Salient Features of the Gonde-Vadape Section of the NH-3 ...shodhganga.inflibnet.ac.in/bitstream/10603/7656/10/10_chapter 5.pdf · are described hereunder. The sides for widening

Chapter 5

Salient Features of the Gonde-Vadape Section of the NH-3 Project

Undertaken by the National Highway Authority of India (NHAI)

5.1 Project Description.

5.2 Road Alignment of Ghat Section.

5.3 Rehabilitation and Up-gradation Proposals.

5.4 Location of Widening Carriageway.

5.5 Proposed Design Cross Sections.

5.5.1 Eccentric and Symmetrical Widening.

5.5.2 4/6-Lane Configuration.

5.5.3 Phasing of 4/6-Laning.

5.5.4 Cross-Section of the Improved Facility.

5.5.5 Improvements to Cross Sectional Elements.

5.6 Bridges and Culverts.

5.7 Median.

5.8 Service Roads.

5.9 Junction Improvements.

5.10 Toll Plaza.

5.11 Proposed Wayside Amenities.

5.12 Sources for Raw Materials.

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Chapter 5

Salient Features of the Gonde-Vadape Section of the NH-3 Project

Undertaken by the National Highway Authority of India (NHAI)

5.1 Project Description

The development of the road under consideration starts at Gonde (km 440/000) on

Nashik side and ends at Vadape (km 539/500) on Mumbai side measuring a distance

of 99.5 km. Out of 99.5 km, 30.8 km length falls in Nashik District and 68.7 km

length falls in Thane District. The important towns along the route are Ghoti, Igatpuri,

Khardi, Kasara and Shahapur. The alignment of NH-3 bypasses these towns and some

stretches pass through Ghat portion. The breakup of the length of alignment is given

in Table 5.1. Description of Alignment.

Table 5.1: Description of Alignment

Chainages Stretches Length (km) District From To

440/000 465/000 Non-Ghat 25.0 Nashik

465/000 470/800 Ghat 5.8 (Thal Ghat) Nashik

470/800 474/000 Ghat 3.2 (Thal Ghat) Thane

474/000 478/000 Non-Ghat 4.0 Thane

478/000 483/000 Ghat 5.0 (Kasara Bypass) Thane

483/000 509/500 Non-Ghat 26.5 Thane

509/500 511/500 Ghat 2.0 (Cherpole Ghat) Thane

511/500 539/500 Non-Ghat 28 Thane

Source : DPR for 4/6-laning of Gonde Vadape Section of NH-3, Volume IV.

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5.2 Road Alignment in Ghat Section

The alignment is basically refinement of earlier proposal investigated by the PWD in

1970s. The total length of the alignment is about 8.0 Km. The alignment takes-off at

about Km 467/000 on existing NH-3. Then it runs parallel to existing NH-3 on left

side, for some distance before it takes a left turn. After leaving NH-3 (near Alignment

Chainage 0+300), the alignment follows the Bible Wadi hill contours. The gradient is

relatively mild in this portion. In this stretch, the cross section will be partly in cut and

partly in fill. After crossing the HT line at about Chainage 0+900, the alignment takes

a sharp ‘U’ turn at Chainage 1+000 and further traverses southwards by generally

following the hill contours till the Chainage 2+000. At Chainage 2+000, the

alignment encounters the valley portion with steep drop and crosses the same valley

over a viaduct / bridge and further passes through a box cut section in the steep cliff

for a length of about 200 m (from Chainage 2+000 to Chainage 2+200). Further the

alignment runs in the southward direction till Chainage 2+500 and take sharp ‘U’ turn

and continuous to traverse in westward direction along the hill face till Chainage

4+300. From here the alignment takes a sharp ‘U’ turn by crossing the HT line again

and a nallah enroute and continues to traverse in southward direction from Chainage

4+60. The alignment cuts across the old abandoned railway embankment between

Chainage 5+200 to Chainage 5+300. Further it runs between the existing NH-3 and

HT line and parallel to them till it meets the existing NH-3 near Km 475/000 beyond

Latif Wadi.

5.3 Rehabilitation and Up-gradation Proposals

The basic concept of the proposed project development is to rehabilitate and

strengthen the existing road and widen the Project Road to a standard 4-lane, divided

carriageway in the initial stages with a provision for upgrading the facility to 6-lane,

divided carriageway as and when traffic demands.

Improvement proposals for a highway essentially consist of two components,

geometric and structural. Geometric improvement deals with visible dimensions of

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roadway and is dictated by the traffic and economic considerations. Geometric design

involves several design elements such as horizontal and vertical alignments, sight

distance considerations, cross sectional elements, lateral and vertical clearances,

intersection treatment, control of access etc. The structural component deals with the

pavement design aspects, i.e., the ability of the highway to adequately carry and

support the vehicle/ wheel loads over the design period.

Development of full-fledged highway involves high level of investments in finances

and material resources spread over a period of time. In light of this fact and

considering that as per traffic estimate, a 6-lane roadway is a necessity by year 2022,

the design standards should allow for phased implementation of the project (i.e.,

initial widening from existing two lanes to four lanes to be further widened to six

lanes).

The improvement proposals also need to cover facilities such as provision for service

roads, bypasses, exploration for alternative alignments, intersection design and

identification of locations for grade separators and subways. Further the proposals for

stage widening needs to consider the method of widening like concentric or eccentric

to the existing road which is dictated by site situations like available ROW, existing

utilities, terrain etc.

The proposals for the improvement of the geometric elements of the existing national

highway generally include:

1) Widening of existing carriageway.

2) Improvements to cross sectional elements.

3) Improvements to horizontal alignment.

4) Improvements to longitudinal profile.

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Rehabilitation of Existing Structures and Proposals for Structures on the New

Carriageway included:

1) Proposals for Subways, Flyovers, Median Break and Service Roads.

2) Proposals for Wayside Amenities.

3) Improvements to Existing Culverts.

5.4 Location of Widening Carriageway

Advance planning for widening proposals is of great advantage in road construction

projects. First of all widening proposals have to be based on practicability of such

proposals and hence careful prior field investigations need to be made before

formulating such proposals. Existing roadside development and/or sanctioned

roadside development have to be given due consideration. Future developments also

need to be watched and controlled as a part of this policy. The conceptualisation of

widening scheme involves an interaction between several parameters like traffic

demand, terrain, land use, roadside development, requirement of service roads for

urban / built-up areas, widening of major and minor bridges and stage construction

etc.

Normally in a 4/6-laning project, the new carriageway is located on one side of

existing carriageway so that the work can proceed without any hindrance to traffic.

However, this aspect becomes critical when the ROW / Land Width constraints (like

dense ribbon development along roadside) warrants for concentric widening about the

existing road centerline. Also at some places like Kasara Ghat, where the widening is

practically not feasible either concentrically or eccentrically, altogether new

alignment is warranted for the additional lanes. Thus fixing the location of the

widening carriageway becomes a crucial-issue.

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The location of new carriageway is addressed and the recommendations in this regard

are described hereunder. The sides for widening along the existing national highway

are with respect to facing Mumbai.

(a) For the 4/6-laning project, following alternatives options are available:

(i) Locating new carriageway on the left of the existing road.

(ii) New carriageway located on the right of the existing road.

(iii) Widening symmetrical about the centre of the existing road.

(iv) Realignment for the new carriageway if localised widening is not

possible either due to ROW restrictions or due to geometric

improvement.

(b) Guidelines for widening proposals are set as under:

(i) Maximum use of existing roadway and available ROW.

(ii) Economy - Avoid heavy cut/fill, acquisition of agricultural / built-up

area.

(iii) Environment friendly - Avoid water bodies, forest areas and tribal lands

and to save roadside trees wherever practicable.

(iv) Fulfilment of requirements of road standards, especially

improvement of sections identified as "accident prone spots".

(v) Siting of Bridges and Structures.

(vi) Minimize relocation of Utilities.

(vii) Safety of ongoing traffic on the existing road.

(viii) Low maintenance and operational cost during design life.

(ix) Avoid terrain like deep valleys and swampy/ low lying grounds.

(x) To make use of abandoned sections of old NH-3 loops for the new

carriageway wherever practicable.

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(xi) To avoid the religious structures in the new carriageway

alignment.

(xii) To avoid the railway lands.

(xiii) In-built provision for stage construction from 2-lanes to 4-lanes to 6-

lanes i.e. keeping in mind future widening from 4-lane to 6-lane at a later

date especially where service roads are required to be provided.

Based on the above guidelines, the widening scheme for the project is developed as

given in Table 5.2, The Road Widening Scheme for the Project Highway, below.

Table 5.2: The Road Widening Scheme for the Project Highway

Sr.No Section Widening Side

Constraints on the other side.

From To Length

1 440/000 447/000 7 Right Side Darna Submergence on left side; convenient widening at ROB @ 445.

2 447/000 449/300 2.3 Left Side Railway track close to road.

3 449/300 450/300 1 Right Side

4 450/300 453/000 2.7 Left Side Khambala on left side.

5 453/000 459/500 6.5 Right Side Ghoti on left side.

6 459/500 488/100 28.6 Left Side More barren land on LHS, Igatpuri between 459 to 463, close to rly track at km 484 on LHS.

7 488/100 491/500 3.4 Right Side Proximity of railway track on left side (Umbermali Railway Substation).

8 491/500 539/500 48 Left Side Railway tracks close to right side. 505/000 to 505/400, 507/250 to 508/750. More development on Right side, OFC cables, HPCL pipeline.

*Note : Kasara Ghat bypass is proposed between km 467 to 475 on LHS for Mumbai bound ascending traffic.

Source: DPR for 4/6-laning of Gonde Vadape Section of NH-3, Volume IV.

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5.5 Proposed Design Cross Sections

5.5.1 Eccentric and Symmetrical Widening

Symmetrical widening will maximize use of existing road land and correspondingly

reduce acquisition of additional land to some extent. However, the eccentric widening

is preferable to symmetrical widening from the following considerations:

(i) The traffic plying on existing road is not disturbed and diversion of traffic is

not required as in the case of symmetrical widening.

(ii) The ease of construction and savings in construction time.

(iii) The central portion of very old stabilised carriageway goes to waste in the

form of median, which is not the case with eccentric widening. Further, in

symmetrical widening, for both left and right carriageways, part of the

pavement will be old with overlay construction and part of the pavement

will have new crust which is difficult to implement. Thus eccentric

widening will be more economical than symmetrical as, the existing

pavement is fully utilised.

(iv) It is easier to widen the structures on one side and in any case separate

structures could be built.

(v) The Cross Design structures, which are nearly 300 in numbers, can be

widened on one side. In case of symmetrical widening these may have to be

widened on both sides and sometimes these widening on one side may be as

short as 0.5m, which is again rather difficult from construction point of

view.

(vi) An improvement to various geometric elements (both vertical and

horizontal) for additional two lanes in case of eccentric widening is possible.

This will have to be compromised in case of symmetrical widening, as the

existing road geometry will dictate the design.

Thus the eccentric widening is evidently advantageous.

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5.5.2 4/6-Lane Configuration

Based on the traffic survey, analysis and forecast, the 4-lane configuration is

sufficient to cater to the traffic till the year 2022. There is a requirement of 6-lane

widening beyond the year 2022. This means that it should be easily possible to widen

the now proposed 4-lane design cross sections to 6-lanes after the year 2022. Also as

land acquisition is to be done at one time only, it is also necessary to know the widths

required for 6-lane configuration.

5.5.3 Phasing of 4/6-Laning

The proposed improvements for the Project Road would be in two phases. In Phase-1,

the existing 2-lane National Highway will be strengthened and widened to 4-lane,

dual/divided carriageway. And at some locations such as structures, ghat sections,

tunnels etc. 6-lane, divided carriageway is proposed at initial stage only as widening

of structures especially major bridges and tunnel becomes difficult so also in ghat

sections. Widening and improvement to existing Kasara ghat and new carriageway is

considered as 3-lane each (total 6-lane) for formation and pavement will be

constructed to four lane only.

In Phase-2, the shoulder portions of the 4-lane, divided carriageway will be converted

to 6-lane, dual divided carriageway as and when traffic demands (in the year 2022 as

per traffic forecast) with a provision of additional shoulders on either side.

5.5.4 Cross-Section for the Improved Facility

Cross section elements are very important for finalising geometric design of existing

as well as additional (new) carriageways whether it is symmetrical or asymmetrical

widening. The proposed cross-section for the new improved road is designed to be

adequate to cater for the traffic expected over the design period and offer safe and

efficient traffic movements at speeds consistent with the terrain conditions.

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The cross-sectional elements (traffic lane / shoulders / median width etc.) have been

standardised by the IRC / MoRTH. According to the present policy, the width of

median for National Highways should be 5.0m including 0.25 wide edge strips on

either side. Application of this width for one side widening would call for space,

which is just available in general (45m), but where embankment is high as is at

present in some lengths of the Project Road, particularly on approaches to ROBs, it

would call for additional land acquisition.

The Consultants suggest the following cross-section for Plain terrain with no roadside

developments and long straight stretches with few intersections:

Operating speeds are expected to be of the order of 80-100 Kmph for passenger

vehicles and lesser speeds for slow moving heavy and articulated vehicles which have

to keep to the left of the carriageway. A wide median planted with hedges to shield

off headlight glare is a desirable requirement. For this case, 5.0 m wide median

including 2 x 0.5 m edge strips, 2 x 7.0 m carriageway, 2 x 1.5 m paved shoulders and

2 x 2.0 m earthen shoulders are proposed. For one side widening, this works out to a

width of 25-27 m from centerline of existing carriageway to cover edge of the new

roadway. However, where the ROW is extremely limited, additional land needs to be

acquired.

At present there are several underground and over-ground utilities running along the

roadside within ROW. For 4/6-laning these will need relocation. It will be possible to

relocate the existing utilities at the extreme edge of the new ROW.

5.5.5 Improvements to Cross Sectional Elements

The basic 2-lane carriageway width of 7 m is provided for both the carriageways. The

paved shoulder width of 1.5m and earthen shoulder (i.e. an enlargement or projection

or offset, as for keeping something in place or preventing movement past the

projection) width of 2.0 m is suggested at the time of 4-laning. The cambers (i.e. a

slight upward convex curve) in straight stretches will be 2.5% for carriageway and

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3% for shoulders. The median width will be 5 m including edge shyness of 250 mm

on either side.

The proposed median width will not be uniform throughout the Project Road length

due to the following reasons:

� In many cases the existing road has substandard curves; these may be improved

to absolute minimum radius of 155 m; however, for new

carriageways we can have desirable minimum radius of 230 m (if local

geometry, ROW and site condition permits).

� The defects of existing road need not be carried over to new carriageway by

rigidly sticking to uniform median width. Many kinks, reverse/ compound

curves in existing road can be eliminated in new carriageway alignment.

� Better traffic flow and safety should be the criteria for new carriageway rather

than uniform median width. Except for head light glares during night driving,

the median width has no effect on the traffic flow. At locations of narrow

median, suitable anti-glare devices may be installed.

� In case of short length cut sections, it may be preferable to have median upto

10m in width, which can act as a screen wall for the existing traffic on NH-3

and will not get affected due to blasting operations for the adjoining 2-lane

carriageway.

� To avoid cutting of trees in dense wooded sections, median width can be

increased locally, like being done in Pune-Satara-Kolhapur project.

� Varying median widths will be required in case of approaches to existing ROB

with footpaths. The new ROB will have footpath, if any, on outer sides.

� A number of minor bridges have already been widened by PWD to 3-lanes.

This widening for some of the bridges is on left, for some it is on right and for

some it is symmetrical. Since the roadway of one-of the dual carriageway has

to match the minor bridge width, there will be varying median width on the

approaches to these bridges.

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� There are three stretches where existing railway line is very close to the

existing NH-3. Improvements to existing 2-lane are possible within the

available land but it is insufficient for future widening of the present 2-lane to

3-lane. Thus widening has to be on the median side locally in such stretches. In

other words the median width in these stretches will be minimum of 8.5 m

(normal 5 m plus additional 1-lane width reservation of 3.5 m) with tapering to

standard 5 m on both ends. This aspect has been kept in mind while fixing the

alignment.

5.6 Bridges and Culverts

The improvement proposal for bridges and structures essentially consists of two

components:

Upgradation of project corridor by provision of new bridges and structures for

new adjacent additional carriageway.

Widening / rehabilitation / replacing the bridges and structures on existing

road.

Upgradation by provision of bridges and structures on new additional

carriageway:

The bridges and structures on new alignment are proposed adjacent to the existing

structure on one side with median gap in between the old and new structure.

All the major bridges, minor bridges, ROBs and Cross Design (CD) structure on new

alignment will have clear carriageway width of 11.0 m to cater for 3 lanes traffics.

R.C.C. crash barriers as per the Ministry of Surface Transport (MOST) guidelines are

proposed on either side of the carriage way for major bridges, minor bridges and

ROBs.

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As there are no footpaths on existing major and minor bridges, no footpaths are

proposed for new major and minor bridges. The existing ROB at Bortembe (Km

459/200) only is having footpath on either side. However for all ROB structures on

new alignment, footpath is proposed on one side (outer side), as Railways normally

insist provision of footpaths.

The new ROBs are adjacent to existing ROBs; hence span length of new ROBs will

be matching with existing ROBs. The vertical clearance of 6.525 m above rail top will

be provided for all the new ROBs as per present Railway requirements.

The span arrangement for major bridges and minor bridges is such that the span

length of new bridge is either equal or multiple of the span length of the existing

bridges so that the piers of the new bridges are in line with those of the existing

bridges in order to facilitate smooth flow of water.

The improvement proposal for the road corridor will require additional structures like

grade separators, viaducts, subways etc. and the same are indicated on the alignment

plan.

Widening / rehabilitation / replacing the bridges and structures on existing road:

The existing major bridges, minor bridges and ROBs on the existing road required to

be repaired / rehabilitated / widened / replaced to cater for safe movement of present

day traffic and traffic expected in future. The repair / rehabilitation for existing

bridges are proposed as contained in IRC: SP-40-1993 – Guidelines on Techniques

for Strengthening of Bridges.

The widening / rehabilitation of bridges, ROBs and structures on the existing road is

proposed based on the following input data collected on the project corridor :

Survey and Inventory of Bridges and Structure.

Condition Survey of Bridges and Structure.

Data collected from the P.W.D. Registers and Drawings.

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Information received about repairs and rehabilitation done by the P.W.D.

The information collected during inventory, condition survey along with data

collected from various authorities is used for classification of bridge condition.

Bridges are classified considering the nature and magnitude of distress in the different

categories.

Category I : Structures in Good Condition.

Category II : Structures requiring minor improvements.

Category III : Structures requiring strengthening.

Category IV : Structures requiring replacement.

There are three major bridges on the project corridor. The condition category of these

bridges is listed in Table 5.3, Condition Category of Major Bridges on the Project

Highway, below.

Table 5.3: Condition Category of Major Bridges on the Project Highway

Sr. No.

Chainage Name Condition / Category

1 479/500 Kasara Bridge III

2 482/020 Mokhavane Bridge III

3 530/840 Kumbheri Bridge II


There are six ROBs in the project corridor. The condition category of existing ROBs

is listed in Table 5.4, Condition Category of ROB’s on the Project Highway, below.

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Table 5.4: Condition Category of ROBs on the Project Highway

Sr. No. Chainage Name Condition/ Category

1 445/250 ROB (at Padali) II

2 451/200 ROB (at Ghoti) I

3 459/200 ROB (at Bortembe) II

4 486/660 ROB (at Umbermali) II

5 494/600 ROB (at Khardi) I

6 515/690 ROB (at Asangaon) I


There are twenty Minor Bridges in the project corridor. The condition category of

existing Minor Bridges is listed in Table 5.5, Condition Category of Minor Brides on

the Project Highway, below.

Improvements to above listed major bridges, ROBs and minor bridges are

categorised in three different forms:

Widening of carriageway of structure.

Repair / Rehabilitation of structure.

Replacement of structures.

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Table 5.5: Condition Category of Minor Bridges on the Project Highway

Sr. No. Chainage Name Condition /Category

1 441/850 Minor Bridge III

2 447/680 Minor Bridge I

3 456/200 Minor Bridge II



6 485/400 Stone / FJCC Arch Bridge II






12 513/680 Bharangi Minor Bridge II



15 523/350 Sarmala Minor Bridge II







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5.7 Median

Generally standard 5.0 m width median will be proposed but it may be physically

difficult and impracticable to have the standard 5.0 m median for the entire length of

the Project Road because of passage through built-up areas with inadequate land and

the presence of cluster of trees. As dictated by site conditions, the median width

(including edge strips) will vary from 2.0 m to as high as 9.0 m wherever required but

in general it will be maintained as 5.0 m.

The median will be of raised kerb type, and the kerb (a row of stones on the outer

edge of the road to protect or control) lines will be parallel (maintaining uniform

median width) from aesthetic consideration. Non-mountable kerb having a height of

250 mm from adjoining road surface is proposed.

5.8 Service Roads

Totally 12 km length of service roads is proposed along the national highway to

pickup traffic from adjoining industrial, residential and commercial areas to channel

its flow to the national highway either through the subways or median breaks at road

junctions. The purpose is to ensure safety of through traffic and locally generated

traffic. And secondly not to hamper the speed of through traffic due to mixing with

slow moving local traffic. The list of proposed service road is given in the Table 5.6,

List of Proposed Service Roads, below.

The length of 12 km service road does not include the small lengths of service roads

to be provided at vehicular subways, which will form part of subway system.

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Table 5.6: List of Proposed Service Roads

Sr. Location Chainage Side Length (m) RemarksNo. From To

1 440/000 441/000 Left & Right 2000 Industrial/commercialareas near Gonde.

2 452/500 452/100 Right 400 At Ghoti.

3 456/800 458/650 Right 1850 To connect Igatpuri with college between Igatpuri & Ghoti.

4 460/700 463/800 Right 3000 In Igatpuri as requested by Municipality.

5 474/000 474/500 Left & Right 1000 Latifwadi.6 493/350 494/000 Left & Right 650+650 At Khardi.7 506/000 507/200 Left 1200 Atgaon industrial area.

8 508/780 509/000 Right 220 Connects Pundhe road to median break at Hotel Take off.

9 522/100 522/900 Right 800 Near Jindal Factory.

10 527/350 527/500 Left 150 Near Khoshimbi


5.9 Junction Improvements

There are 79 road crossings on the existing National Highway, which have been

identified along the length of the Project Road. The importance of these cross roads

vary from that of a State Highway to every minor village road connecting small

habitations nearby. The list also includes an important planned road connecting NH-3

at Ghoti to Aurangabad via Sinner, which is a Toll Road Project already under

construction. Depending upon the importance of the connecting roads, traffic counts

were taken wherever there appeared need of grade separation. In such cases details of

turning traffic are known.

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At other locations, importance of the connecting roads for the highway was assessed

by observation by watching movement of cross traffic at individual junctions.

Because of large number of junctions with cross roads and large variations in their use

by traffic and the people using them, a judicial selection of the type of treatment to

road junction has to be provided at individual crossing, keeping in view the need for

level of service and period of service to the connecting road user, economy in

construction of the Project Road and flexibility to change the design of road junction

in the future when the time warrants it.

On the basis of above considerations some guiding criteria was kept in the mind by

the team of the Consultants while visiting the site, assessing the field situation and for

proposing solution to each such case, which are briefly discussed below:

Criteria adopted for making proposal for junction improvements:

i) There could be several ways of proposing types of treatments to road junctions

at each crossing considering the importance of cross road, terrain and the

topography. The treatments are such as improving the junction at grade, (with

rotary, traffic signals, and road cautionary signs), providing grade separation

(over passes/ underpasses and subways) or median break.

ii) This is a BOT project and should have minimum leakage for toll collection. At

the same time the highway can't be totally access controlled and the numbers

of accesses to be provided have to be brought down to the maximum possible

extent commensurate with the economy of the project.

iii) While selecting the type of crossing, one has also to give a thought to its

impact on the level of service for the through traffic on the highway.

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The types of treatments at Crossings:

Median Break :

This is the simplest and cheapest form of crossing and could be very easily

incorporated on NH-3, where and whenever required additionally in future

also. The main disadvantage of this is that, it affects the speed of vehicle on

National Highway if the breaks in median are provided at closer interval. This

is meant for low volume of turning traffic on to cross road and vice versa. It

will be a facility for highway traffic to move over to cross road and for

changing direction on highway by taking 'U' turn.

The existing road side facilities like Hotels, Motels, Petrol pumps which are

now on the cross road, but have been permitted access to the highway at

present have either to be given continued access to one of the adjoined

carriageway or provided with a service road. If the service road construction

cost is high, then for the present, the individual property owners of above shall

have access to the highway with restriction of only left turn movement and

they can change over to other carriageway by taking a 'U' turn through the

nearest break in median only. The list of proposed median breaks is given in

the Table 5.7, List of Proposed Median Breaks on the Project Highway,

below:

While deciding the location of the median, we have to ensure that a sufficient length

of the highway on the both sides is visible, which will minimize chances of accident

for traffic on both main road and the crossroad. To ensure further safety for through

traffic it is desirable to provide cautionary sign boards in advance, flickering amber

lights at the location of median break.

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Table 5.7: List of Proposed Median Breaks on the Project Highway

Sr.No. Chainages w.r.t. km stones Location Description 1. 441/000 Near EBG Industries 2. 445/100 To Jindal Polyester 3. 452/200 To Vaitarna 4. 453/140 To Ghoti 5. 455/050 To Ghoti 6. 457/000 Near Take Ghoti / To College 7. 458/635 To Igatpuri 8. 462/410 Nandgaon Sado – Igatpuri 9. 463/350 Talegaon – Igatpuri 10. 465/375 At Manas Resort 11. 465/875 At Ghatan Devi Temple 12. 476/500 Near Chintaman Wadi 13. 479/160 To Kasara 14. 481/000 Washala – Kasara Jn. 15. 483/470 Kasara / Mokhavane Jn. 16. 487/300 Shirol 17. 491/150 to Verscot 18. 497/300 To Ratandhale 19. 500/300 Batsa Nagar 20. 504/580 To Pendhardhol 21. 506/400 Atgaon Rly Stn. 22. 509/000 Hotel Takeoff/Pundhe Industrial Area 23. 511/750 To Shahapur 24. 517/00 Asangaon Old NH-3 exit 25. 520/990 Vashind Old NH-3 exit 26. 524/900 To Kasne 27. 531/830 To Borivali / Padghe Entry 28. 533/420 Padghe (old NH-3) exit 29. 536/600 To Boirpada


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i) At grade junction :

After site inspection, it is found that there is no junction suitable for providing

rotary or fully signalised traffic junction. However, for the turning traffic at

important junctions, waiting for switching to either to cross road or to the

other carriageway, suitable provision of storage lane will be made in the

design of at grade road junction.

ii) Grade separated junctions (Subways) :

After studying the site situation, seven numbers of subways are proposed for

construction below the national highway, so that local slow moving traffic

(like bullock carts and cycles), pedestrians and cattle can cross safely the

national highway at lower level without hindrance to the through traffic. To

cater for local crossing vehicular traffic, six numbers of subways (with

minimum 4.5 m vertical clearance) have been proposed. The list of proposed

subways is given in the Table 5.8, List of Proposed Subways, below:

The list of proposed subways will show that they are not equally spaced. According to

site conditions, the spacing varies. For example there is one subway at village

Khambale km 452/150 and the next one is at Khardi near chainage km 493/830. Thus,

for in between 40 km of road lengths, there is no subway proposed. This is because

Igatpuri is a flat, water logged (during monsoon) area with low embankment where

subway provision is not desirable. Instead, service roads and median breaks with

improved junction at grade will cater to local pedestrian and vehicular movements. In

the case of Ghoti, the road passes through undulating area and the road being a bypass

to the old national highway, the town itself is on one side of the road. However,

cognisance has been taken of the Ghoti - Aurangabad road junction with national

highway.

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Table 5.8: List of Proposed Subways

Sr.No. Chainages Location Description

Type Remarks Size (m)

1 446/800 Mundegaon. P&C 6.0x3.5

2 449/500 Manik Khamb Jn. P&C 6.0x3.5

3 452/150 Khambale Jn. P&C 100m away from Jn. 6.0x3.5

4 493/830 Khardi Rly Stn – Vaitarna Jn.

Vehicular 10.5x4.5

5 512/450 Shahapur – Murbad Jn.

Vehicular 10.5x5.0

6 513/035 Goteghar – Shahapur Jn.

P&C 20m away from Jn. 6.0x3.5

7 514/950 Asangaon Rly Stn Shahapur Jn.

Vehicular 10.5x4.5

8 522/900 Vashind Jn. Vehicular 10.5x4.5

9 527/500 Koshimbi Jn. Vehicular Connected with service roads on left and right

(150m) to serve 2 more Jns.

10.5x4.5

10 529/100 Dohale Jn. P&C 6.0x3.5

11 534/900 Bapgaon / Kalyan Jn.

Vehicular 130m away from Jn. 10.5x4.5

12 535/900 Vahuli Jn. P&C 50m away from Jn. 6.0x3.5

13 536/650 Boir Pada Jn. P&C 6.0x3.5


Note : i) The exact locations (siting) and the sizes of subways will be reviewed

during PPR stage.

ii) P & C stands for Pedestrian and Cattle Subway.

At Khardi (km 493/830) and at Shahapur (km 512/450), there are two proposed

subways. In between over 20 km length there are 4 median breaks and service roads at

3 locations wherever requirement is warranted. The reasons for this are existence of

Cherpole ghat (km 509/500 to 511/500) and absence of important road junctions.

91

Service roads and break in median are proposed suitably to pick up traffic from the

Atgaon industrial area.

There is a subway at km 514/950 near Shahapur and the next one is at km 522/900

near Vashind at a distance of 8 km. Between these two proposed subways, there is a

provision for two median breaks, one at Vashind old NH-3 junction and the other at

Asangaon old NH-3 junction over the stretch of 8 km. There is hardly any local

pedestrian/ cattle movement justifying any more provisions.

5.10 Toll Plaza

The location of the toll plazas will depend upon commercial aspect of collecting

maximum revenues as the road will not be fully access controlled and also to some

extent be dependent on geography and suitability of the sites. Criteria for proposing

locations of toll plaza are suggested below:

Toll Plazas (Area required = 600m x 100m)

1) Easy access, water/ power supply, nearby town, Rly station, bank security

etc.

2) Maximum toll collection.

3) Land cost and development cost.

4) Trees, H T Lines, Petroleum pipe line, water main, OFC cables,

Telephone/ HT/ LT, closeness to railway tracks, water bodies.

5) Away from Ghat or deep cuts or high bank.

6) No major bridge of ROBs.

7) Road to be on mild grade and on straight alignment as far as possible.

8) Facility for provision of other amenities.

9) Outside forest areas.

10) Cross roads if any need to be diverted through service roads.

92

For a 4-lane wide road, it is proposed to provide 5 bays on each carriageway. The

requirement of size for the proposed Toll Plaza is given below.

Total area to be acquired will be about 600m x 100m = 6 ha.

As per stipulation in the BOT documents, the Concessionaire has to identify locations

for Toll Plaza and P1U complex.

5.11 Proposed Wayside Amenities

Amenities required by the road users are to be provided as a part of this BOT project.

As the highway is one of the old National highways in this area, need based amenities

already exist along the length of this highway. However, there was no policy plan to

guide and control development of amenities except for building line and control line

regulations. The initiative for development of amenities came mainly from private

entrepreneurs.

While planning for amenities at this stage, one has to take into account the present

ones and the additional amenities required to supplement them. Criteria also need to

be decided regarding in-between positioning of similar types of amenities like say

petrol pumps or hotels/ motels. Smooth entry and exit facility at any location for the

traffic will cause least disturbance to the main flow of traffic. From this point of view

it would be advantageous to have separate set of amenities on both the sides of

roadway as this is going to be a divided carriageway system.

A policy also needs to be laid down as to the method to be adopted in the

development of additional amenities and permitting continuation of existing amenities

within the frame-work of policy plan. Alternative avenues available have to be given

thought first.

1. Acquire the land required for amenities and give it to the BOT operator to

develop it as per architectural guidelines prepared for its development.

93

2. Permit BOT operator to contract with private entrepreneurs for development

of amenities and running them during the period of Concession.

3. Owner to take functions under (1) and (2), directly without involving BOT

operator or,

4. Notify areas earmarked for development of various amenities and leave it to

the private entrepreneurs to develop these like as it is being done at present

(though not much control exercised at owners’ level).

Some of the amenities like grade separated crossings, subways, pedestrian / cattle

crossings and parallel service roads etc. are already incorporated in the road plan

which is necessary for safety of through and cross traffic.

There are also some amenities like parking places, hotels, restaurants, petrol pumps,

workshops, necessary for leisure and locations along the length have to be decided

first. Some of the amenities can be grouped to be more useful like petrol pumps,

restaurants, repair shops, toilets, parking places and telephone booths etc. which could

be at 10 km distance (maximum). Such a group of amenities can be kept staggered on

both the sides of the roadway.

Hotels and motels also could be located at 10 km distance (maximum) but a little

away from the crowds of restaurants, parking places and petrol pumps.

Weighbridges can be provided at toll plazas and additionally if required at petrol

pumps.

There are a few built up bus sheds along the road. Most of the wayside villages are

within one or two km distance from the highway. There are road transport bus sheds

or pickup points. Some of the bus sheds are obstruction to vision. Therefore, it is

proposed to provide bus bays with covered sheds and the locations are shown in the

Proposed Project Plan. Table 5.9, Proposed Bus Bays on the Project Highway, Table

5.10, Existing Factories on the Project Highway, Table 5.11, Existing Hotels on the

Project Highway, Table 5.12, Industrial Estates on the Project Highway,

94

Table 5.13, Existing Petrol Pumps on the Project Highway, Table 5.14, Proposed

Truck Lay – Byes on the Project Highway, and Table 5.15, Others, below gives the

list of existing as well as proposed facilities along the Project Road.

Table 5.9: Proposed Bus Bays on the Project Highway

Sr.No. Location Description Side 1 441/000 EBG Industries Left & Right 2 443/200 Padhi – Mukhavne Jn Left & Right 3 453/000 Ghoti Left & Right 4 464/600 Igatpuri Left & Right 5 474/000 Latif Wadi Left & Right 6 483/400 Kasara / Mokhavane Left & Right 7 499/800 Bhatsa Dam Left & Right 8 506/600 Atgaon Left & Right 9 517/000 Asangaon Industries Left & Right 10 522/900 Vashind – Jindal Industries Left & Right 11 524/900 Kasne Village Left & Right 12 529/000 Dohale Village Left & Right 13 531/700 MSEB, Padghe Left & Right 14 534/200 Arjonli Jn Left & Right 15 535/800 Vahuli Jn Left & Right


95

Table 5.10: Existing Factories on the Project Highway

Sr.No. Location Description Side

1 441/000 Inox Air Factory Right

2 441/050 EBG Industry Right

3 444/500 Factory Right

4 445/000 Jindal Polyester Factory Right

5 457/200 Kitply Industry Left

6 490/900 Lalit Profiles Industry Right

7 494/000 Pragati Chemicals Factory Right

8 499/600 Vrindavan Agri. Pvt. Ltd. Left

9 518/200 Kingfisher Mineral Water Factory

Left

10 521/600 Diamond Steel Factory Left

11 523/000 Jindal Factor (522/900 to 523/400)

Left


96

Table 5.11: Existing Hotels on the Project Highway


1 440/000 Hotel – Rahi Left

2 440/200 Hotel – Excel Star Right

3 442/400 Hotel Tarang Right

4 451/800 Hotel Darna Right

5 463/500 Hotel Ashwin Right

6 465/500 Hotel Manasa Right

7 483/200 Hotel Saikrupa Left

8 487/000 Hotel Sagar Left

9 497/200 Hotel Green View Left

10 499/300 Hotel Raviraj Resort Left

11 503/400 Hotel Midway Right

12 509/100 Hotel Take Off Left

13 511/050 Hotel Rajkiran Left

14 511/600 Hotel Radheshyam Right

15 517/300 Hotel Diamond Retreat Left

16 520/400 Hotel / Resort Shetron Left

17 520/500 Hotel Dingra Left

18 524/400 Hotel New Grand Right

19 524/900 Hotel Kasne Right

20 526/200 Hotel Jai Gurudev Right

21 532/500 Hotel Moon Light Resort Left

22 533/800 Hotel Hindola Right

23 534/300 Hotel Saidham Right

24 535/400 Hotel Pushkara Mela Left

25 537/550 Hotel Rajputana Right

26 538/550 Hotel Karishma Right

27 538/600 Hotel Shangrila Left


97

Table 5.12: Industrial Estates on the Project Highway


1 506/750 Industries – Atgaon (506/500 to 507/000) Left

2 509/000 Industries – Pundhe (508/900 to 509/300) Both

3 515/000 Industrial Estate – Shahapur Left

4 515/800 Industrial Estate – Asangaon (517/000 to 517/300) Right


Table 5.13: Existing Petrol Pumps on the Project Highway

Sr.No. Location Description Side 1 452/500 Near Vaitarna Jn. Right 2 452/900 At Vaitarna Jn. Right 3 457/300 Near Ghoti (Opp. To College) Left 4 458/200 Near Bortembe Village Left 5 473/800 At Latif Wadi Left 6 478/100 At Chintaman Wadi Right 7 493/900 At Khardi Left 8 500/000 Near Batsa Nagar Jn Right 9 515/000 Asangaon – Shahapur Jn Right 10 515/000 --- do --- Right 11 531/500 MSEB, Padge Right 12 531/800 MSEB, Padge Right 13 533/700 Near Kurund Jn Right 14 535/000 Near Bapgaon / Kalyan Jn Right 15 535/100 Near Bapgaon / Kalyan Jn Right 16 536/600 Near Boirpada Jn Right 17 536/700 Near Boirpada Jn Left 18 536/800 Near Boirpada Jn Right 19 537/500 Near Kuksa Borivali Jn Right 20 537/550 Near Kuksa Borivali Jn Left 21 538/500 Near Gangarpada Jn Right 22 538/500 Near Gangarpada Jn Left 23 538/700 Near Gangarpada Jn Left


98

Table 5.14: Proposed Truck Lay-Byes on the Project Highway


1 450/800 Near Ghoti – Old NH-3 Right

2 464/200 Near Igatpuri Right

3 483/000 Near the end of Kasara Bypass Left

4 488/900 Near Umbarmali Substation Old NH-3 Right

5 498/500 Near Lahe Village Old NH-3 Right

6 524/400 Near Pali Village Jn Left

7 529/500 Near Dohale Village Jn Right

8 530/000 Near Kumbheri River Left

9 531/000 Near Kumbheri River Right


Table 5.15: Others


1 481/500 Township – Silver City Right

2 489/900 Sub Station Left


5.12 Sources for Raw Materials

Based on discussions with PWD officials, Maharashtra and information available

from soil and material reports of MERI and FSR / DPR for Mumbai – Nashik

Expressway, various borrow area and quarry sources were identified and extensive

material surveys and investigations were conducted to assess their potential for

quantities and quality within the economical lead. Representative samples were

collected from each source for their characterization. Details of borrow and quarry

material sources that were investigated by the Consultants are given in PPR and the

list of quarries is presented in Table 5.16, List of Quarries as per MERI Reports.

99

Table 5.16: List of Quarries as per MERI Reports

Type of Quarry

Total along Existing NH-3 in Districts

Quarries within economical lead along NH-3 (km 440 to km 540)

NASHIK THANE NASHIK THANE

METAL 17 10 5 9

MURUM 13 9 8 8

SAND 2 - - -


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