Detail Project Report

RAJKOT SMART CITY-GUJARAT

integrated transportation management system for Rajkot smart city in Gujarat for technical
support on non-motorised transport facilities
 TABLE OF CONTENTS
TABLE OF CONTENTS............................................................................................................................... 1
List of Figures .......................................................................................................................................... 3
List of Tables ........................................................................................................................................... 3
Abbreviations .......................................................................................................................................... 4
1. Introduction .................................................................................................................................... 5
1.1 Background ............................................................................................................................. 6
1.1.1 Walking ........................................................................................................................... 6
1.1.2 Cycling ............................................................................................................................. 6
1.2 Scope of Work: ........................................................................................................................ 6
2 Rajkot Smart city footpath and NMT .............................................................................................. 7
2.1 Site Introduction ..................................................................................................................... 7
2.2 Master Plan Details of Rajkot Smart City ................................................................................ 7
2.3 General Site Investigations ..................................................................................................... 9
3 Policy framework and Standards: for NMT................................................................................... 10
3.1 The National Transport Development Policy Committee (NTDPC) ...................................... 10
3.2 National Urban Transport Policy (NUTP) 2014, GoI .............................................................. 10
3.3 Unified Traffic and Transportation Infrastructure (Planning & Engineering) Centre
(UTTIPEC) (2010) ............................................................................................................................... 10
3.4 Indian Road Congress (IRC) ................................................................................................... 11
3.5 Institute for Transportation and Development Policy (ITDP) (2009) .................................... 11
4 NMT and footpath Design Details ................................................................................................. 13
1.1 Cycle Track ............................................................................................................................ 14
1.2 Pedestrian Track.................................................................................................................... 14
5 Safety and Guidance (Signage and markings) ............................................................................... 16
5.1 Road Signage ......................................................................................................................... 16
5.2 Cycle marking on the tracks .................................................................................................. 17
5.3 Benefits of NMT .................................................................................................................... 19
5.3.1 Economically Viable ...................................................................................................... 19
5.3.2 Environmental Friendly ................................................................................................. 19
5.3.3 Health Benefits.............................................................................................................. 19
5.3.4 Transport Options ......................................................................................................... 19
5.3.5 Others............................................................................................................................ 19
5.4 Encouraging NMT and Pedestrian ........................................................................................ 19

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6 Materials, Design and Maintenance ............................................................................................. 21
6.1 Cycle Track ............................................................................................................................ 21
6.1.1 SUBGRADE..................................................................................................................... 22
6.1.2 DRY LEAN CONCRETE .................................................................................................... 22
6.1.3 PAVEMENT QUALITY CONCRETE (PQC) ......................................................................... 24
6.2 Pedestrian Track.................................................................................................................... 24
6.2.1 WET MIX MACADAM..................................................................................................... 25
6.2.2 PAVER BLOCK ................................................................................................................ 26
6.2.3 Advantages and Limitations ......................................................................................... 27
6.2.4 Physical Requirements .................................................................................................. 27
7 Bill of Quantity (BOQ) ................................................................................................................... 28

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 List of Figures

Figure 2-1 Location of Rajkot Smart city ABD Area................................................................................. 7

Figure 2-2 Master Plan of Rajkot ABD Area ............................................................................................ 8
Figure 2-3 Elevation map of the ABD Area ............................................................................................. 9
Figure 4-1 Location of NMT Corridor ................................................................................................... 13
Figure 4-2 Typical Cross-section of NMT Corridor ................................................................................ 14
Figure 5-1 Compulsory Control signage for NMT and footpath ........................................................... 16
Figure 5-2 Cautionary Warning Signs for Bicycles ................................................................................ 16
Figure 5-3 -Facility Information Signs for NMT ..................................................................................... 17
Figure 5-4 Parking Sign for Cycle Parking.............................................................................................. 17
Figure 5-5 Bicycle Lane markings (all dimensions in mm) .................................................................... 18
Figure 6-1 Typical cross section of cycle track and footpath crust. ...................................................... 21
Figure 6-2 Color on track marking segregating cycle track with footpath............................................ 21
Figure 6-3 Paving Quality Concrete Cycle Track ................................................................................... 23
Figure 6-4 Self compacting concrete .................................................................................................... 24
Figure 6-5 Various types of ICBP units .................................................................................................. 26
Figure 7-1 Cost Estimate for NMT footpath and cycle track................................................................. 28

List of Tables
Table 3-1 Required width of Footpath as per adjacent Land use ......................................................... 11
Table 4-1 Length of the proposed NMT Corridors ................................................................................ 13
Table 4-2Capacity of Cycle Tracks as per IRC ........................................................................................ 14
Table 4-3 Capacity of Footpath ............................................................................................................. 14

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 Abbreviations

S. No. Abbreviation Full Form

1. ABD Area Based Development
2. CBP Concrete Block Pavement
3. DLC Dry Lean Concrete
4. GSB Granular Sub Base
5. ICBP Interlocking Concrete Block Pavements
6. ICCC Integrated Control and Command Centre
7. IRC Indian Road Congress
8. ITDP Institute for Transportation and Development Policy
9. MoUD Ministry of Urban Development
10. NMT Non-Motorized Transport
11. NTDPC National Transport Development Policy Committee
12. NUTP National Urban Transport Policy
13. PMGSY Pradhan Mantri Grameen Sadak Yojana
14. PQC Pavement Quality Concrete
15. SAM Stress Absorbing Membrane
16. SCC Self-Compacting Concrete
17. SCC Self-Compacting Concrete
18. SCP Smart City Proposal
19. SP Special Publications
20. UTTIPEC Unified Traffic and Transportation Infrastructure (Planning &
Engineering) Centre

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 1. Introduction
NMT i.e. walk, cycle and cycle rickshaw are Environment friendly mode of transport that belong to
the least polluting, energy efficient, provide public parity and provides occupation. With increasing
urban sprawl, non-motorized transport is losing its earlier importance. The resulting long trip lengths
have made cycling difficult. Further, non-motorized modes are exposed to risk of accidents as they
share a common right of way with motorized vehicles. However, non-motorized modes are
environment friendly and have to be given their due place in the transport network of a city. The
problems being faced by them would have to be mitigated. Government of India, through financial
measures, would support all efforts in this direction.

Non-motorised transport (NMT) modes are an important and integral element of urban transport
worldwide. The significance and function of non-motorised transport varies by country and over
time.

NMT modes help create more liveable communities and cities. They provide healthy exercise and
enjoyment. It is a fact that human beings are walking animals. Environments that are conducive to
walking are conducive to people. Walking is a fundamental and critical activity for physical and
mental health. It provides physical exercise and relaxation. It is a social and recreational activity.
Walking is also a critical component of the transport system, providing connections between homes
and public transport, parking lots and destinations, and within airports. Often, the best way to
improve another form of transport is to facilitate walking. Non-Motorized Transit (N.M.T) is type of
transit where only pedestrian and non-vehicular modes such as Bicycle, Cycle Rickshaw movements
are allowed. NMT are earmarked for all kind of transport systems which doesn’t involve any motor
vehicles.

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1.1 Background
Smart city initiative is promised to provide smart and sustainable solutions for urban transport. Such
type of network is proposed to be developed in Rajkot city and it will be firstly designed for a length
of 4.3 kms. The ABD area is a Greenfield development which is located in proximity of Jamnagar to
Rajkot state highway and Rajkot Road.

1.1.1 Walking
Walk is the most universal form of commuting. All trips, especially PT trips, begin and end with walk.
Walking is critical for success of PT: Walking will reduce vehicle use for short distance commuting:
For weaker sections of society walk is the only choice: Walking enhances urbanity, lifestyle, and
health. Walk facilities should be designed and managed to accommodate a wide range of uses.
People walk alone and in groups, walk pets, push strollers and carts, run, skate, bicycle, stop to gaze
and talk, play and eat on sidewalks and paths. Footpaths serve as both travel-ways and stopping
areas. Walking is a zero-emission mode of transport that needs to be the primary focus of a
sustainable habitat.

1.1.2 Cycling
11.3.1. After walk, cycle is the second most important mode of transport for urban poor. Cycling
should be encouraged because reach and effectiveness of PT can be improved. Cycling contributes
to improving air quality and mitigating climate change, noise reduction and improved physical
health.

Presently, the site is under Greenfield development. The site is located approximately 7 kms away
from the City centre. Existing satellite imaginary shows agricultural land and Nallah adjacent to the
ABD Area.

1.2 Scope of Work:

These broad scopes of work for this report are as follows:

 Study of the various policies and standards for the designing of Footpath and NMT Track
 Preliminary study of the site for design
 Designing of the footpath
 Designing of the cycle track
 Details of the material and techniques
 Cost estimate for the project

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2 Rajkot Smart city footpath and NMT

2.1 Site Introduction

The ABD area of the Rajkot is located on the North West of the city. It is Greenfield development.
The NMT corridors are proposed on the new Roads with ROW more than 24 m and along the water
channels in the master plan. Many of public utilities like shops, kiosks, public plazas, recreational
spaces, elderly sitting spaces, kids play zone, bicycles and many other facilities will be provided
according to the area available on that section. As 4.3 kms is quite large patch so aesthetical
treatment of the whole way will be incorporated to cut the monotony, end-user must go through
sequential unfolding of spaces in their own way.

Figure 2-1 Location of Rajkot Smart city ABD Area

2.2 Master Plan Details of Rajkot Smart City

Rajkot has been selected in the list of 100 Smart cities under the Smart City Mission of Ministry of
Urban Development (MoUD), Government of India launched in June 2015. Moving forward the city is
in the process of preparing a Smart City Proposal (SCP) as a requirement to participate in the Smart
City Challenge. Under the Smart City Challenge, top 20 cities will be selected from 100 shortlisted
cities based on the SCP.

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Figure 2-2 Master Plan of Rajkot ABD Area

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2.3 General Site Investigations
An on-site investigation of the system site area is a prerequisite for study of storm water drainage
requirements. Information regarding capacity of water bodies, elevations and condition & size of
existing natural drains shall be obtained. Topography, size and shape of drainage area, extent and
type of development.

Figure 2-3 Elevation map of the ABD Area

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3 Policy framework and Standards: for NMT
Around 80% of Indian citizens live in an urban environment. They share in their daily life the same
space and, for their mobility, the same infrastructure. Urban mobility accounts for 40% of all CO²
emissions of road transport and up to 70% of other pollutants from transport.
Indian cities increasingly face problems caused by transport and traffic. The question of how to
enhance mobility while at the same time reducing congestion, accidents and pollution is a common
challenge to all major cities in Indian. Cities themselves are usually in the best position to find the
right answer to this question that takes into account their specific circumstances.
Increasing use of personalized transport is one of the key reasons for the growing urban transport
problems including that of increased energy consumption. A shift from personal vehicles to other
mass transit and non-motorized modes is necessary to reduce energy demand from cities. Share of
public transport on the average should be aimed at 60% of motorized trips and 35% of total trips
including walk. Measures such as Road/congestion, fuel and parking pricing, restrictions on Vehicles
use, Road space reallocation, Priority for bus and non-motorized modes and Flexible work hours will
help. The NMT and pedestrian facilities are designed as per the guidelines and standards Issued by
the government.

3.1 The National Transport Development Policy Committee (NTDPC)

NTDPC final report by Working Group on Urban Transport published by MoUD in 2012 suggested
that citywide footpaths for walk and dedicated lanes for bicycles should be provided to promote
these green modes of transport. Funds allocation for major transport infrastructure should be linked
to achieving targets for creating facilities for NMT. Maintenance and upkeep of the road surface with
improved drainage should receive priority. In the institutional framework it also suggested Creation
of separate NMT cell in each Municipal corporation/ Municipality. Short and long term actions are
required to encourage use of Public Transport and to retain the existing modal share of NMT and
walk.

3.2 National Urban Transport Policy (NUTP) 2014, GoI

The Government of India would give priority to the construction of cycle tracks pedestrian paths and
facilities for cycle rickshaws in all cities to enhance safety and thereby enhance use of non-motorized
modes. Footpaths and dedicated cycle lanes should be citywide to assure the commuter that he can
complete his journey all the way by walk or cycle if he so chooses. Provision of such facilities should
be included as a part of mega projects such as rail transit. Funds allocation for major transport
infrastructure should be linked to achieving targets for creating facilities for NMT. Indeed a separate
budget head for such facilities should be created and a separate cell set up in the Municipalities for
planning design implementation and maintenance. Cities would also be encouraged to explore the
possibility of a public bicycle sharing program, where people can rent a bicycle for use in specially
designated areas.

3.3 Unified Traffic and Transportation Infrastructure (Planning &

Engineering) Centre (UTTIPEC) (2010)
UTTIPEC has prepared “Street design guidelines for equitable distribution of road space”, as per the
recommendations of the NUTP. These street designs are adapted for the problems in Delhi, also
made certain universal recommendations for designing of footpaths and bicycle tracks. These
guidelines were designed in consideration road edges more than the road centre, with entire focus

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on safety of pedestrians and bicyclists. The guidelines illustrated various design elements leading to
universal access. It also recommended various lane sizes for Non-Motorized Transport (NMT) lanes
for bicyclists, cycle rickshaws, hand push carts, hawker carts, animal carts etc. It recommended the
minimum acceptable width of NMT lane for single lane movement to be 2.5 metres (p.76). An
important suggestion with respect to bicycle lanes was to avoid kerbs as far as possible on the NMT
lanes (p.86) as kerbs increase the possibility of a bicycle pedal striking it during bicycling and causing
an accident. The minimum width of a footpath was recommended to be 1.8 metres which allows
minimum two people to cross each other comfortably. The footpath should have clear headroom of
minimum 2.4 metres (pp.43-44). Width of footpaths was also recommended according to land-uses
as pedestrian flow is largely determined by it. The guidelines recommended footpath width for
commercial nodes to be minimum 4 metres (Table 3-1)

Table 3-1 Required width of Footpath as per adjacent Land use

S. No Land use Recommended Width

1 Minimum obstacle free walkway width and Residential / 1.8 m
Mixed Use Areas
2 Commercial/ Mixed Use Areas 2.50 m
3 Shopping frontages 3.5 m to 4.5 m
4 Bus Stops 3m
5 High Intensity Commercial Areas 4m

3.4 Indian Road Congress (IRC)

IRC recommends various codes and special publications for the Footpath and cycle tracks. The lists
of the various codes are provided below:

 IRC 011-1962-Recommended Practice for the Design and Layout of Cycle Tracks
 IRC 103 2012 (Guidelines For Pedestrian Facilities)
 IRC SP 063-2004-Guidelines for the Use of Interlocking Concrete Block Pavement
 IRC SP 049-2014-Guidelines for the Use of Dry Lean Concrete as Sub-base for Rigid Pavement
(First Revision)
 IRC SP 062-2014-Guidelines for the Design and Construction of Cement Concrete Pavement for
Low Volume Roads (First Revision)
 IRC 035_Code of practice for road marking /Pavement Markings
 IRC 031-1969-Route Marker Signs for State Routes
 IRC 109-1997-Guidelines for Wet Mix Macadam
 IRC 015-2011-Standard Specifications and Code of Practice for Construction of Concrete Roads
(Fourth Revision)

3.5 Institute for Transportation and Development Policy (ITDP) (2009)

ITDP in its report of better Street Better cities suggested Design criteria and standards for pedestrian
footpath and cycle tracks.
As per mention on page number 8 of the report comfort, continuity, and safety are the governing
criteria for the design of pedestrian facilities. Footpaths should be provided on all streets, except on
traffic calmed small streets. The report suggests that Footpaths should incorporate the following
design criteria:

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 A continuous unobstructed minimum width of 2 m
 No breaks or obstructions at property entrances and side streets
 Continuous shade through tree cover
 No railings or barriers that prevent sideways movement on and off the footpath
 Elevation over the carriageway (e.g. +150 mm) and adequate cross slope for storm water runoff.
At the same time, the elevation should be low enough for pedestrians to step onto and off of the
footpath easily
 Surmountable gratings over tree pits to increase the effective width of the footpath

Similarly on page 10 of the report illustrates the efficient cycle tracks are safe, convenient,
continuous, and direct. On streets with high-speed traffic, cycle tracks can reduce conflicts between
cycles and motor vehicles. Cycle tracks in the median reduce conflicts with parking and street-side
activities. However, street-side cycle tracks may be provided where encroachments due to parking
or commercial activity are minimal, as may be the case if a service lane is available.
As per report the cycle tracks should incorporate the following:

 A minimum width of 2 m for one-way movement and 3 m for two-way movement

 Continuity to allow for reasonable speeds
 A smooth surface material—asphalt or concrete. Paver blocks are to be avoided
 Manhole covers should be avoided and, if unavoidable, should be level with the surrounding
surface
 Continuous shade through tree cover
 Elevation above the carriageway (e.g. +150 mm) that allows for storm water runoff
 A buffer of 0.5 m between the cycle track and parking areas or the carriageway
 At property access points, the cycle track remains at the same level and vehicle access is
provided by a ramp in the buffer

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4 NMT and footpath Design Details
In Rajkot the NMT is designed as per the IRC and various standards. As the study area is a Greenfield
project, the number of pedestrian are estimated based on the master plan. Total 5 corridors are
identified in the smart city as shown in Figure 4-1. The total lengths of the corridors are approximate
4.3 km.

Table 4-1 Length of the proposed NMT Corridors

S. No Name Length in Km
1 Corridor 1 (along Road with 24m ROW) 1.10
2 Corridor 2 (from Corridor1 to lake 3) 0.96
3 Corridor 3 (from Corridor1 to Corridor 4) 0.84
4 Corridor 4 (from lake 3 to Corridor 5 ) 0.60
5 Corridor 5 (from Sector 4 to lake 2) 0.82
Total 4.32

Figure 4-1 Location of NMT Corridor

The typical cross section of the NMT corridor is shown in Figure 4-2. Some of the corridors are
located along the road. The cross section element of the NMT corridor consists of water channel
running in between with properly shaded area and landscape elements. Graffiti walls at N.M.T will
play a major role in creating a visual scene with less maintenance and its appearance will change by
time within put of creative youngsters. Other remaining space will get utilized in landscaping and
other design elements. Street furniture will include park benches, light poles, signage, and other

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requirement as per design also the basic Infrastructure utilities like sewer line, smart toilets, water-
less urinals, water connections, electric connections, proper signage, smart poles, etc.

Figure 4-2 Typical Cross-section of NMT Corridor

1.1 Cycle Track

A cycle track of width 2 meters is to be provided on N.M.T, with SAM (stress absorbing membrane)
topped up with plastic track on both sides. As per IRC the Free cycle tracks or independent cycle
tracks in Rajkot will have width of with a capacity of one way traffic is 2000-5000 whereas two-way
capacity traffic capacity will be 500 to 2000.

Table 4-2Capacity of Cycle Tracks as per IRC

Width of Cycle Track Capacity in number of cycles per day

One-way traffic Two-way traffic
Two lanes 2,000 to 5,000 500 to 2,000
Three lanes Over 5,000 2,000 to 5,000
Four lanes - Over 5,000
Source: IRC 11 - 1962

1.2 Pedestrian Track

Pedestrian track on both side of the cycle track is to be provided of width 2 meters. After basic civil
work the pedestrian track will be finished with SAM (stress absorbing membrane), also the
pedestrian track and cycle track will be differentiated with the steel railings. The capacity as per IRC
will be in range of 2520 person per hour.

Table 4-3 Capacity of Footpath

Width Design Flow in Number of Persons per hour

LOS B LOS C LOS B LOS C
1.8 1350 1890 2025 2835

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 Width Design Flow in Number of Persons per hour
LOS B LOS C LOS B LOS C
2.0 1800 2520 2700 3780
2.5 2250 3150 3375 4725
3.0 2700 3780 4050 5670
Source: IRC 103 - 2012

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5 Safety and Guidance (Signage and markings)

Planning for NMT will increase the safety for vulnerable groups, as they are often the victims of road
accidents. Most of these accidents happen while crossing the road. It has to be noted that solutions
such as pedestrian bridges would not improve things as people often feel it tiring to climb up and
down flights of steps just to cross the road. In many cases people try to avoid using these bridges.
NMT oriented planning includes traffic calming and hence reduces the speeds of cars in
neighbourhoods making them more liveable and safe for all road users.

5.1 Road Signage

As the safety measure following are incorporated for safety concern on NMT Corridors. IRC
recommends various compulsory, facility and information signage. The sign shown in Figure 5-1 (a)
shall notify cyclists that they must use the cycle track at the entrance to which it is placed, and shall
notify the drivers of other vehicles that they are not entitled to use that track. Sign shown in Figure
5-1 (b) shall be used to segregate cycle and pedestrian lanes. Whereas sign shown in Figure 5-1 (c)
shall mean that only pedestrians are allowed and the traffic is not allowed on this road/carriageway.
The sign may be supported by supplementary plate with 'PEDESTRIANS ONLY' written on it.

Figure 5-1 Compulsory Control signage for NMT and footpath

The signage shown in Figure 5-2(a) should be erected in advance of all uncontrolled cycle crossings.
Whereas the signage shown in Figure 5-2 (b) i.e. Cycle Route Ahead (Warning for Cycles on road
ahead) (Mixed Traffic Conditions) is posted in situation where the Cycle Route is approaching, and
drivers are required to slow down.

Figure 5-2 Cautionary Warning Signs for Bicycles

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The sign shown Figure 5-3 (a) in shall be used to provide information about cycle lane to road users
and Figure 5-3 (b) sign used to inform the vehicles about Contra flow of cycles and shall be installed
before beginning of such lane. The sign shown in Figure 5-4 will indicate as cycle parking.

Figure 5-3 -Facility Information Signs for NMT

Figure 5-4 Parking Sign for Cycle Parking

5.2 Cycle marking on the tracks

IRC 35- 1997 recommends that the cycle symbol shall be traced on the cycle tracks as shown in
Figure 5-5 (a). It should be marked on cycle lanes preferably in white colour with red paint in the
background. The size of the symbol can be any of the three sizes mentioned therein. The
termination of a prescribed cycle lane should be indicated by an END marking on the carriageway
Figure 5-5 (b). This must always be used in conjunction with cycle symbol as illustrated in Figure 5-5
(c).

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Figure 5-5 Bicycle Lane markings (all dimensions in mm)

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5.3 Benefits of NMT
5.3.1 Economically Viable
This is a very intricate outcome which is often overseen. Increasing the pedestrian and cycling
options in a commercial area attracts more customers and increases the sales volumes, property and
rental values in the area. A German study in 331 pedestrian areas revealed that 83% of the firms
within the area reported an increase in turnover while only 24% firms outside the area reported an
increase. Another study in Khao San Road, Bangkok revealed that 47% of the retailers agreed that
their sales volumes increased.

5.3.2 Environmental Friendly

NMT is the cleanest mode of travel. Walking and cycling do not emit any emissions or pollute while
being used when compared to the cars.

5.3.3 Health Benefits

Cycling and walking provide aerobic exercise and hence protect participants from heart diseases,
obesity and diabetes. For instance, walking and cycling to work every day could substitute daily
exercise at a gym.

5.3.4 Transport Options

People using NMT for work would have more travel options than just driving a car. For example,
they can take a walk or a bike ride to the public transport station, park their bicycle in the station,
and go to work. This reduces the increased use of car travel and bolsters the efficiency of public
transport.

5.3.5 Others
Further, encouraging NMT will bring out the creative component in architects and planners by using
innovative designs that attract people as in various Indianan cities. The designs become vibrant
public spaces where people meet face to face and the necessity of a car is reduced in the public
spaces. "The city is for the people and not for cars" says Jan Gehl, an architect who successfully
promoted cycling in Copenhagen.

The Sustainable Urban Transport Project (SUTP) has been encouraging NMT among the Asian
municipalities and policy makers for more than three years. The training course developed on NMT
planning can provide assistance to policy makers and urban planners to effectively plan their cities.
SUTP has also been providing assistance to transport authorities in cities, as well as developing
training courses in various cities around the world. Needless to say, any city that would be interested
in developing Non-Motorised Transport modes and/or policies are welcomed by the SUTP Project.

5.4 Encouraging NMT and Pedestrian

There are many specific ways to improve pedestrian and non-motorised transport:

 Improve pavements, crossings, paths and cycle lanes.

 Correct specific roadway hazards to non-motorised transport (sometimes called “spot
improvement” programmes).
 Improve Non-Motorised facility management and maintenance, including reducing conflicts
between users, and maintaining cleanliness.

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 Universal Design (transport systems that accommodate people with disabilities and other special
needs).
 Develop pedestrian oriented land use and building design (New Urbanism).
 Increase road and path connectivity, with special Non-Motorised shortcuts, such as paths
between cul-de-sac heads and mid-block pedestrian links.
 Street furniture (e.g. benches) and design features (e.g. human-scale street lights).
 Traffic calming, streetscape improvements, traffic speed reductions, vehicle restrictions and
road space reallocation.
 Safety education, law enforcement and encouragement programmes.
 Integrate with public transport (cycle/public transport integration).
 Bicycle parking.
 Address security concerns of pedestrians and cyclists.
 Create a multi-modal access guide, which includes maps and other information on how to walk
and cycle to a particular destination.

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6 Materials, Design and Maintenance

The cycle track and footpath are designed and constructed as per the IRC Standards. The typical
cross section of the Foot path and Cycle track is shown in Figure 6-1.

Figure 6-1 Typical cross section of cycle track and footpath crust.

6.1 Cycle Track

A cycle track of width 2 meters is to be provided on N.M.T, with SAM (stress absorbing membrane)
topped up with plastic track on both sides. A cycle track, separated bike lane or protected bike
lane (sometimes historically referred to as a side path), is an exclusive bikeway that has elements of
a separated path and on-road bike lane.

Figure 6-2 Color on track marking segregating cycle track with footpath

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6.1.1 SUBGRADE
The “subgrade” is the in situ material upon which the pavement structure is placed. Although there
is a tendency to look at pavement performance in terms of pavement structure and mix design
alone, the subgrade can often be the overriding factor in pavement performance.

6.1.1.1 Subgrade Performance

A subgrade’s performance generally depends on two interrelated characteristics:

 Load bearing capacity. The subgrade must be able to support loads transmitted from the
pavement structure. This load bearing capacity is often affected by degree of compaction,
moisture content, and soil type. A subgrade that can support a high amount of loading
without excessive deformation is considered good.
 Volume changes. Most soils undergo some amount of volume change when exposed to
excessive moisture or freezing conditions. Some clay soils shrink and swell depending upon
their moisture content, while soils with excessive fines may be susceptible to frost heave in
freezing areas (not really a concern in Hawai’i). Ash, especially on the Big Island, can present
volume change problems.

Poor subgrade should be avoided if possible, but when it is necessary to build over weak soils there
are several methods used to improved subgrade performance:

 Removal and replacement (over-excavation). Poor subgrade soil can simply be removed and
replaced with higher quality fill. Although this is simple in concept, it can be expensive.
 Stabilization with a cementitious or asphaltic binder. The addition of an appropriate binder
(such as lime, Portland cement or emulsified asphalt) can increase subgrade stiffness and/or
reduce swelling tendencies.
 Additional base layers. Marginally poor subgrade soils may be made acceptable by using
additional base layers. These layers spread pavement loads over a larger subgrade area. This
option is rather perilous; when designing pavements for poor subgrades the temptation may
be to just design a thicker section with more base material because the thicker section will
satisfy most design equations. However, these equations are at least in part empirical and
were usually not intended to be used in extreme cases. In short, a thick pavement structure
over a poor subgrade may not make a good pavement.

6.1.2 DRY LEAN CONCRETE

Dry Lean Concrete (DLC) is an important part of modern rigid pavement. It is a plain concrete with a
large ratio of aggregate to cement than conventional concrete and generally used as a base/sub
base of rigid pavement. The compaction of DLC is done under 10 to 12T vibratory roller in field.
Further DLC is mostly made with Ordinary Portland Cement.

 Function of dry lean concrete is to provide firm base to support traffic over PQC pavement.
 There should be no bond between PQC and dry lean concrete.
 After laying dry lean concrete with the help of paver and compacted with roller passes.
 Minimum eight times up and down i.e. total 16 passes. It should be sprayed with MC0 grade
bitumen primer.
 Cracks will appear from 10m to 15 distance depending upon cement quantity, mix grading of
aggregate ,temperature and wind speed, before laying PQC ,500 micron anti-static
polythene sheet shall be laid over dry lean concrete.

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  Cube strength of dry lean concrete shall be 5n/mm2 and above. Higher cement depends
upon the strength required for sub base.
 Max size of aggregate shall not be more than 20 mm.
 Good mix falls in the middle portion, weaker mix falls at the ends. Take sample from the end
and compare with the middle portion of concrete.
 Difference in strength shall not vary more than 6%.

To facilitate quick disposal of water that is likely to enter the subgrade, a drainage layer (GSB) shall
be provided below the sub-base throughout the road width. For further details on the drainage
layer, IRC: 58 may be consulted.

The pace and programme of the lean concrete sub-base construction shall be matching suitably with
the programme of construction of the cement concrete pavement over it. The sub-base shall be
overlaid with Paving Quality Concrete (PQC) pavement not before 7 days after the sub-base
construction.

Figure 6-3 Paving Quality Concrete Cycle Track

6.1.2.1 WIDTH AND THICKNESS OF DLC SUB-BASE

The DLC Sub-base shall extend beyond the pavement edges by 500 mm to facilitate further
construction operations and provide an adequate support for the concrete slab. The extra width
facilitates the movement of paver tracks on the extended DLC. The off-set will be 200 mm in case of
semi mechanized or manual construction.

Although the actual thickness will be governed by the design considerations, a thickness of minimum
150 mm is recommended for all major projects of State Highways and National Highways. When DLC
is adopted as sub base in case of roads other than the above roads its thickness of 100 mm is

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recommended. For further details, IRC:62 'Guidelines for Design and Construction of Low Volume
Roads', may be referred, where in different combinations of constructing other type of sub bases
involving cement treated bases have also been used.

6.1.3 PAVEMENT QUALITY CONCRETE (PQC)

Concrete pavements have been constructed on many rural roads under PMGSY programme. They
are also being widely used on minor roads of cities carrying low volume of traffic because of their
durability even under poor drainage conditions. Concrete pavements offer an alternative to flexible
pavements especially where the soil strength is poor, the aggregates are costly and drainage
conditions are bad. The choice of pavement type depends on these factors and the life-cycle cost.
Concrete pavements can be (i) conventional screed-compacted concrete (ii) Roller Compacted
Concrete (iii) Interlocking Concrete Block Pavements (ICBP) and (iv) concrete pavements with panel
size 0.5 m x 0.5 m to 1.2 m x 1.2 m and depths ranging from 50 mm to 200 mm similar to Thin White
Topping as per IRC:SP:76 in which the upper one third has a discontinuity created by sawing or by
inserting three to five millimetre thick polyethylene strips which are left in the concrete. Self-
Compacting Concrete (SCC) as per Appendix Hi can also be used since it is easy to pour and requires
very little compaction. It has successfully been used in Maharashtra in different trials sections of
rural roads.

Figure 6-4 Self compacting concrete

6.2 Pedestrian Track

Pedestrian track on both side of the cycle track is to be provided of width 2 meters. After basic civil
work the pedestrian track will be finished with SAM (stress absorbing membrane), also the
pedestrian track and cycle track will be differentiated with the steel railings

According to the VPTI encyclopaedia Walkability reflects overall walking conditions in an area, taking
into account the quality of pedestrian facilities, roadway conditions, land use patterns, community
support, security and comfort for walking. Walkability can be evaluated at various scales. At a site
scale, Walkability is affected by the quality of pathways, building access ways and related facilities.
At a street or neighbourhood level, it is affected by the existence of pavements and crossings, and

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roadway conditions (road widths, traffic volumes and speeds). At the community level, it is also
affected by land use accessibility, such as the relative location of common destinations and the
quality of connections between them.

Walkability should take into account:

 Pedestrian network quality (quality of paths, pavements, street crossings),

 Pedestrian network connectivity (how well pavements and paths are connected, and how
directly pedestrians can travel to destinations),
 Security (how safe people feel while walking), and
 Density and accessibility (distance between common destinations, such as homes, shops,
schools, parks).
For example, a busy suburban arterial road can have a high pedestrian ‘Level of Service’ rating,
provided it has pavements and pedestrian crossings at intersections, although walking is actually
quite difficult and impractical as a form of transport due to the wide road widths and dispersed land
use patterns. Increasing clustering and land use mix can enhance walkability, by creating pedestrian
shortcuts and mid-block pedestrian connections, and by locating commercial buildings close to the
pavement, rather than being set back behind large parking lots. Walkability is also concerned with
the ability to stop in the public right-of-way, for example, to rest, enjoy a viewpoint or shop window,
and have a conversation or play. Pedestrian Level of Service standards do not encompass these
factors, although they are critical to the overall utility of walking as a form of transport.

6.2.1 WET MIX MACADAM

The work shall consist of laying and compacting clean, crushed, graded aggregate and granular,
premixed with water, to a dense mass on a prepared sub granular base in one or more layers to
necessary lines, grades and sections. The thickness of single compacted layer shall not be less than
75mm. The thickness to be laid with compacting equipment shall be got approved from the
Engineer.

 Arrangement shall be made to the lateral confinement of wet mix by laying materials in
adjoining shoulders along with that of wet mix macadam layer.
 Wet mix macadam shall be prepared in an approval mixing plant having provision for controlled
addition of water and forced/positive mixing arrangement like pug mill or type mixer of concrete
batching plant.
 Water shall be added with due allowance for evaporation losses. The mixed material should be
uniformly wet and no segregation should be permitted.
 The aggregated mix shall be spread uniformly and evenly by a paver finisher or motor grade with
hydraulic control capable of spreading the material uniformly all over the surface. The surface
shall be carefully checked with templates.
 The rolling shall be done by a smooth wheel roller of 80 to 100 KN weight if the thickness of
single compacted layer does not exceed 100mm. For a compacted single layer up to 200mm, the
compaction shall be done with the help of vibratory roller of minimum static weight of 80 to
100KN or equivalent capacity roller. The speed of the roller shall not exceed 5 Km. / hour.

Rolling shall commence from the lower edge and progress gradually towards the upper edge in
portion having unidirectional cross fall/super elevation.

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For portion with camber rolling should begin at the edge with the roller running forward and
backward until the edges have been firmly compacted. The roller shall then progress gradually
towards the centre parallel to the centre line of the road.

 Rolling should progress parallel to the centre line of the road, uniformly overlapping each
proceeding track by at least one third width.
 If irregularities develop during rolling which exceed 12mm when tested with a 3m straight edge,
the surface would be loosened and premixed material added or removed as required before
rolling again.
 Rolling should be continued till the density achieved is at least 98 percent of the maximum dry
density for the material.
 The finished surface shall be well closed, from movement under compaction equipment etc.
 After final compaction, the road shall be allowed to dry for 24 hours. No vehicular traffic of any
kind should be allowed on the finished wet mix macadam surface till it has dried and the
wearing course lay.

6.2.2 PAVER BLOCK

Concrete paver blocks were first introduced in Holland in the fifties as replacement of paver bricks
which had become scarce due to the post-war building construction boom. These blocks were
rectangular in shape and had more or less the same size as the bricks. During the past five decades,
the block shape has steadily evolved from non-interlocking to partially interlocking to fully
interlocking to multiply interlocking shapes. Consequently, the pavements in which non-interlocking
blocks are used are designated as Concrete Block Pavement (CBP) or non-interlocking CBP, and those
in which partially, fully or multiply interlocking blocks are used are designated as 'Interlocking
Concrete Block Pavement (ICBP).

Figure 6-5 Various types of ICBP units

CBP/ICBP consists of a surface layer of small-element, solid un-reinforced pre-cast concrete paver
blocks laid on a thin, compacted bedding material which is constructed over a properly profiled base
course and is bounded by edge restraints/kerb stones. The block joints are filled using suitable fine
material. A properly designed and constructed CBP/ICBP gives excellent performance when applied
at locations where conventional systems have lower service life due to a number of geological,

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traffic, environmental and operational constraints [1-8]. Many number of such applications for light,
medium, heavy and very heavy traffic conditions are currently in practice around the world.

6.2.3 Advantages and Limitations

There are many distinct features of ICBP as compared to the conventional methods of pavement
construction and hence make it a suitable option for application in the specified areas [7 & 10].
Some of these are:

 Mass production under factory conditions ensures availability of blocks having consistent
quality and high dimensional accuracy.
 Good quality of blocks ensures durability of pavements, when constructed to specifications.
 ICBP tolerates higher deflections without structural failure and will not be affected by
thermal expansion or contraction.
 ICBP does not require curing, and so can be opened for traffic immediately after
construction.
 Construction of ICBP is labour intensive and requires less sophisticated equipment.
 The system provides ready access to underground utilities without damage to pavement.
 Maintenance of ICBP is easy and simple and it is not affected by fuel and oil spillage.
 Use of coloured blocks facilitates permanent traffic markings.
 ICBP is resistant to punching loads and horizontal shear forces caused by manoeuvring of
heavy vehicles
 Low maintenance cost and a high salvage value ensures low life cycle cost.

However, important limitations of the technique are the following:

 Quality control of blocks at the factory premises is a prerequisite for durable "ICBP"
 Any deviations of base course profile will be reflected on the "ICBP" surface. Hence extra
care needs to be taken to fix the same.
 High quality and gradation of coarse bedding sand and joint filling material are essential for
good performance.
 "ICBP" over unbound granular base course is susceptible to the adverse effects of poor
drainage and will deteriorate faster. "ICBP" is not suited for high speed roads (speed above
60 km/h)

6.2.4 Physical Requirements

Since zero slump concrete is used in production of paver blocks, the quality of blocks produced will
depend upon various parameters like the capacity of compaction and vibration of machine, grade of
cement used, water content, quality of aggregates used, their gradation and mix design adopted,
additives used, handling equipment employed, curing method adopted, level of supervision,
workmanship and quality control achieved, etc. Recommended grades of paver blocks to be used for
construction of pavements having different traffic categories.

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7 Bill of Quantity (BOQ)
The total cost of the construction is estimated about 8.03 Cr.

Figure 7-1 Cost Estimate for NMT footpath and cycle track

Total Rs (As
Item RATE
Description Unit Quantity per Rate
No. 2015-16
2015-16)
KERB STONE WORKS
1 Excavation for foundation upto 1.5 m depth Cum 26160.00 259.00 6775440
including sorting out and stacking of useful
materials and disposing off the excavated stuff
upto 50 Meter lead.(C) Hard Murrum

2 Earthwork for embankment including breaking Cum 6540.00 194.00 1268760

clods, dressing with all lead and lift and
including watering rolling and consolidation of
subgrade in layers at O.M.C. to required dry
density including filling the depression which
occur during the process using power roller 8T
to 10T.(E) From Borrow area within 3.0KM.
lead (upto 10 ton)
3 Providing and fixing pre‐cast concrete kerb Cum 1177.20 2995.00 3525714
stone of gray cement based concrete block
30cm length,30cm height and 15cm thick of
M250 grade concrete as per approved design
and including excavation for fixing in proper
line and level, filling the joint with C:M 1:3
(1cement:3fine sand) etc complete. (upto 10
ton)

CYCLE TRACK WORKS

4 Construction of dry lean cement concrete sub Sqm 2616.00 3332.00 8716512
base over a prepared sub-grade with coarse
and fine aggregate conforming to IS:383, the
size of coarse aggregate not exceeding 25 mm,
aggregate cement ratio not to exceed 15:1,
aggregate gradation after blending to be as per
specifications, cement content not to be less
than 150 Kg/cum, optimum moisture content
to be determined during trial length
construction, concrete strength not to be less
than 10 MPA at 7 days, mixed in a batching
plant, transported to site, for all leads & lifts,
laid with a mechanical paver, compacting with
8-10 tonne vibratory roller, finishing and curing
etc. complete as per direction of Engineer-in-
charge.

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 Total Rs (As
Item RATE
Description Unit Quantity per Rate
No. 2015-16
2015-16)
5 Providing and laying Cement concrete work Cum 2616 3188.00 8339808
1:2:4 (1‐Cement : 2‐ Coarse sand : 4‐ graded
stone aggregates 20mm nominal size) and
curing complete excluding cost of formwork
and reinforcement for reinforced concrete
work in (B) Slabs, landing, shelves, Balconis ,
Lintels, Beams, Girders and Cantilever upto
floor two level. (upto 10 ton)

6 Providing and applying 2.5 mm thick road Sqm 872 296.00 258112
marking strips (retro-reflective) of specified
shade/ colour using hot thermoplastic material
by fully/ semi-automatic thermoplastic paint
applicator machine fitted with profile shoe,
glass beads dispenser, propane tank heater
and profile shoe heater, driven by experienced
operator on road surface including cost of
material, labour, T&P, cleaning the road
surface of all dirt, seals, oil, grease and foreign
material etc. complete as per direction of
Engineer-in-charge and accordance with
applicable specifications.
7 Providing and applying 2.0mm thick Plastick Sqm 17440 1600.00 27904000
(cold plastic paint) Roll-on coating with
hardener on existing pavements for marking of
Cycle Track of required colour of superior make
as approved by the engineer-in-charge using
special rollers, wipers, mixing agitator, bruses
etc. i/c cleaning the surface of all dirt, scales,
oil, grease and other foreign material etc. and
lining out all T&P complete.

FOOTPATH WORKS

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 Total Rs (As
Item RATE
Description Unit Quantity per Rate
No. 2015-16
2015-16)
8 Construction of granular sub-base by providing Cum 3488.00 2090.00 7289920
close graded Material conforming to
specifications, mixing in a mechanical mix plant
at OMC, carriage of mixed material by tippers
to work site, for all leads & lifts, spreading in
uniform layers of specified thickness with
motor grader on prepared surface and
compacting with vibratory power roller to
achieve the desired density, complete as per
specifications and directions of Engineer-in-
Charge. With material conforming to Grade-I
(size range 75 mm to 0.075 mm) having CBR
Value-30
9 Providing and laying 200mm Wet Mix Cum 2616.00 2132.25 5577966
Macadam (WMM) base consisting of
aggregates mixture as per the grading
specified, using material obtained from
grading, laying in layers of 75 mm compacted
thickness including breaking / crushing of hard
rock by mechanical means into required
gradation as specified including conveyance of
graded metal with all leads and lifts, including
mixing in a mechanically operated mixing plant
and laying with sensor paver in required lines,
curves, levels, grades and sections, watering
and compacting to 98% of modified proctor
maximum dry density (IS:2720, part-VIII) with
vibratory roller of 8-10 tonne static weight
complete including all leads and lifts as per
MOST’ – 406 specifications. (To be executed
with express permission of the Chief Engineer.)
10 Providing and laying 60mm thick factory made Sqm 17440.00 615.70 10737808
cement concrete interlocking Paver block of M
-30 grade made by block making machine with
strong vibratory compaction, of approved size,
design & shape, laid in required colour and
pattern over and including 50mm thick
compacted bed of coarse sand, filling the joints
with line sand etc. all complete as per the
direction of Engineer-in-charge.

Total 8,03,94,040

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