oreta wedta usrart wifepcs oes steer he eed Sete 2 National Highways Authority of Indi: {Ministry of Roa Transport and Highways) ts yi 8, Bee 1g, aren, af Rel-newrs 16-58 6, Sector-10, Dwarka, Now Deihi- 110073 OFFCE MEMORANDUM NHAI/Bharatmala/EC/DPR/2016/ |43+ 3° Dt.:30,10,2019 Sub.: Policy for Development of Highways under Bharatmala Pariyojana Ref: (i) Design principles for various category of roads under BMP and cost optimization circulated vide letter no. NHAI/Bharatmala/EC/DPR/2016/117548 dated 14.05.2018 Sir, In supersession of Policy dated 14.05.2019, referred above, please find enclosed herewith Policy for development of various Highways under Bharatmala Pariyojana. NHAI Technical divisions and field offices shall ensure that DPR Consultants shall adhere to above Policy while designing the project Highway. Executive Committee in its meeting dated 20.09.2019 has approved above policy with directions to seek concurrence of MORT&H, however, in the meantime NHAI shall use the policy in the project proposals. Yours faithfully, Encl: As Above. Cond (Ravinder) General Manager (T) Bharatmala Copy to: (i) OSD to Chairman, NHAl, (ii) PPS to Member (P) RKP, Member(F), Member(A); (iii) ALUCGM(T) NHAI HQ (iv) All GM(T) NHAI HQ: with request to circulate the OM to all Consultants engaged for DPR preparation of Bharatmala Pariyojana under their jurisdiction. (v) All Regional Officers and field units of NHAI@ 14 12 Policy for development of Highways under Bharatmala Pariyojana Alignment of Corridor and development strategy There are 50 Economic Corridors, including 6 National Corridors, identified for development/ improvement under Bharatmala Pariyojana. There is an option to develop these as Greenfield/ Brownfield corridors. Greenfield alignment could be shorter, entail least shifting of utilities and tree-cutting and less LA Cost but is expected to entail higher civil cost. The decision for development of a corridor/ portion of a corridor as a Brownfield or Greenfield alignment is Proposed to be selected on the basis of total life cycle cost (including direct costs like Civil Construction Cost, Maintenance cost & economic costs like Vehicle Operating Cost), Traffic bearing capacity for a period of 30 years and the potential to diversify traffic and reduce distance between Origin- Destination pairs in the network. DPR consultants shall be advised to submit “Wetailed reports on the merits/ de-merits of greenfield/ brownfield expansion in the pre-alignment finalization stage as per guidelines dated 26 February 2018 issued by MORTEH on the subject. All the Economic/National corridors are to be developed with minimum 4-lane standards and full access control having 6 lane structures irrespective of traffic. For all other categories of roads partial access control facility is to be Provided. Traffic reaching beyond 6 lane capacity shalt be provided with alternate highway. Development Strategy: The following guidelines were decided for end-lane configuration status and the stage development guidelines based on the present traffic including the induced traffic (PCU) and the present lane status of the stretch: Page 1 of 7C Table A [Sr [Present | Presen |End | Stage developmentRemarks | No, | traffic. |tlane | Lane | including | Status | Status | | | induced | |__| traffic (PCu)_| |_A___ Roads other than Economic/National Corridor | I) | For viable project’, NHAI would develop the highway as per | Lessthanor | 51, | standards mentioned under sl.no, A\ii) below; | estoy | ZL#PS | Fornon-viable projects. MORTEH ina ike to develop i) | >15000 4 lane hignway with 4ane structures, | w <=2000 | Sypg | 4lane | with paved shoulders of 1.5m with and | 45m | PCUs earthen shoulders of 20 m | 8 Economic/ National Corridor ai Ju | 4 lane highway with 6-lane structures, | 60m. ie 20000 aL+Ps | 6lane | wth paved shoulders of 1.5m and | I | earthen shoulders of 2.0m. I C.___All categories of road © | Beyond me 6 lane highway with 6 lane structures, | 60m DODO PCs | ZL*PS! | Slane | with paved shoulders of 1.5m and : 4b earthen shoulders of 2m. Note: * Viable projects are those yielding Project IRR of 6.8% and above; Adoption of Highway/ Expressway standards Standards for Expressways and National Highways were compared across different attributes and the standards for Economic Corridors are proposed, as tabulated below Aitribute Expressways | National Economic Corridor/National Highway | Corridor 420 kmph’ | 100Kmptve0 | | Design Speed | fO9 kon | kph | 120 kmphv 100 kmph | Lane Width ['3.75m 35m [35m BI Median Width | 12m 4m 4m | Kerb Shyness | 0.75 m 05m 05m 1.5 m Paved Shoulder ae Shoulder+2m As pertable A above Earthen Shoulder | Level of Fully Access | Partial Access | 5 Cou Cons Fully Access Controlled | Page 2 0f7a) (i) Gi) Augmentation methodology For 2 to 4 lane widening, it was decided to kezp the widening eccentric to the extent feasible, so as to gainfully utilise the already laid road assets and to minimise the disturbances to trees, utilities, habitations, etc. Realignment shall be resorted to wherever it requires the improvement to poor geometrics, kinks or to provide shorter path. The cost-benefit analysis shall be carried out for major realignment. Further, even for realignment/ bypasses eccentric development is to be proposed Service roads of 2L shall be constructed, limited to the built-up sections (both in rural and urban cases) and for connectivity of cross roads. No service roads shall be proposed to be constructed in the open rural sections. However, space shall be provisioned to construct 2L service roads on both sides without disturbances to main highway along with its embankment in future widening. In tural areas, all weather connecting roads to facilitate cross movement of farmers and their vehicles shall be provided at LVUP/ VUP locations. To enable fully access control facility, W beam metal crash barrier shall be provisioned at both edge of roadway and both sides of median to ensure safety. There shall be no median opening and no raised median in the access controlled facility. For partial access control facility efforts shall be made to design the highway with no median opening and cross movement/U turn shall be through VUP/LVUP and in case where LVUP/VUP does not exist within 5 km, median opening may be provided with storage lane. Pavement composition It was highlighted that there are different types of pavements viz. flexible pavement, rigid pavement, cement treated base/ sub-base and perpetual Pavement at present. Each pavement option has its own merits and demerits in terms of cost of construction, future maintenance, road user comfort, etc. However, no precise mathematical model is available for life cycle analysis. DPR consultant shall conduct a complete comparative analysis of the same and submit a detailed recommendation by taking into account both the lifecycle cost and the local conditions including soil condition, availability of material for construction, rainfall conditions, etc. The design life for structural design of Pavement shall be considered 20 yr and for high density corridors, higher design may be adopted as per clause 4.3 of IRC:37 2018. The appraisal committee shall take a decision based on the details provided by the DPR consultant. Page 3 of 75. 54 5.2 5.3 Optimization in terms of Vertical alignment design (ISD/ SSD), VUP v/s VOP, Drains and interchanges Vertical alignment design (ISD/SSD) The Vertical design, specially at grade change location, such as VUP/LVUP, ROB, Bridge locations can be done using Stopping sight distance (SSD) or Intermediate Sight distance (ISD) principle. Length of approaches in case of ISD is relatively larger by about 30% but desirable in view of design speed of 100 kmph and also ISD is prescribed in 4 & 6 lane OP vs VUP Various combinations of Vehicular Over pass (VOP) and Vehicular Underpass (VUP) were presented, wherein it was shown that VUP is cheaper than the VOP in conditions of no constraint/ restraint. The final calt is proposed to be taken keeping in view the designed traffic, civil cost of construction, vehicle operating cost, environment cost, travel time, site condition, etc. on the basis of output obtained using lifecycle cost analysis including vehicle operating cost keeping the design life of 30 years. If the analysis results into savings, then cross roads be carried above the main highway in form of VOP. In case of VUP/ LVUP, the exposed structure base shall be kept 6 inch (15 cm) above the ground level to minimize the height of approaches and ensure that these VUPs don’t become water accumulation points. However, the main highway shall be kept above the cross roads in form of VUPs at interchange locations. As 70% of the cross roads are village roads (<5.5m width), to ensure complete access- control and make cost-effective grade separation, it was decided to introduce a third smaller dimension VUP - SVUP (4m * 7m) for all cross roads carriageway width lesser than 5.5m. Thus, the VUPs would be of three grades i.e. VUP - 5.5mx 20m; LVUP - 4mx12m; and SVUP: 4mx7m. It was also decided to minimize the use of RE-walls in VUP/ LVUP/ SVUP by using earthen slopes, so as to minimize the cost. Further, to negotiate frequent rise and fall of main highway at structure approaches, gentler gradient (1 in 50) may be adopted with properly designed summit/valley curve. This would result into increase in approach length and consequent increase in earth work, however, would add substantially to comfort of road users. Provisions of Grade separated structures 5.3.1 In access controlled/partially access controlled project highways, VUPs/Flyovers/Overpasses along with Entry Exit Ramps/Slips Roads/ Services Roads are being proposed to cater for the traffic on the crossroads. These structures will also be used by the traffic crossing over from one side to the ‘other side of the project highway. It has been observed that when such Page 4 of 75.3.2 5.3.3 5.3.4 5.4 crossover traffic is high, in particular, traffic taking U-turn at the structure, there is a need to provide additional spans for VUP/Flyover/Overpass to cater for traffic taking U-turn. These additional spans have already been prescribed in the Manuals of IRC (Ref. SP-84 & SP-87). In view of this it has been decided that in future projects, whenever a flyover/overpass is proposed with 2L service road,a minimum of 3 spans for such flyover/overpass should be provided with a minimum lateral clearance of 25m for main span and 15m for viaduct span on either side (Total+ 55m) so as to facilitate ‘U’ tum of traffic. The vertical clearance of viaduct span may be kept in longitudinal slope/ gradient of approaches. ‘The approaches to structures viz, VUP, LYUP, SVUP, Flyover, Overpass, Bridge, ROB’s etc. should be on earthen embankment wherever RoW is available or land is not costly to acquire. In case of restricted ROW/ Costly land and in order to accommodate entry-exit ramp/stip road/service road within the available Row, first the option of earthen embankment with RCC toe wall and slope protection may be explored. If it is not feasible, then only approaches with RCC Retaining Wall (upto 2.5m height w.r.t floor height of structure, as it is cheaper to RE wall for low heights) and RE wall (for height more than 2.5m) may be used, If further RoW is not be acquired for approaches due to high land cost, the same should be justified by comparing the cost of land with cost of RCC toe or retaining wall/RE wall. The service road level shall be kept same as adjoining fields/ ground level in order to maintain its accessibility and deck levels of cross drainage works/ bridges on service road shall also be kept at same level. ‘The project highway shall be carried at the existing level in rural areas, where there is no habitation and the cross road will be either underpass or overpass. However, in urban/ habitation areas, the cross road shall be carried at the existing level. The decision whether the cross road or the project highway is to be carried at the existing level shall be taken based on considerations of land acquisition, provision of ramps for the grade separated facility, height of embankment, drainage, project economy etc. improvement of At grade Junction: It has been seen that at grade junction are safety hazard in view of high speed after improvement/augmentation of highways which require change of Scope on later date in most of the cases. It has been decided that no at grade junction is provisioned in the main carriageway in any category of road under Bharatmala Pariyojana being improved to minimum 4 lane standards. On village roads and cart track SVUP be provisioned for crossing facility only and as far as feasible efforts shall be made to design the vertical profile of main carriageway keeping the vertical grade unchanged for sections having 2 or more cross/ Page 5 of 75.5 @ (ii) 6. %, check roads within about 1 km reach. Slope Stability Embankment with height 6 m or above shall de designed taking into account slope stability, bearing capacity, consolidation, settlement and safety considerations based on geotechnical and investigation data. Where the embankment is to be supported on a weak stratum, appropriate remedial/ground improvement measures shall be taken; Side Slopes shall not be steeper than 2H:1V unless soil is retained by suitable soil retaining methods including Green Geo composite blanket, but limiting to 1.5H:1V . The side slopes and the earthen shoulders shall be protected against erosion by providing a suitable vegetative cover, kerb channel, chute, stone/cement concrete block pitching or any other suitable protection measures depending on the height of the embankment and susceptibility of soil to erosion, Drainage arrangement shall be provided as per Section 6 of the Manual. In high rainfall areas and where soil is susceptible to erosion, before » providing turfing on slopes and shoulders, a coir or jute blanket shall be placed on such slopes and shoulders immediately after completion of work and in any event before on set of first monsoon after completion of work in that reach Longitudinal Pipe drain vs. Rectangular RCC drain The storm water carrying capacity of pipe drain of 0.9m dia is lesser than 1.5x1.5m wide conventional RCC drain. Further, pipe drain requires catch pit (either brick/ precast RCC panel) at 20 to 30m interval and relatively costlier than RCC rectangular drain. Hence comparative analysis shall be carried out w.r.t efficiency and economy of rectangular vs pipe drain and decision taken for adoption of type of RCC drain. Selection of type of Interchanges The type on interchanges associated with their functionality and cost were presented and it was decided that since these interchanges are very costly meticulous planning shall be carried out keeping in view the economy and conflict free traffic facilitation. Based on turning motion studies the interchanges such as full clover leaf, double/single trumpet, diamond interchange, rotary interchange, etc. shall be proposed judiciously based on LA GRR cost, construction cost of interchange, type of Highway and crossing road (system/service interchange), proximity to urban centre, major utility shifting, etc. Provision of Boundary Wall on the extreme Boundary of RoW: It was observed that encroachments on the acquired Right of Way for road corridors affects future expansion. It is decided that provision of Boundary wall Page 6 of 710. of 1.5m ht shall be provisioned in all-greenfield projects and Toe wall in all up- gradation projects, in line with MoRT&H circular No, RW/NH-24036/27/2010- PPP dated 04.02.2019. Utility Corridors: It is also decided that spaco for Im wide Utility Corridor shall be provisioned at the extreme edges af the RoW on each side in all greenfield projects. Manual for 4 laning and 6 laning 2019 version has been: published recently wherein there are substantial changes in the design of Highways. The same shall be adopted for design of Highways except the width of paved & earthen shoulders and width of structures including tunnels till further direction. The width of paved & earthen shoulders and width of structures shall be adopted as per earlier 4 lane manual(IRC:SP-84, 2014) and 6 lane manual (IRC:SP-87, 2013). All technical divisions of NHAI shall ensure that the deviation from earlier 4/6 lane manual vs 4/6 lane Manual version 2019, except width of paved & earthen shoulders and width of structures, shall be reflected in Schedule D while bidding. Page 7 of 7