
15 15-25 15 15-20 12 12 12 9
(ODR and VR)

7.5 Roadway Width

Roadway width for this road is given below

 BADHORI TO BARIKHAD

Terrain Classification Roadway Width (m)

Plain and Rolling 8.50
Mountainous and
8.50
Steep

7.5 Carriageway Width

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

7.6 Shoulders

It is proposed to have {1.5 m and 1.125 m} wide shoulder as the case may be on
both sides of which at least 0.875m is hard shoulder where required.

7.8 Roadway width at cross-drainage structures

The roadway width at culvert locations for this road is 6.0m in mountainous terrain.

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 Safe Stopping Sight
(Km./hr) Distance (m)
20 20
30 30
40 45
50 60

7.10 Radius of Horizontal Curve

According to IRC recommendations/standards, the minimum radius of horizontal

curve for this project road is given below:
Terrain Radius of Horizontal Curve (m)
Category Ruling Minimum Absolute Minimum
Plain 90 60

To minimize extra land arrangement, minimum radius used is 20 m and design

speed in these curves are also restricted to 20 Km./hr.

7.11 Camber & Super elevation

A camber adopted on this road section is given below. The minimum super
elevation is 4.0% for this project road.
Surface type Camber (%)
 BADHORI TO BARIKHAD

Low rainfall High rainfall

(Annual rainfall (Annual rainfall
<1000mm) >1000mm)
Earth road 4.0 5.0
WBM Gravel road 3.5 4.0
Thin bituminous 3.0 3.5
road
Rigid Pavement 2.0 2.5

7.12 Vertical Alignment

The present road is in plain terrain and vertical alignment has been designed well
within ruling gradient.
Generally, minimum gradient of 0.3% for drainage purpose is considered for
designing the vertical alignment of this road. Vertical curves are not required when
grade change is less than 1%, however a minimum vertical curve is provided to
avoid vertical kink.

7.13 Vertical Curves

For satisfactory appearance, the minimum length of vertical curve for different design
speed is given in IRC-SP 20:2002. Vertical curves will be designed to provide the
visibility at least corresponding to the safe stopping sight distance. Valley curves will
be designed for headlight sight distance.

7.14 Side slope

Side slope for this rural road where embankment height is less than 3.0m is given in
the table below

Condition Slope (H:V)

EmbanKm.ent in silty/sandy/gravel soil 2:1
EmbanKm.ent in clay or clayey silt or inundated 2.5:1 to 3:1
condition
Cutting in silty/sandy/gravelly soil 1:1 to 0.5:1
Cutting in disintegrated rock or conglomerate 0.5:1 to 0.25:1
Cutting in soft rock like shale 0.25:1 to 0.125:1
Cutting in medium rock like sandstone, phyllite 0.083:1 to
0.0625:1
Cutting in hard rock like quartzite, granite Near vertical

7.15 Extra Widening of Pavement

The Extra Widening of Pavement at Curve as per IRC guideline is given below:

Radius of Curve (m) Upto 20 21 - 60 Above 60

Extra Widening for 3.75 m 0.9 0.6 Nil
 BADHORI TO BARIKHAD

wide single lane

carriageway, (m)

8. Alignment Design

8.1 General

The basic aim of High way design is to identify technically sound, environment-
friendly and economically feasible High way alignment. The ensuing sections deals
with obligatory points, which control High way alignment, design of cross-section,
High way geometric design & methodology, design of miscellaneous items.

The main components included in the High way design are:

 Cross-sectional elements
 Embankment
 Horizontal alignment
 Vertical profile
 Junctions and/or Interchanges
 Road furniture
 Miscellaneous items

8.2 Horizontal alignment

Table 8.1 – Features of Horizontal Alignment

Lengt Reason for

Chainage
h Description deviation from
From To existing alignment,
(Km.)
(Km.) (Km.) if necessary
 BADHORI TO BARIKHAD

Checklist

a) Centre line of the existing and proposed horizontal alignment coincide

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

8.3 Vertical alignment

Table 8.3 – Vertical Curve Details

Level
Grade in (%)

Grade out (%)

Length of curve

Type of curve
Level of pvi

Chainage
(%)Grade difference
Sl.
Chainage
NO
(m)
.
CurveEnd of

CurveEnd of
St. of Curve

St. of Curve

1
2
3

8.4 Design of Junctions

The proposed alignment intersects cross roads and forms junctions. The locations
of junctions are given below:

Table 8.4 – List intersections, type and proposed modifications

Sl. Type of Location Exiting condition Proposed

intersection (Km.) modification
Nil
 BADHORI TO BARIKHAD

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, or IRC SP:77 “Design of Gravel Road” .

9.2 Pavement Design Approach

9.2.1 Design Life

A design life of 10 years was considered for the purpose of pavement design of
flexible and granular pavements.
9.2.2 Design Traffic

The average annual daily traffic (AADT) for the opening year as well as the total
commercial vehicle per day (CVPD) was presented in Table 5.2.

9.2.3 Determination of ESAL applications

Only commercial vehicles with a gross laden weight of 3 tonnes or more are
considered. The design traffic was considered in terms of cumulative number of
standard axles to be carried during the design life of the road. The numbers of
commercial vehicles of different axle loads are converted to number of standard axle
repetitions by a multiplier called the Vehicle Damage Factor (VDF). An indicative
VDF value was considered as the traffic volume of rural road does not warrant axle
load survey.
For calculating the VDF, the following categories of vehicles was considered as
suggested in paragraph 3.4.4 of IRC: SP: 72 – 2007.
 BADHORI TO BARIKHAD

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:
Un-laden /Partially
Vehicle type Laden
laden
HCV 2.86 0.31

MCV 0.34 0.02

Lane distribution factor (L) for Single lane road = 1.0 Cumulative ESAL application =
To x 4811 x L, where To = ESAL application per day. The Cumulative ESAL
application for the project road as per paragraph 3.5 of IRC: SP: 72 – 2007 is
presented in Annexure

9.2.4 Subgrade CBR

The subgrade CBR range of …………was considered and the traffic falls in the
category.

9.3 Design Alternatives

Design alternatives considered

Chainage Design alternatives considered

Paveme Shoulder
nt Specif
Justification
y
Rigid

Full widthHard
Flexible

Earthen full width

Hard shoulder

Soil stabilization

locally available
0.875 m each

design
and use of

materials.

altern
marginal

From To
side

ative
select
ed

9.4 Pavement composition

Flexible Pavement

The designed pavement thickness and composition was calculated by referring

Figure 4 (Pavement design catalogue) of IRC: SP: 72 – 2007. The ratio between
 BADHORI TO BARIKHAD

heavy commercial vehicles and medium commercial vehicles as given in Chapter 5

should be maintained as far as possible.

Top layer of WBM will be treated with bituminous surface.

The pavement layers provided are given below:

Bituminous Macadam, Premix

Top Layer 70mm
Carpet with Type B Seal Coat
WBM Grading III & WBM
Base Layer 175mm
Grading II
Total
245mm
thickness

10. Design of Cross Drainage Works

10.1 General

On the basis of hydrological survey, 18 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.

10.3 Design Feature

Design Standards for culverts has been prepared based on standard codes and
guidelines of IRC: SP: 20: 2002 and similar type of ongoing projects. General
features of the designed cross drainage structures are given below:
For hume pipe culvert, minimum road width has been taken as 7.5 m,

Width of culvert : 7.50 m with parapet.

Width of Flush causeway: 7.5 m with parapet.

10.4 Justification for retaining/widening and replacement of culverts

10.5 Hydraulic calculation for Culvert

The design discharge was calculated by the rational method considering peak runoff
from catchment using the formula,
Q = 0.028 x P x A xIc

Where P = Coefficient of Run Off for the catchments characteristics, A = Catchments

 BADHORI TO BARIKHAD

Area in Hectares & Ic = Rainfall Intensity

Small bridge-site length of which exceeds 15 m to be jointly visited by STA and S.E.
Design – as per SP-20 & SP-13 and relevant IRC Codes for Bridges.

Causeways and submersible bridges – Design to be done as per SP-20 and SP-
82:2005.

11. Protective Works & Drainage

11.1 General

The terrain is rolling to plane. Up gradation of road Pucca drains and protection
works are done to widening the road.

11.2 Road side drain

As the insufficient drainage of surface water leads to rapid damage of road, road
side drain as shown in drawing volume has been provided particularly on the location
of habitation areas. Sketch for a standard roadside drain should be made available.

11.3 Protective Works

Necessary protection works consisting of closed __________________ piling and

_______________________ ballah piling have been provided near pond and water
bodies falling within the proposed alignment. Table 11.1 gives the chainage-wise
protection works adopted.
 BADHORI TO BARIKHAD

12. Land Requirement

12.1 General

The existing road is generally an earthen.

12.2 Proposed ROW: 12m

The width of carriageway has been considered as 5.5 m in accordance with the IRC-
SP 20: 2002. The total roadway width is limited to 7.5 m with 1.875 m earthen
shoulder on either side of carriage way. The proposed ROW generally varies from 12
m – 15 m depending upon the embanKm.ent 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 High ly enthusiastic during site visits for selection of the road. Table 12.1
provides the chainage-wise additional land required.

13. Utility shifting/relocation

13.1 Existing utilities

13.2 N/A

13.3 N/A

13.3 N/A

13.4 N/A

Table 13.1 Estimated Cost for Relocation of Utilities

 BADHORI TO BARIKHAD

Sl. No. Utility Type Qty Estimated Estimated

Rate Cost
1
2
3
Etc.
Estimated Total Cost

14. Traffic Management and Road Safety Measures

14.1 Road Furniture

Road Furniture details include:

 Road markings
 Cautionary, mandatory and information signs
 KM. stones and 200m stones
 Delineators and object markers
 Guard posts, crash barriers and speed breakers
 Median & footpath barriers

14.1.1 Road Markings

Road markings perform the important function of guiding and controlling traffic on a
High way. The markings serve as psychological barriers and signify the delineation
of traffic paths and their lateral clearance from traffic hazards for safe movement of
traffic. Road markings are therefore essential to ensure smooth and orderly flow of
traffic and to promote road safety. The Code of Practice for Road Markings, IRC: 35-
1997 has been used in the study as the design basis. Schedules of Road Markings
are included in contract drawings.
14.1.2 Cautionary, Mandatory and Informatory Signs

Cautionary, mandatory and informatory signs are provided depending on the

situation and function they perform in accordance with the IRC: 67-2001 guidelines
for Road Signs.
Overhead signs are proposed in accordance with IRC: 67-2001.
14.1.3 Kilometer Stone and Hectometer Stone

The details of kilometre stones are in accordance with IRC: 8-1980 guidelines. Both
ordinary and fifth kilometre stones are provided as per the schedule. Kilometre
stones are located on both the side of the road.
The details of 200m stones conform to IRC: 26-1967. 200m stones are located on
the same side of the road as the kilometre stones. The inscription on the stones
shall be the numerals 2,4,6 and 8 marked in an ascending order in the direction of
 BADHORI TO BARIKHAD

increasing kilometerage away from the starting station. Table 14.1 gives the details
of Km.. stone.5th Km.. stone and boundary pillars provided.

Table 14.1
th
Details of Km.. stone.5 Km.. stone and boundary pillars

Sl. Name of Road Chainage 5th. Km.. 200m Boundary

(Km.) Km.. stone stone stone
stone (nos.) (nos.) (nos.)
(nos.)
1 Gharota to 1 7 40 335
Chingani(Mathwar)

14.1.4 Delineators and Object Markers

Roadway delineators are intended to mark the edges of the roadway to guide drivers
on the alignment ahead. Object markers are used to indicate hazards and
obstructions within the vehicle flow path, for example, channelizing islands close to
the intersections.
Delineators and object markers are provided in accordance with the provisions of
IRC: 79-1981. They are driving aids and should not be regarded as substitutes for
warning signs, road markings or barriers.
14.1.5 Guard Posts, Crash Barriers and Speed Breakers

Guard posts are proposed on embanKm.ents of height more than 1.5m and bridge
approaches. The spacing of guard post shall be 10.0m c/c in these areas. Typical
Guard post consists of pre-cast (M20) CC post of size 200mm x 200mm and a height
of 600mm above ground level. They are encased in M15 cement concrete to a depth
of 450mm below ground level. Guard posts are painted with alternate black and
white reflective paint of 150mm wide bands. Table 14.2 gives the details of guard
posts, crash barrier and speed breakers. A layout of a typical speed breaker is given
below.

Table 14.2
Details of guard posts, crash barrier and speed breakers

Sl. Name of Road Chainage Guard Crash Speed breakers

(Km.) post (nos.) Barrier (nos)
(m)

14.2 Temporary traffic control

The road under consideration has to be widened alongwith the bridges and culvert.
The list below provides the c/d structures to be widened/reconstructed and
temporary traffic control measures to be implemented.
 BADHORI TO BARIKHAD

Table 14.3 gives the section-wise details of temporary traffic control measures to be
adopted.
Table 14.3
Details of temporary traffic control measures to be adopted

Sl. Name of Road Chainage Temporary traffic control measures to

(Km.) be adopted
 BADHORI TO BARIKHAD

14.3 Checklist for Road Safety Measures

Sl Road Safety Checklist

a A minimum 100 mm thickness of pavement GSB layer constructed to the
full roadway width.
b The upper layer of all shoulders of sub‐base quality compacted to a
minimum thickness if 100 mm.
c Shoulder side slopes are not be steeper than 2H:1V unless stone
pitching of the slope is provided.
d Speed breakers as per NRRDA circular comply with the requirements of
IRC:99‐1988 for general traffic.
e Speed breakers placed at the threshold of a habitation and at regular
intervals (150 ‐ 200 m) through the habitation.
f Within densely populated habitations, a cement concrete (CC) pavement
or V-shaped side drain is constructed to the full width of the available
roadway.
g Within habitations, wherever deep side drains are constructed either
within or adjacent to the roadway, is covered by slabs laid level with the
adjacent pavement and capable of being manually removed.
h In habitations where child playing areas border the road, a low profile
wall, raised kerb or similar form of boundary marking (depending on the
site conditions), is constructed to create a physical boundary and act as
a deterrent to the random movement of a child onto the road.
i On roads where, because of the lack of dry land in the general area, the
shoulder will be continually occupied and only intermittently available for
traffic, speed breakers are installed at regular intervals, not more than
300 m apart, for the entire length of the road.
j The drawings show all obstructions in the proposed road shoulder with a
note that the obstruction is to be removed.
k If a shoulder obstruction cannot be removed, hazard markers are
installed to mark the Obstruction
l Hazard markers are installed at all pipe culvert headwalls.
m Hazard markers are installed at each end of all box culverts, river
crossing causeways and similar CD structures.
n Hazard markers are installed at any discontinuity in the shoulder.
o Directional sight boards are installed on all sharp curves and bends.
p Speed breakers are provided at sharp curves and bends where the curve
design speed is less than 40 Km./h in plain and rolling terrain, and less
than 25 Km./h in mountainous and steep terrain.
q Speed breakers are provided and directional sight boards installed at
sites where reverse horizontal curves are closely spaced and speed
reduction is required.
r At a main road intersection, signs and pavement markings for STOP
control on the PMGSY village road are installed, side road warning signs
on the main road and intersection warning signs on the village road are
installed, and speed breakers on the PMGSY village road are provided
as given in the figures (refer IRC 99-1988).

15. Specification
 BADHORI TO BARIKHAD

15.1 General

The “Specification for Rural Roads” published by IRC on behalf of the Ministry of
Rural Development, Govt. of India has been followed.

15.2 Construction Equipment

Construction by manual means and simple tools has been considered for the project
as per the guideline of NRRDA. For handling of bulk materials like spreading of
aggregates in sub-base & base courses by mix-in-place method, use of motor grader
& tractor-towed rotavator has been allowed in line with the schedule of rate for
PMGSY work. Compaction of all items shall be done by ordinary smooth wheeled
roller if the thickness of the compacted layer does not exceed 100 mm. It is also
considered that, hot mix plant of medium type & capacity with separate dryer
arrangement for aggregate shall be used for bituminous surfacing work that can be
easily shifted. A self-propelled or towed bitumen pressure sprayer shall be used for
spraying the materials in narrow strips with a pressure hand sprayer. Now the
vibratory rollers are also being used for rapid progress.

For structural works, concrete shall be mixed in a mechanical mixer fitted with water
measuring device.
The excavation shall be done manually or mechanically using suitable medium size
excavators.

15.3 Construction Methods

15.3.1 Preparation for Earthwork

After setting out existing ground shall be scarified to a minimum depth of 150 mm
and leveled manually and compacted with ordinary roller to receive the first layer of
earthwork. In filling area, existing embanKm.ent 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 embanKm.ent/
subgrade material as per Cl 301.7.

15.3.2 Embankment work

Material from borrow pits will be used for embanKm.ent construction as well as the
approved material deposited at site from roadway cutting and excavation of drain &
foundation may be used. Layer of the earth shall be laid in not more than 25 cm
(loose) thick layers & compacted each layer of the soil up to 30 cm below the
subgrade level at OMC to meet 97% of Standard Proctor Density.
Material for embanKm.ent and sub-grade shall satisfy the requirements of
Table 300-1 and 300-2 as per the Specification for Rural Roads.

15.3.3 Sub-grade
 BADHORI TO BARIKHAD

Material from borrow pits will be used for construction of top 30 cm as sub-grade.
Soil in these sections is quite good for road construction. Top 30 cm upto the
subgrade level and shoulder at OMC to meet 100 % of Standard Proctor Density by
proper control of moisture and by required compaction with a smooth wheeled roller.

15.3.4 Sub-base

Sub base material in the form of stone aggregates and sand as available in the area
to be used in GSB Grade II layer.

15.3.5 Base

Stone aggregates will be used in base course. 63 mm to 45 mm size (Grading 2)

aggregate as been proposed for the bottom layer and 53 mm to 22.4 mm(Grading 3)
size has been proposed for the top layer.

15.3.6 Shoulder

Earthen shoulder shall be constructed in layers and compacted to 100% of Proctor’s

Density. First layer of shoulder shall be laid after the sub–base layer is laid.
Thereafter earth layer shall be laid with base layer of pavement and compacted.

15.3.7 Surfacing

Slow setting bitumen emulsion will be applied as primer on water bound layer.
Emulsion shall be sprayed on surface with pressure distributor. Rapid setting
bituminous emulsion shall be used for Tack coat.

Premixed carpet and mixed with equivalent viscosity grade bitumen shall be laid as
surfacing course. 6 mm thick Type B seal coat is considered for sealing of the
premixed carpet.

15.3.8 Structural Works

Following grades of concrete are proposed for Structural works and comply with

MORD and IRC specifications:

Concrete in superstructure of slab culvert – M25 (RCC)
Concrete in abutment cap, dirt wall of slab culverts – M25 (RCC)
Concrete in abutment, return wall, headwall – M15 (RCC)
Concrete below abutment, return wall, headwall – M10 (RCC)

16 Environmental Issues
 BADHORI TO BARIKHAD

16.1 Alignment

The proposed road has planned to be designed considering the impact on

environment. Proposed road alignment follows existing pathway to the maximum
extent so that huge land acquisition is not necessary for construction of the project
road. Proposed road, when completed, will be an addition to the aesthetics of this
rural area.

16.2 Environmental Sensitive Area

Environmental Sensitive Area (National Park, Wild Life Sanctuary, Protected

/Reserve Forest, Wet land etc.)

The alignment will be finalise 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.

16.3 Construction Camp

Construction camps will be established away from forest area/water body. The
minimum facilities such as water supply, sanitation, storm water drainage, solid
waste management and first aid box will be provided during the construction period
of the project. Necessary provision for rehabilitation or restoration after the
completion of construction phase will be done.

16.4 Permit / Clearance required prior to commending of civil work

No objection Certificate- This will be taken by PIU from SPCB.

Forest Department- If the project road passing thorough forest land and acquisition
of the same is involved and it will be taken by PIU from Forest Department
Consent to establish (CFE) and Consent to Operate (CFO) - This is required for
Plant Hot Mix Plant, WMM Plant, Batching Plant required for the project and the
same will be taken by the Contractor from SPCB.
Lease from Mines & Geology- This will be taken by the Contractor for new Stone
Quarry required for the project.

16.5 Borrow area

The filling soil will have to be procured from borrow pit. Borrow area will be so
excavated that the lands can reused as agricultural field. The depth of borrow pit
shall not exceed 450 mm (150 mm top soil included). The top soil shall be stripped
and stacked and shall be spread back on the land. As far as possible the borrow pits
shall not be dug close to the road embanKm.ent. 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.
Turfing of the embanKm.ent slopes and earthen shoulder to prevent erosion of
slopes of the embanKm.ent, rain cuts and erosion of shoulder is being suggested.
 BADHORI TO BARIKHAD

16.7 Drainage

Suitable cross drainage structures have been provided on the basis of hydrological
survey of the area. So, there will be no obstruction to the natural drainage of the
area. Road side drainage is also duly considered in a manner so that surface water
is led to the low points and is drained through the CD structures.

16.8 Use of Material

Cut back bitumen is not proposed in the project to avoid contamination with
Kerosene. Bitumen emulsion is proposed for primer coat and tack coat.
 BADHORI TO BARIKHAD

17 Analysis of Rates

17.1 General

Rates for various item of works of the project have been derived from the “Schedule
of Rates Revised SRO Jammu Phase 10 & onward, 2013 - 14 for Road works,
Culvert works & Carriage etc. –JKSRRDA and “Addendum & Corrigendum to
Schedule of Rates” effective from 2013 - 14 However in general the basic rates of
material have been taken from PMGSY Revised SRO Jammu Phase 10 & onward,
2013 – 14. 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.

17.2 Basic Rate of Material

The basic rates for stone materials & river bed materials have been taken from
Revised SRO Jammu Phase 10 & onward, 2013 - 14.

For bituminous materials, basic rate at (location) for equivalent viscosity grade
bitumen and for emulsion the basic rate of (location) has been considered as
suggested in from Revised SRO Jammu Phase 10 & onward, 2013 - 14.

Basic rate of other materials like coarse & fine sand, cement are as per the latest
from Revised SRO Jammu Phase 10 & onward, 2013 - 14.

Basic rate of steel materials at sub-divisional office has been considered in analysis
after adding cost of carriage, loading & unloading.

17.3 Lead for Materials

For stone aggregates and sand, lead from source to work site is calculated from the
district map and block level map of core network and finalizing the same in
discussion with PIU. The supply of different materials to worksite is by road. Lead for
bituminous & steel materials are similarly obtained using SOR.
 BADHORI TO BARIKHAD

18 Cost Estimate

18.1 General

Cost Estimate of project has been arrived on the following basis

 Selection of Items of work

 Estimation of item wise quantities
 Analysis of Rates

18.2 Estimation of Quantities

All the relevant road and structure work Items will be identified as per survey, design
and drawings. Following major item of works considered are given below:

 Site clearance, dismantling and earthwork

 Pavement works (GSB, WBM, Bituminous layers)
 Cross drainage structure works
 Drainage and protective works
 Utility relocation
 Road safety and furniture
 Maintenance works

Quantity of earthwork will be derived from the proposed cross section drawings.
Volume of cut and fill will be obtained directly using the design package software.
Quantity derived from software will be manually verified. There are same stretches of
the road in cut section. The details are provided chainage wise in Table-18.1 of total
cut and fill volume. The soil obtained from roadway excavation shall be used for
construction of embanKm.ent and shall be paid as per item no.4. All other quantities
will be computed from the drawings of finished road, miscellaneous drawings &
drawings of CD Structures is attached.

18.3 Abstract of Cost

Unit rates will be derived by using the “Schedule of Rates for Road Works, Culvert
works and Carriage etc. JKSRRDA”. The abstract of Cost estimate is attached.

18.4 Maintenance

Cost of Annual Maintenance for five years after completion of project will be
estimated as per the PMGSY Guidelines. Different activities of ordinary repairs are
done as and when is attached.
 BADHORI TO BARIKHAD

19 Construction Program

19.1 General

Assuming that the Construction of the Batch ________________ roads will start
from _______________________ . This is a High rainfall area and rainy season
extends from April to September. However, the construction program is based for a
total working period of 12 months, considering the program set out by MORD.
Generally, dry working season of about 9 months are required for construction of
PMGSY roads. However, works will be affected for the monsoon during the month
June to September.
It is anticipated that some activity like collection of materials, CD works etc. will
continue in monsoon period also.

19.2 Realistic duration

 BADHORI TO BARIKHAD

Community Consultation Checklist – Engineering

Question Yes No N/a

1. Are there any flood prone areas on the road?

If yes:
1.1 Are locations specified and inspected?
1.2. Is High flood level specified for each stretch?
1.3 Are locations specified and inspected?
2. Are there any locations on the road where irrigations ducts need to be provided?
If yes:
2.1 Are locations specified and inspected?
3. Can the road be used as a shortcut by through traffic?
4. Does the road lead to any quarries, mining areas, brick kilns, logging areas, tourist
attractions etc.?
5. Are there plans to build new schools, hospitals, temples etc
6. Is there potential for double connectivity?
If yes on any of 3-6:
6.1 Is information on location, size and nature of additional traffic generators and specific
routes obtained?
7. Is there a need for deviations from existing track?
If yes:
7.1 Were the proposals for deviation shown on site and explained to the community?
7.2 Is the land availability checked?
7.3 If there is a need for donation, were the owners consulted regarding their agreement to
donate the land?
8. Is there a need for speed breakers?
If yes:
8.1 Is location and rational for speed breakers identified?
8.2 Is rationale verified and checked on site?
8.3 Are alternative or additional locations discussed?
9. Are all existing intersections checked with the community on site?
9.1 Is the use of intersecting roads identified (e.g. school children, farm machinery, etc)?
10. Are proposed culvert locations verified with the community?
10.1 Is there a need for additional culverts?
10.2 If yes, are locations identified?
m
11.1 If yes, are locations identified?

For DPR consultant For PIU For PIC

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TYPE DESIGN FOR ORDINARY KILOMETER

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Ordinary Kilometer or 5th Km stones

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