road development programme punjab

CONSULTING ENGINEERING SERVICES (INDIA) PRIVATE LIMITED

57, Nehru Place (5th Floor), New Delhi - 110 019

Final Detailed Project Report: Part-II

Punjab Public Works Department (B & R)

&

Punjab Infrastructure Development Board

Detailed Project Report for 4 Laning of

Ropar-Nawanshahr-Banga-Phagwara Road

July 2013

Government of Punjab

Volume I – Main Report

Project: Detailed Project Report (DPR) for 4Laning of Ropar-Nawanshahr-Banga-Phagwara Road Page 1of 1 Document: 2010057/Final Detailed Project Report July 2013 Revision: R0

FINAL DETAILED PROJECT REPORT CONSULTING ENGINEERING SERVICES (INDIA) PRIVATE LIMITED

FINAL DETAILED PROJECT REPORT – PART II

VOLUME I MAIN REPORT

VOLUME IA ANNEXURE TO MAIN REPORT

(Attached separately in a bound volume)

VOLUME IIA DESIGN REPORT (ROADS)


VOLUME IIB ANNEXURE TO DESIGN REPORT (ROADS)


VOLUME IIC DESIGN REPORT - Part I (STRUCTURES)


VOLUME IIC DESIGN REPORT - Part II (STRUCTURES)


VOLUME IIC DESIGN REPORT - Part III (STRUCTURES)


VOLUME IIC DESIGN REPORT - Part IV (STRUCTURES)


VOLUME III MATERIAL REPORT


VOLUME IV TECHNICAL SCHEDULES (A, B, C & D)


VOLUME V RATE ANALYSIS


VOLUME VI BOQ & COST ESTIMATE


VOLUME VIIA DRAWINGS–ROADS


VOLUME VIIB -

PART A

DRAWINGS–STRUCTURES (ELEVATED ROADS & FLYOVERS)


VOLUME VIIB -

PART B

DRAWINGS–STRUCTURES (BRIDGES)


VOLUME VIII GEOTECHNICAL INVESTIGATION REPORT


Project: Detailed Project Report (DPR) for 4Laning of Ropar-Nawanshahr-Banga-Phagwara Road Page 1 of 7 Document: 2010057/RH/Vol I/Main Report July 2013 Table of Contents Revision: R0


Volume – I - MAIN REPORT

TABLE OF CONTENTS S No TITLE

Chapter-0 EXECUTIVE SUMMARY

0.1 Project Overview

0.2 Scope of Work

0.3 Description of Project Road

0.4 Traffic

0.5 Surveys and Investigations

0.6 Improvement Proposals

0.7 Pavement Design

0.8 Bridges & Structures

0.9 Cost Estimate

0.10 Construction Time Period

Tables

0.1 Summary of Average Annual Daily Traffic (AADT) in 2010

0.2 Final Layer Thickness Adopted for Overlay & New Pavements (at Ground sections)

0.3 Final pavement thickness adopted for reinforced earth structure portions

0.4 Layer Thickness for New Pavements in Service Roads

Figures

0.1 Index Map

Chapter-1 PROJECT DESCRIPTION

1.1 Introduction

1.2 Objectives

1.3 Scope of Services

1.4 Description of Existing Road Network

1.5 Stages of Services

1.6 Detailed Project Report Chapterisation

Chapter-2 ENGINEERING SURVEYS AND INVESTIGATIONS



S No TITLE

2.1 General

2.2 Inventory and Condition Survey of Road and Pavement

2.2.1 Road Inventory

2.2.2 Road Condition Survey

2.3 Topographic Survey

2.4 Pavement Investigations

2.4.1 General

2.4.2 Benkelman Beam Deflection (BBD) Test

2.5 Subgrade Investigation

2.5.1 Test Pits for Existing Subgrade

2.5.2 Existing Pavement Composition

2.5.3 Laboratory Tests on Subgrade Samples

2.5.4 Dynamic Cone Penetration Test

2.5.5 Investigation for Natural Ground Along Widening Side and Realignment

2.6 Soil and Material Investigation

2.6.1 General

2.6.2 Stone Aggregates For Pavement Courses And Cement Concrete

2.6.3 Sand For Use In Pavement Course And Cement Concrete

2.6.4 Fly Ash

2.6.5 Borrow Soil

2.6.6 Manufactured Materials

2.7 Structures

2.7.1 Introduction

2.7.2 Inventory of Existing Structures

2.8 Cross – Drainage Structures (Culverts)

2.8.1 Introduction

2.8.2 Inventory & Condition Survey of Existing CD Structures

Tables

2.1 Landuse

2.2 Junction Locations

2.3 GPS Coordinates



S No TITLE

2.4 Benkelman Beam Deflection Survey Summary

2.5 Summary of Thickness and Composition of Existing Flexible Pavement Crust

2.6 Atterberg’s Limits of Subgrade Samples

2.7 Dynamic Cone Penetration Tests – Summary of Results

2.8 Details of Stone Aggregate Quarries

2.9 (a,b) Laboratory Test Results of Stone Aggregates

2.10 (a,b) Laboratory Test Results of Sand

2.11 Lead Distance of Flyash Source

2.12 Location of Proposed Borrow Areas

2.13 (a,b) Details of laboratory test results of Borrow area materials

2.14 Summary of Existing Bridges along Ropar-Phagwara

2.15 Summary of Culverts along Ropar-Phagwara

Chapter-3 TRAFFIC SURVEY DEMAND ASSESSMENT

3.1 Traffic Forecast

3.1.1 Approach to Estimation of Growth Rates

3.1.2 Project Influence Area (PIA)

3.1.3 Economic Perspective of Punjab

3.1.4 Past Traffic Growth Trend

3.1.5 Transport Demand Elasticity

3.1.5.1 Using Registered Motor Vehicles as dependent variable

3.1.5.1.1 Suggested Elasticity Values

3.1.5.1.2 Projected Traffic Growth Rates

3.1.5.2 Using Tollable Traffic as dependent variable

3.1.5.6 Adopted Traffic Growth Rates

3.2 Traffic Projection

3.2.1 Estimation of Base Year Traffic and Projections

3.2.2 Normal Traffic

3.2.3 Divertible Traffic

3.2.4 Induced Traffic

3.2.5 Total Projected Traffic



S No TITLE

3.2.6 Capacity Analysis and Assessment of Improvement Requirements

3.2.7 Capacity & Level of Service Guidelines

3.2.8 Existing Level of Service

3.2.9 Improvement Requirements

3.3 Traffic Projections for Nawanshahr and Banga Elevated reach

Tables

3.1 Growth Rate of Punjab Economy in Different Time Period

3.2 Results of Regression Analysis

3.3 Projected Transport demand elasticities for passenger and freight vehicles

3.4 Average Annual Growth of Economic Indicators (%)

3.5 Traffic Growth Rates from Regression Analysis (%)

3.6 Weighted Traffic Growth Rates (%)

3.7 Results of Regression Analysis

3.8 Adopted Growth Rates (%)

3.9 Base Year Normal Traffic (2010)

3.10 Summary of Total Traffic Projections

3.11 Capacity Norms for Assessment of Improvement Requirements

3.12 Existing Volume-Capacity Ratio

3.13 Projected Volume-Capacity Ratio

3.14 Improvement Requirement on Study Road Sections

Chapter-4 IMPROVEMENT PROPOSALS AND PRELIMINARY DESIGN FOR ROAD

WORKS

4.1 General

4.2 Selection of Widening Scheme

4.3 Geometric Design Standards

4.4 Pavement Design

4.4.1 Main Carriageway

4.4.1.1 Common Parameters for Design

4.4.1.2 Design of Strengthening Overlay for Existing Pavement

4.4.1.3 Design of New Pavement



S No TITLE

4.4.1.4 Matching of Bituminous Layers and Recommendation on Pavement Thickness

4.4.1.5 Profile Correction Course

4.4.1.6 Pavement Design for Service Roads


4.5.1 Typical Cross Sections

4.5.2 Service Roads and Extra Lanes

4.5.3 Major Intersections/Congested Built-up areas

4.5.4 Minor Junctions

4.6 Existing Facilities

4.6.1 Project Facilities

4.7 Description Of Proposed Facilities

4.7.1 Toll Plaza

4.7.2 Toll Booth Requirements

4.7.3 Road Side Furniture

4.7.4 Truck Lay Bye

4.7.5 Bus Shelters

4.7.6 U-turns / Median openings

4.7.7 Highway Lighting

4.7.8 Traffic Aid Posts

4.7.9 Highway Patrol

4.7.10 Medical Aid Posts/Ambulances

4.7.11 Crane(s)

4.7.12 Lighting system

Tables

4.1 Basic Data for Design


4.3 Vehicle Damage Factor (VDF) Values

4.4 Design Traffic – Million Equivalent Standard Axle Loads (MESA)

4.5 Homogeneous Sections of Road based on Deflection Characteristics

4.6 Homogeneous Sections of Road for design of overlay

4.7 Design Overlay Thickness (10 years Design Life)



S No TITLE

4.8 Layer Thickness for New Pavements

4.9 (a) Final Layer Thickness Adopted for Overlay & New Pavements (at Ground sections)

4.9 (b) Final Layer Thickness Adopted for reinforced earth structure portions

4.10 Road Locations Proposed for Eccentric Widening requiring Profile Correction

4.11 Layer Thickness for New Pavements in Service Roads

4.12 Typical Cross Sections Schedule along the Project Highway

4.13 (a) Service Roads Schedule to be provided on project highway

4.13 (b) Extra Lane Schedule to be provided on project highway

4.14 Major Intersections/Flyovers/VUP

4.15 Minor Junctions

4.16(a) Tentative toll plaza Location

4.16(b) Total Toll booths required at Toll Plaza locations

4.17 Tentative location of Truck Lay Bye

4.18 Proposed Bus Shelter

4.19 Proposed Median Opening

4.20 Location for Highway Lighting

Chapter-5 IMPROVEMENT PROPOSALS (STRUCTURES)

5.1 General


5.3 General Arrangement of Proposed New Bridges for widening purpose

5.4 Scheme for Widening of Existing Structures

5.4.1 Minor Bridges

5.4.2 Major Bridges

5.4.3 Flyovers/ Elevated Roads

5.4.4 Vehicular Underpasses (VUP)

5.4.5 Expansion Joints

Chapter-6 COST ESTIMATE

6.1 General

6.2 Methodology

6.3 Estimation of Quantities and Project Cost



S No TITLE

6.4 Implementation Schedule

Tables

6.1 Project Cost Estimate

Chapter - 0

EXECUTIVE SUMMARY

Volume I - MAIN REPORT

Project: Detailed Project Report (DPR) for 4Laning of Ropar-Nawanshahr-Banga-Phagwara Road Page 1 of 6 Document: 2010057/RH/Vol I/Main Report July 2013 Executive Summary Revision: R0


CHAPTER 0 EXECUTIVE SUMMARY

0.1 Project Overview

Improving the mobility and connectivity in the agriculturally rich north-eastern part of the state has been under consideration of the Government of Punjab (GOP). In this connection, at one point of time, GOP had considered the construction of 104 km long Mohali-Phagwara Expressway at a cost of Rs. 2000 crores, and for this purpose approved acquisition of the needed land. However, because of intense protests from farmers and land owners, the proposal for a green-field expressway was abandoned. All the same, for meeting the traffic demand, as a practical alternative, the GOP proposed to widen and improve the existing Ropar-Phagwara Highway. Thus, the present project is for 4-laning the existing Ropar-Phagwara Highway as a partially access-controlled high-speed facility.

0.2 Scope of Work The scope of services is as follows:

(i) Traffic surveys and demand assessment (ii) Engineering surveys and investigations. (iii) Road and Bridge condition inventory (iv) Detailed layout, alignment/ re-alignment and design of Ropar-Phagwara road (2x2-lane dual

divided) with bypasses, elevated reaches and service roads (v) Detailed proposal(s), layout, alignment and design of balance reach of Ropar byepass as (2x3-

lane dual divided) with option of 2-lane in phase-I and balanvce in phase-II (vi) Pavement design of existing pavement based on Benkleman Beam deflections and roughness

index, reaches required to be raised and rebuilt (vii) Layout and detailed design of H.L. Bridges (along with hydraulic data), elevated roads,

flyovers, ROB, grade separators, underpasses/overpasses and intersections etc (viii) Detailed proposal for road signage, road markings, road furniture and safety devices. (ix) Detailed proposal for tree plantation and arboriculture for the full length, and

landscaping/beautification of urban reaches and all structures (x) Detailed Proposal for junction with cross roads (including link roads) to avoid direct access of

traffic (xi) Detailed drainage proposal, cross drainage works, reaches where longitudinal drains are

proposed with sections and disposal (xii) Preparation of Land Plans, land acquisition notifications, follow up with competent authorities

and assessment of structures including arranging handing over land to PWD B&R for implementation of the Project and conciliation of accounts thereof

(xiii) Details of Canal Works namely, remodeling, canal lining, improvement and upgradation works and approval of irrigation department, including details of canal land to be claimed for road work along with details of treatment, if required



(xiv) Environmental Impact Assessment and documents for Environment clearances, tree cutting proposals and documentation and assist in arranging approval of Environment & Forest Department

(xv) Social impact Assessment including proposal for rehabilitation and resettlement of Project affected persons (PAP’s)

(xvi) Location and layout of Truck lay byes (xvii) Location and layout of Bus lay byes and bus shelters (xviii) Recommendation for locating Toll Plazas, improvement in existing toll plaza and additional

land acquisition if required (xix) Identification of borrow area along with soil properties, quarry sites and properties of materials (xx) Preparation of BOQ and estimated cost including lumpsum cost (with all details) of all major

bridges/structures (xxi) Detailed safety audit, safety requirements during development, construction and operation

period (xxii) Location and detailed layout of truck laybyes and location and design of bus bays and bus

shelters (xxiii) Detailed proposal for traffic signage, road markings, road furniture and safety devices (xxiv) Detailed inventory of existing bridges, their condition survey and proposal of their

widening/new construction (xxv) Detailed inventory of road, road condition survey (xxvi) Detailed geotechnical investigations at site of structures and CBR values and other properties of

subgrade soil all along the alignment (xxvii) Traffic management plans during construction and implementation of proposal (xxviii) Details of land plans, land areas to be acquired, necessary documents, notifications, estimated

cost, along with structures to be acquired and cost thereof (xxix) Detailed Environmental Impact Assessment Report and proposal for tree cutting and document

for arranging approval of competent authorities (xxx) Detailed Social Impact Assessment Report (xxxi) Detailed to prepare detailed plans for tree plantation and arboriculture for the full length, and

landscaping/beautification of urban reaches and all structures (xxxii) Recommendations as regard toll plaza location, improvements in existing toll plaza and details

of additional land to be acquired (xxxiii) Detailed safety audit, safety requirements during development, construction and operation

period; and (xxxiv) Preparation of detailed proposal for justification of project to assist PIDB, PWD B&R during

public hearing that may be conducted by Punjab Infrastructure Regulatory Authority (PIRA) 0.3 Description of Project Road

The project road starts from Phagwara bypass, traverses south-east through Nawanshahr district, crosses the Satluj River and terminates on Ropar bypass. The project is shown on Index Map at Fig. 0.1.



The project road which is to a length of about 82.5 km, passes through plain terrain with fertile agricultural land on either side. Thus, the project besides facilitating the commuting traffic and fostering agricultural development, will serve as a high-speed link between NH-1 and NH-21. The Government of Punjab has entrusted the work of implementing the project with the Public Works Department along with Punjab Infrastructure Development Board. For assisting the Client in implementing the project, the job of preparation of Detailed Project Report (DPR) for 4-laning Ropar-Nawanshahr-Banga-Phagwara road has been assigned to M/s Consulting Engineering Services (India) Private Limited, New Delhi. The agreement for the Consultancy Services was signed on 12 May 2010, and the project preparation activities commenced subsequently on 19th May 2010.

0.4 Traffic

Based on reconnaissance survey and after studying the existing road network, traffic intensity, alternative routes and major traffic generation & dispersal points along the corridor, four homogenous sections have been identified with the assumption that same traffic will ply within the homogeneous section. The homogenous traffic sections are: Section 1: Phagwara (Start of Project) – Banga Section 2: Banga - Nawanshahr Section 3: Nawanshahr - Balachor Section 4: Balachor – Ropar (End of Project) The summary of Average Annual Daily Traffic (AADT) in 2010 on the project road as determined from the traffic surveys conducted in June-July 2010 is presented in the table 0.1 below.

Table 0.1 - Summary of Average Annual Daily Traffic (AADT) in 2010

Sl No.

Road Section Length (km) Vehicles PCUs

1 Ropar – Balachor 21.0 11078 14775 2 Balachor – Nawanshahr 19.5 11726 11758 3 Nawanshahr - Banga 13.5 16350 16907 4 Banga - Phagwara 27.0 18275 19098

Total 81.0 0.5 Surveys and Investigations

The following carriageway surveys and investigations were undertaken in the course of the study:

• Traffic Surveys (Classified Traffic Volume Count (TVC) Survey, Origin-Destination (OD) Survey, Turning Movement Count Survey, Rail-Gate Survey, Pedestrian Count Survey)



• Topographic Survey of Existing Alignment And Proposed Realignments Including GPS Survey • Bridge Inventory • Road Inventory • Pavement Surveys (Subgrade Characteristics Survey, Road Condition Surveys, BBD Survey)

The data obtained from these field works have been used judiciously as necessary for the preliminary design.


The existing alignment of the road is retained. The project road is conceived as partially access controlled. The typical widened cross-section would consist of the following salient features: i) 4-lanes of 3.5 m width each ii) 1.5 m wide paved shoulders iii) Minimum 2 m wide earthen shoulders iv) 4.5 m wide median in rural stretch and 1.2m/2.0m wide median in urban stretches v) 5.5m, 6.0m, 7.0m and 7.5 m wide service roads and 4.5m wide extra lanes. vi) 08 Grade separated structures (02 four-lane Flyovers, 03 Four lane elevated corridors, 01 two-

lane flyover and 02 Vehicular Underpasses) at major intersections vii) Major and Minor Bridges are widened to 4-lane configuration.

The other facilities recommended for improved functions of the corridor are:

• 25 bus shelters • 2 Truck Lay Bye • 2 Toll Plaza • Highway Lighting (at toll plaza area, built-up area, flyover/elevated corridor) – details available in

Chapter-04, Table 4.19 • Road Side Furniture • Traffic, Medical and Vehicle Rescue Aid Post

0.7 Pavement Design

Preliminary pavement design for a 10-year base period (for bituminous layers) and 15 year base period (for non-bituminous layers) based on investigations carried out and following the guidelines of IRC and other standards has yielded the following tentative proposals:



Table 0.2 – Final Layer Thickness Adopted for Overlay & New Pavements (at Ground sections)

Final pavement thickness adopted for reinforced earth structure portions of elevated roads in major town areas is as follows in Table 0.3:

Table 0.3 – Final pavement thickness adopted for reinforced earth structure portions

However, the pavement composition adopted for the service road is as follows in table 0.4

Table 0.4– Layer Thickness for New Pavements in Service Roads

Stretch Layer Thickness in New Pavement Bituminous Overlay

Thickness

From To BC DBM WMM GSB BC DBM (km) (km) (mm) (mm) (mm) (mm) (mm) (mm) 0.000 9.430 40 75 250 340 40 85 9.430 19.330 40 75 250 250 40 50

19.330 25.485 40 75 250 200 40 55 25.485 29.320 40 60 250 200 40 70 29.320 38.160 40 75 250 200 40 80 38.160 42.095 40 75 250 200 40 70 42.095 60.000 40 50 250 220 40 50 60.000 73.080 40 80 250 200 40 80 73.080 80.600 40 80 250 200 40 50

Stretch Layer thickness Adopted (mm)

From (km) To (km) BC DBM Base

(WMM) Granular Sub-

base 25.485 29.320 40 75 250 200 38.160 42.095 40 70 250 200

Design Traffic (MSA)

Components thickness (mm) SDBC DBM WMM Base Granular Sub-base (mm) (mm) (mm) (mm)

05 25 50 250 150



0.8 Bridges & Structures

03 four lane Elevated Corridors in towns of Banga, Nawanshahr and Langroya have been proposed. Apart from these, 02 Vehicular Underpasses (4-lane configuration), 02 Flyovers – four lane configuration (3x36m span) and 01 Flyover- two lane configuration (3x20m span) have been proposed. There are 22 minor bridges and 01 major bridge on the project. There are about 84 culverts majority of which are pipe culverts. This report has examined the reconstruction and improvements necessary to rehabilitate and extend the life of these bridges. One major bridge exists across Superpassage at km 58+811 on the project road. This is multi-span RCC superstructures with masonry/RCC abutment and piers and wing walls/return walls of same materials on both sides. RCC T beam slab type and slab type superstructures are present. The bridge is widened for additional two lane carriageway and the Service Road on the North of the major bridge location. Overall width of the bridge is 17.4m to match with cross-section of the flyover in the vicinity of the bridge.The structure is in good conditions barring non conformity of crash barriers. No further changes are proposed except general maintenance of the structure. The 22 minor Bridges have been widened as per the Cross Section Schedule. Culverts will be widened suitably to full width of carriageway with or without Service road / Extra Lane as per the Cross Section Schedule.

0.9 Cost Estimate

The process of cost estimation involved the following steps: • Rate from the state SOR and previous experiences. • Preliminary estimation of Quantities. Based on the above, estimated project Base Cost is Rs. 1181 Crores. However, the cost does not include the cost for shifting, relocation of utilities, Land acquisition costs, R&R costs and Environmental Improvement costs.

0.10 Construction Time Period

It is estimated that it will take a period of 30 months for the construction of the project. The project implementation can commence by January 2014 and complete by 2016.

FIGURE 0.1 – INDEX MAP

Chapter - 1

PROJECT DESCRIPTION


Project: Detailed Project Report (DPR) for 4Laning of Ropar-Nawanshahr-Banga-Phagwara Road Page 1 of 7 Document: 2010057/RH/Vol I/Main Report July 2013 Project Description Revision: R0


CHAPTER 1 PROJECT DESCRIPTION

1.1 Introduction

Improving the mobility and connectivity in the agriculturally rich north-eastern part of the state has been under consideration of the Government of Punjab (GOP). In this connection, at one point of time, GOP had considered the construction of 104 km long Mohali-Phagwara Expressway at a cost of Rs. 2000 crores, and for this purpose approved acquisition of the needed land. However, because of intense protests from farmers and land owners, the proposal for a green-field expressway was abandoned. All the same, for meeting the traffic demand, as a practical alternative, the GOP has now proposed to widen and improve the existing Ropar-Phagwara State Highway (SH:24). Thus, the present project is for 4-laning the existing Ropar-Phagwara State Highway as a partially access-controlled high-speed facility. The project road starts from Phagwara bypass, traverses south-east through Nawanshahr district, crosses the Satluj River and terminates on Ropar bypass. The project is shown on Index Map at Fig. 0.1. The project road which is to a length of about 82.5 km, passes through plain terrain with fertile agricultural land on either side. Thus, the project besides facilitating the commuting traffic and fostering agricultural development, will serve as a high-speed link between NH-1 and NH-21. The Government of Punjab has entrusted the work of implementing the project with the Public Works Department along with Punjab Infrastructure Development Board. For assisting the Client in implementing the project, the job of preparation of Detailed Project Report (DPR) for 4-laning Ropar-Nawanshahr-Banga-Phagwara road has been assigned to M/s Consulting Engineering Services (India) Private Limited, New Delhi. The agreement for the Consultancy Services was signed on 12 May 2010, and the project preparation activities commenced subsequently on 19th May 2010.

1.2 Objectives

The prime objective of the consultancy service is to establish the technical, environmental and social viability of the project for developing the existing 2-lane section of Ropar-Nawanshahr-Banga-Phagwara Road to 4 lane divided carriageway configuration and to prepare detailed project reports for implementation. The highway section is to be developed as partially access controlled facility with provision of service roads, realignments, intersections etc. as appropriate. of the project. The viability of the project designed as partially access controlled facility will be established taking into account the requirements with regard to rehabilitation, upgrading and improvements based on highway design, pavement design, provisions for service roads wherever necessary, type of intersections, underpasses / flyovers / ROB’s, rehabilitation and widening of



existing and / or construction of new bridges and structures, road safety features, quantities of various items of works and cost estimates.

The main objectives of the project at Detailed Project Report Stage are to prepare Final alignment design, pavement design and final structures (CD’s and ROB’s) design. It also includes EIA and Rehabilitation and Resettlement Actions and Cost Estimate.

Based on the recommendations of improvements of the project road, the final DPR prepared

involves the incorporation of comments and suggestions by PWD on draft DPR in addition to following activities:

• Fixing and finalizing the horizontal and vertical alignment in such a manner that the

proposed widening work shall preferably be within the existing right of way to minimise land acquisition, except for location having inadequate width and except for locations of geometrical improvement and realignments.

• Incorporating provisions for bypasses, service roads, alignment corrections, improvement of intersections including provision of grade separators, vehicular underpasses etc.

• Study and design of the possible locations of toll plazas and/or improvement in existing toll plaza, as well as possible locations of wayside amenities (rest areas) required on tolled highway.

• Project cost estimate and rate analysis. • Carrying out Environmental Impact Assessment, Environmental Management Plan and

Rehabilitation and Resettlement Studies. • Liaison with concerned authorities and arrange clarifications required for clearances for

approval of various proposals in the project preparation. • Preparation of Land Plans, land acquisition notifications, follow up with competent

authorities and assessment of structures including arranging handing over land to PWD B&R for implementation of the Project and conciliation of accounts thereof

At each stage of project it will be ensured that DPR incorporates value engineering, quality audit and safety audit requirement in design and implementation.

1.3 Scope of Services The scope of services is as follows:

(i) Traffic surveys and demand assessment (ii) Engineering surveys and investigations. (iii) Road and Bridge condition inventory (iv) Detailed layout, alignment/ re-alignment and design of Ropar-Phagwara road (2x2-lane

dual divided) with bypasses, elevated reaches and service roads



(v) Detailed proposal(s), layout, alignment and design of balance reach of Ropar byepass as (2x3-lane dual divided) with option of 2-lane in phase-I and balance in phase-II

(vi) Pavement design of existing pavement based on Benkleman Beam deflections and roughness index, reaches required to be raised and rebuilt

(vii) Layout and detailed design of H.L. Bridges (along with hydraulic data), elevated roads, flyovers, ROB, grade separators, underpasses/overpasses and intersections etc

(viii) Detailed proposal for road signage, road markings, road furniture and safety devices. (ix) Detailed proposal for tree plantation and arboriculture for the full length, and

landscaping/beautification of urban reaches and all structures (x) Detailed Proposal for junction with cross roads (including link roads) to avoid direct

access of traffic (xi) Detailed drainage proposal, cross drainage works, reaches where longitudinal drains are

proposed with sections and disposal (xii) Preparation of Land Plans, land acquisition notifications, follow up with competent

authorities and assessment of structures including arranging handing over land to PWD B&R for implementation of the Project and conciliation of accounts thereof

(xiii) Details of Canal Works namely, remodeling, canal lining, improvement and upgradation works and approval of irrigation department, including details of canal land to be claimed for road work along with details of treatment, if required

(xiv) Environmental Impact Assessment and documents for Environment clearances, tree cutting proposals and documentation and assist in arranging approval of Environment & Forest Department

(xv) Social impact Assessment including proposal for rehabilitation and resettlement of Project affected persons (PAP’s)

(xvi) Location and layout of Truck lay byes (xvii) Location and layout of Bus lay byes and bus shelters (xviii) Recommendation for locating Toll Plazas, improvement in existing toll plaza and

additional land acquisition if required (xix) Identification of borrow area along with soil properties, quarry sites and properties of

materials (xx) Preparation of BOQ and estimated cost including lumpsum cost (with all details) of all

major bridges/structures (xxi) Detailed safety audit, safety requirements during development, construction and

operation period (xxii) Location and detailed layout of truck laybyes and location and design of bus bays and

bus shelters (xxiii) Detailed proposal for traffic signage, road markings, road furniture and safety devices (xxiv) Detailed inventory of existing bridges, their condition survey and proposal of their

widening/new construction (xxv) Detailed inventory of road, road condition survey (xxvi) Detailed geotechnical investigations at site of structures and CBR values and other

properties of subgrade soil all along the alignment



(xxvii) Traffic management plans during construction and implementation of proposal (xxviii) Details of land plans, land areas to be acquired, necessary documents, notifications,

estimated cost, along with structures to be acquired and cost thereof (xxix) Detailed Environmental Impact Assessment Report and proposal for tree cutting and

document for arranging approval of competent authorities (xxx) Detailed Social Impact Assessment Report (xxxi) Detailed to prepare detailed plans for tree plantation and arboriculture for the full length,

and landscaping/beautification of urban reaches and all structures (xxxii) Recommendations as regard toll plaza location, improvements in existing toll plaza and

details of additional land to be acquired (xxxiii) Detailed safety audit, safety requirements during development, construction and

operation period; and (xxxiv) Preparation of detailed proposal for justification of project to assist PIDB, PWD B&R

during public hearing that may be conducted by Punjab Infrastructure Regulatory Authority (PIRA)

1.4 Description of Existing Road Network

At present Ropar- Nawanshahr-Banga-Phagwara road is 2 lane with hard shoulders and passes through Ropar city, Nawanashahr city and Banga town before meeting 2 lane dual divided Phagwara Byepass. The road runs along the Bist Doab canal and has large numbers of Irrigation structures in form of Aqueducts, Super-passages and bridges. Most of these irrigation structures, namely Aqueducts and super-passages, were widened while undertaking providing of hard shoulders to existing pavement away from canal side (eccentric widening of road with profile correction course on existing pavement). The road through Nawanshahr city has been upgraded as 2 lane dual divided and through Banga town too except for small reach where median had to be dispensed with due to restricted ROW and other existing structures (buildings). A 2-lane dual divided Phagwara Byepass already exists around Phagwara town and it meets NH-1 with a properly designed graded junction. All along the length of road the cross roads of all category meets at level and at such results as an impediment is smooth and uninterrupted flow and safety of traffic on this road. The MORT&H has already taken up 4 laning of NH-21 from Chandigarh to Kharar and 4 laning of Kurali-Ropar Section of NH-21 under NHDP on BOT basis. The 4-laning of Kurali-Ropar section of NH-21 has already been completed by NHAI. Ropar bypass project is being implemented by Punjab PWD B&R, with PIDB funding, which after crossing Sirhind canal shall meet the Project road at road leading to IIT, Ropar. With coming up of International Airport at Mohali, traffic on Ropar – Nawanshahr –Banga - Phagwara road is bound to increase manifold and to ensure for uninterrupted smooth flow of traffic and to reduce travel time it is proposed to make it partially access controlled four lane (2-lane dual divided). With the proposed 4-lanning (2-lane dual divided) of Ropar - Nawanshahr - Banga - Phagwara section the link between NH-21 (at Ropar) and NH-1 at (Phagwara) shall be 4- Lane.



The Ropar – Balachur reach is marked by existence of Bist Doab canal (unlined at present).

1.5 Stages of Services

For the purpose of presenting the results of the study, the project road has been divided into two parts. These are:

(i) Reach from junction of Ropar byepass with road leading to I.I.T. Ropar with balance

alignment of bypass upto existing Ropar-Phagwara road including a new H.L.Bridge across river Sutlej and Bist Doab Canal, a properly designed grade-separated junction at existing Ropar-Phagwara road (Part-I). This reach shall be implemented in two phases, namely, 2-lane at present and ultimately dual divided 2-lane, however, the scope of work shall include both the phases with all the details;

(ii) Reach from graded-separated junction with the alignment of existing Ropar-Phagwara road

to junction with NH-1 at Phagwara (Part-II). In developing the Work Plan for completing the assignment, the activities have been considered under following stages: Stage I - Inception Report Stage II - Report on alignment and first traffic survey Stage III - Report on Land Plan, Schedules and Utility Relocation Stage IV - Report on GAD of Structures Stage V - Report on Environmental and Social Impact Assessment Stage VI - Draft Project Report Stage VII - Final Detailed Project Report (DPR) The stages will generally follow a sequence, though each stages are inter-related and inter-dependent on one another. All the reports related to part-I have already been submitted. The present report is related to Final Detailed Project Report (DPR) for part-II.

1.6 Detailed Project Report Chapterization

The Final Detailed Project Report has been prepared and chapterised based on the TOR requirements and to enable the reader to get an overall understanding of the project features, their investigations and analysis. The development proposals as presented in this report have been based on technical analysis, site constraints and decisions given by the Client. The structure of the Report is as under:

Volume I : Main Report Chapter 0 : Executive Summery



Chapter 1 : Project Description Chapter 2 : Engineering Surveys and Investigations Chapter 3 : Traffic Survey Demand Assessment Chapter 4 : Improvement Proposals and Preliminary Design for Road Works Chapter 5 : Improvement Proposals (Structures) Chapter 6 : Cost Estimate Volume IA : Annexure to Main Report 1 : Annexure to Chapter 2 2 : Annexure to Chapter 3 Volume II A: Design Report (Roads) Chapter 1 : Design Standards and Specifications Chapter 2 : Highway Design Chapter 3 : Pavement Design

Volume IIB : Annexure to Design Report (Roads)

Volume II C: Design Report (Structures) Part I : Design of Elevated Road Span Length – 36m Part II : Design of Flyover Span Length – 20m & Vehicular Underpass Part III : Design of Bridges For Eccentric Widening Part IV : Design of Bridges For Concentric Widening

Volume III : Material Report Chapter 1 : Introduction Chapter 2 : Subgrade Soil Investigation Chapter 3 : Investigations of Borrow Area, Quarries and Construction Materials Chapter 4 : Summary of Material Investigations

Volume IV : Technical Schedules (A, B, C & D) Schedule A : Site of the Project Schedule B : Development of the Project Highway Schedule C : Project Facilities Schedule D : Specifications and Standards

Volume V : Rate Analysis

Volume VI : BOQ and Cost Estimates

Chapter 1 : Introduction Chapter 2 : Abstract of BOQ and Cost Estimate Chapter 3 : Typical Cross Section (TCS) and Pavement Type wise BOQ



Chapter 4 : Detail of Quantities & Cost for Road Furniture Chapter 5a: Cost per running metre - 1.5m wide Covered Drain Chapter 5b: Cost per running metre - 2.0m wide Covered Drain Chapter 6: Details of Quantities (Road Works) Chapter 7: Details of Quantities and Cost (TOLL PLAZA) Chapter 8: Details of Quantities and Cost (VUP, Flyover, Elevated Corridor) Chapter 9: Details of Quantities and Cost (Major and Minor Bridges) Chapter 10a: Bill of Quantities and Cost Estimates for Electrical Lighting

at Structure Location Chapter 10b: Cost Estimates for Street Lighting and LT Distribution Chapter 11: Detail of Quantities and Cost For Truck Lay Bye

Volume VIIA : Drawings – Roads Volume VIIB : Drawings – Structures Volume VIII : Geotechnical Investigation Report

Chapter - 2

ENGINEERING SURVEYS AND

INVESTIGATIONSARY


Project: Detailed Project Report (DPR) for 4Laning of Ropar-Nawanshahr-Banga-Phagwara Road Page 1 of 35 Document: 2010057/RH/Vol I/Main Report July 2013 Engineering Surveys and Investigations Revision: R0


CHAPTER 2

ENGINEERING SURVEYS AND INVESTIGATIONS

2.1 General

The Consultants carried out various field studies, engineering surveys and investigations to collect the necessary data for use in DPR Study. The investigations were carried out to generate adequate supportive database for preparing the most appropriate proposal to meet the functional and structural efficiency and safety requirements of the project road. The various engineering investigations and surveys have been carried out following the relevant MORTH/ IRC/ BIS codes.

The various engineering investigations and surveys which have been carried out are as follows:

Inventory and condition survey of Road and Pavement. Inventory and condition Survey & Investigations of Bridges, Cross Drainage structures and existing

Grade Separators. Topographic Survey Axle Load Survey Pavement Investigations Soil and Material Investigations

The basic data and results of investigation are compiled and included as Appendices to the Draft Project Report.

Results of Survey/Investigations data analysis are discussed below:

2.2 Inventory and Condition Survey of Road and Pavement

2.2.1 Road Inventory

The inventory of the project road has been prepared through dimensional measurements and visual inspection to assess the existing status. Features like terrain, land use, width of pavement and shoulders, geometric deficiencies, important road junctions, utilities etc. were recorded. The inventory data have been included in Annexure-2.1. It may be noted that the inventory is essentially included to collect information on physical features on the road and its environment for enabling preliminary assessment of the project requirement.

The salient features of the project road are as follows:

Existing Carriageway

The project road is predominantly 2-lane carriageway plus paved shoulders of 1.5m width on either side with average carriageway width of 10 m.

Existing Earthen Shoulder

The project road has mostly earthen shoulders on both sides with width varying between 1.0-2.0 m.



Terrain

The complete project road lies in the plain terrain.

Land use

Other than the city/settlement areas major land use is agricultural and/or barren. Table 2.1 describes the land use of the project road.

Table 2.1: Landuse

Design Chainage (Km)

Existing Chainage wrt SH/MDR (Km) SH/ MDR

Land Use

From To From To LHS (m) RHS (m)

0.000 0.330 17.670 18.000 Phagwara Bypass Agricultural Agricultural +

Commercial

0.330 0.530 18.000 18.200 Phagwara Bypass Agricultural Agricultural

0.530 0.730 18.200 18.400 Phagwara Bypass

Built Up + Commercial Agricultural

0.730 0.930 18.400 18.600 Phagwara Bypass Built Up Agricultural









2.530 2.730 20.200 20.400 Phagwara Bypass

Village Palahi Agricultural

2.730 2.930 20.400 20.600 Phagwara Bypass Barren Agricultural

2.930 3.130 20.600 20.800 Phagwara Bypass Barren Plotted

3.130 3.330 20.800 21.000 Phagwara Bypass Barren Commercial

3.330 3.530 21.000 21.200 Phagwara Bypass Barren Commercial+

Plotted 3.530 3.730 21.200 21.400 Phagwara Barren Built Up





Land Use

From To From To LHS (m) RHS (m) Bypass

3.730 3.930 21.400 21.600 Phagwara Bypass Barren Commercial+

Agricultural

3.930 4.130 21.600 21.800 Phagwara Bypass Barren Barren


4.330 4.530 22.000 22.200 Phagwara Bypass Barren Agricultural

4.530 4.730 22.200 22.400 Phagwara Bypass Barren Built Up

4.730 4.930 22.400 22.600 Phagwara Bypass Agricultural Building Line+

Built Up

4.930 5.130 22.600 22.800 Phagwara Bypass Built Up Built Up

5.130 5.330 22.800 23.000 Phagwara Bypass

Building Line Agricultural


5.530 5.730 23.200 23.400 Phagwara Bypass

Building Line + Agricultural


5.730 5.930 23.400 23.600 Phagwara Bypass

Building Line Building Line

5.930 6.130 23.600 23.800 Phagwara Bypass


6.130 6.330 23.800 24.000 Phagwara Bypass


6.330 6.530 24.000 24.200 Phagwara Bypass

Building Line

Building Line+ Agricultural

6.530 6.730 24.200 24.400 Phagwara Bypass

Building Line Agricultural

6.730 6.930 24.400 24.600 Phagwara Bypass Commercial Commercial

6.930 7.130 24.600 24.800 Phagwara Bypass Commercial Agricultural

7.130 7.330 24.800 25.000 Phagwara Bypass


Agricultural

7.330 7.530 25.000 25.200 Phagwara Bypass Agricultural

Building Line+ Agricultural+ Built Up


7.730 7.930 25.400 25.600 Phagwara Agricultural Agricultural





Land Use

From To From To LHS (m) RHS (m) Bypass

7.930 8.130 25.600 25.800 Phagwara Bypass Agricultural Building Line+

Built Up


8.330 8.530 26.000 26.200 Phagwara Bypass Agricultural Plotted Area+

Built Up

8.530 8.730 26.200 26.400 Phagwara Bypass Agricultural Plotted Area+

Agricultural


8.930 9.130 26.600 26.800 Phagwara Bypass Agricultural Built Up+

Village

9.130 9.330 26.800 27.000 Phagwara Bypass Agricultural Built Up

9.330 9.530 5.000 5.200 MDR56 Agricultural Built Up

9.530 9.730 5.200 5.400 MDR56 Built Up+ Agricultural

Built Up+ Agricultural

9.730 9.930 5.400 5.600 MDR56 Agricultural Agricultural 9.930 10.130 5.600 5.800 MDR56 Agricultural Agricultural

10.130 10.330 5.800 6.000 MDR56 Agricultural Agricultural 10.330 10.530 6.000 6.200 MDR56 Built Up Agricultural 10.530 10.735 6.200 6.400 MDR56 Agricultural Agricultural 10.735 10.930 6.400 6.600 MDR56 Agricultural Built Up 10.930 11.140 6.600 6.800 MDR56 Agricultural Agricultural 11.140 11.340 6.800 7.000 MDR56 Agricultural Agricultural

11.340 11.550 7.000 7.200 MDR56 Agricultural Built Up+ Agricultral

11.550 11.755 7.200 7.400 MDR56 Agricultural Agricultural 11.755 11.965 7.400 7.600 MDR56 Agricultural Agricultural 11.965 12.170 7.600 7.800 MDR56 Agricultural Agricultural 12.170 12.380 7.800 8.000 MDR56 Agricultural Agricultural 12.380 12.580 8.000 8.200 MDR56 Agricultural Built Up 12.580 12.780 8.200 8.400 MDR56 Agricultural Agricultural 12.780 12.980 8.400 8.600 MDR56 Agricultural Agricultural 12.980 13.185 8.600 8.800 MDR56 Agricultural Agricultural 13.185 13.385 8.800 9.000 MDR56 Agricultural Agricultural 13.385 13.580 9.000 9.200 MDR56 Agricultural Agricultural

13.580 13.775 9.200 9.400 MDR56 Building Line

Building Line+ Agricultural

13.775 13.965 9.400 9.600 MDR56 Built Up Built Up 13.965 14.160 9.600 9.800 MDR56 Agricultural Agricultural





Land Use

From To From To LHS (m) RHS (m) 14.160 14.350 9.800 10.000 MDR56 Agricultural Agricultural 14.350 14.550 10.000 10.200 MDR56 Agricultural Agricultural 14.550 14.745 10.200 10.400 MDR56 Agricultural Agricultural 14.745 14.945 10.400 10.600 MDR56 Agricultural Agricultural 14.945 15.145 10.600 10.800 MDR56 Agricultural Agricultural 15.145 15.260 10.800 10.920 MDR56 Agricultural Agricultural 15.260 15.340 10.920 11.000 MDR56 Agricultural Agricultural 15.340 15.470 10.920 11.130 MDR56 Agricultural Agricultural 15.470 15.560 11.130 11.220 MDR56 Agricultural Agricultural 15.560 15.725 11.130 11.385 MDR56 Built Up Agricultural 15.725 15.770 11.385 11.430 MDR56 Agricultural Agricultural 15.770 15.965 11.430 11.630 MDR56 Agricultural Agricultural 15.965 16.165 11.630 11.830 MDR56 Agricultural Agricultural 16.165 16.360 11.830 12.030 MDR56 Agricultural Agricultural 16.360 16.560 12.030 12.230 MDR56 Built Up Agricultural 16.560 16.760 12.230 12.430 MDR56 Built Up Built Up 16.760 16.960 12.430 12.630 MDR56 Built Up Built Up 16.960 17.160 12.630 12.830 MDR56 Built Up Built Up 17.160 17.355 12.830 13.030 MDR56 Built Up Built Up 17.355 17.555 13.030 13.230 MDR56 Agricultural Agricultural 17.555 17.755 13.230 13.430 MDR56 Agricultural Agricultural 17.755 17.955 13.430 13.630 MDR56 Agricultural Agricultural 17.955 18.155 13.630 13.830 MDR56 Agricultural Agricultural 18.155 18.355 13.830 14.030 MDR56 Agricultural Agricultural 18.355 18.555 14.030 14.230 MDR56 Agricultural Agricultural 18.555 18.755 14.230 14.430 MDR56 Agricultural Agricultural 18.755 18.955 14.430 14.630 MDR56 Agricultural Agricultural 18.955 19.155 14.630 14.830 MDR56 Agricultural Agricultural 19.155 19.355 14.830 15.030 MDR56 Built Up Built Up 19.355 19.555 15.030 15.230 MDR56 Agricultural Agricultural 19.555 19.755 15.230 15.430 MDR56 Agricultural Agricultural 19.755 19.955 15.430 15.630 MDR56 Agricultural Agricultural 19.955 20.160 15.630 15.830 MDR56 Agricultural Agricultural 20.160 20.360 15.830 16.030 MDR56 Agricultural Agricultural 20.360 20.560 16.030 16.230 MDR56 Agricultural Agricultural 20.560 20.760 16.230 16.430 MDR56 Agricultural Agricultural 20.760 20.960 16.430 16.630 MDR56 Agricultural Agricultural 20.960 21.165 16.630 16.830 MDR56 Agricultural Agricultural





Land Use

From To From To LHS (m) RHS (m) 21.165 21.365 16.830 17.030 MDR56 Agricultural Agricultural 21.365 21.565 17.030 17.230 MDR56 Agricultural Agricultural 21.565 21.765 17.230 17.430 MDR56 Agricultural Agricultural

21.765 21.965 17.430 17.630 MDR56 Agricultural+ Built Up

Agricultural+ Built Up

21.965 22.165 17.630 17.830 MDR56 Built Up Built Up 22.165 22.365 17.830 18.030 MDR56 Agricultural Agricultural 22.365 22.565 18.030 18.230 MDR56 Agricultural Agricultural 22.565 22.770 18.230 18.430 MDR56 Agricultural Agricultural 22.770 22.970 18.430 18.630 MDR56 Agricultural Agricultural 22.970 23.170 18.630 18.830 MDR56 Agricultural Agricultural 23.170 23.370 18.830 19.030 MDR56 Agricultural Agricultural 23.370 23.570 19.030 19.230 MDR56 Agricultural Agricultural 23.570 23.770 19.230 19.430 MDR56 Agricultural Agricultural 23.770 23.970 19.430 19.630 MDR56 Agricultural Agricultural





24.370 24.570 20.030 20.230 MDR56 Agricultural Agricultural 24.570 24.765 20.230 20.430 MDR56 Agricultural Agricultural 24.765 24.965 20.430 20.630 MDR56 Agricultural Agricultural 24.965 25.075 20.630 20.740 MDR56 Agricultural Agricultural 25.075 25.165 20.740 20.830 MDR56 Built Up Built Up



25.365 25.570 21.030 21.230 MDR56 Built Up Built Up 25.570 25.770 21.230 21.430 MDR56 Built Up Built Up 25.770 25.970 21.430 21.630 MDR56 Built Up Built Up 25.970 26.170 21.630 21.830 MDR56 Built Up Built Up 26.170 26.375 21.830 22.030 MDR56 Built Up Built Up 26.375 26.570 22.030 22.230 MDR56 Built Up Built Up 26.570 26.770 22.230 22.430 MDR56 Built Up Built Up 26.770 26.970 22.430 22.630 MDR56 Built Up Built Up 26.970 27.170 22.630 22.830 MDR56 Built Up Built Up 27.170 27.370 22.830 23.030 MDR56 Built Up Built Up 27.370 27.570 23.030 23.230 MDR56 Built Up Built Up 27.570 27.770 23.230 23.430 MDR56 Built Up Built Up 27.770 27.970 23.430 23.630 MDR56 Built Up Built Up





Land Use

From To From To LHS (m) RHS (m) 27.970 28.170 23.630 23.830 MDR56 Built Up Built Up 28.170 28.275 23.830 23.940 MDR56 Agricultural Built Up 28.275 28.365 23.940 24.030 MDR56 Agricultural Built Up

28.365 28.565 24.030 24.230 MDR56 Agricultural+ Built Up Agricultural

28.565 28.760 24.230 24.430 MDR56 Agricultural Agricultural 28.760 28.960 24.430 24.630 MDR56 Agricultural Agricultural 28.960 29.160 24.630 24.830 MDR56 Agricultural Agricultural 29.160 29.355 24.830 25.030 MDR56 Agricultural Agricultural 29.355 29.555 25.030 25.230 MDR56 Agricultural Agricultural 29.555 29.755 25.230 25.430 MDR56 Agricultural Agricultural 29.755 29.950 25.430 25.630 MDR56 Agricultural Agricultural 29.950 30.150 25.630 25.830 MDR56 Agricultural Agricultural


Museum+ Built Up

30.350 30.550 26.030 26.230 MDR56 Agricultural Agricultural 30.550 30.745 26.230 26.430 MDR56 Agricultural Agricultural 30.745 30.945 26.430 26.630 MDR56 Agricultural Agricultural 30.945 31.145 26.630 26.830 MDR56 Agricultural Agricultural 31.145 31.345 26.830 27.030 MDR56 Agricultural Agricultural 31.345 31.540 27.030 27.230 MDR56 Built Up Built Up



31.740 31.940 27.430 27.630 MDR56 Agricultural Agricultural



32.135 32.335 27.830 28.030 MDR56 Agricultural Agricultural 32.335 32.535 28.030 28.230 MDR56 Agricultural Agricultural 32.535 32.740 28.230 28.430 MDR56 Agricultural Agricultural 32.740 32.940 28.430 28.630 MDR56 Agricultural Agricultural 32.940 33.140 28.630 28.830 MDR56 Agricultural Agricultural 33.140 33.340 28.830 29.030 MDR56 Agricultural Agricultural 33.340 33.545 29.030 29.230 MDR56 Agricultural Agricultural 33.545 33.745 29.230 29.430 MDR56 Agricultural Agricultural 33.745 33.950 29.430 29.630 MDR56 Agricultural Agricultural 33.950 34.150 29.630 29.830 MDR56 Barren Agricultural 34.150 34.355 29.830 30.030 MDR56 Agricultural Agricultural 34.355 34.555 30.030 30.230 MDR56 Built Up Built Up 34.555 34.760 30.230 30.430 MDR56 Built Up Built Up





Land Use


34.760 34.960 30.430 30.630 MDR56 Agricultural+ Built Up Agricultural

34.960 35.165 30.630 30.830 MDR56 Agricultural Agricultural 35.165 35.360 30.830 31.030 MDR56 Agricultural Agricultural 35.360 35.565 31.030 31.230 MDR56 Agricultural Agricultural 35.565 35.765 31.230 31.430 MDR56 Agricultural Agricultural 35.765 35.965 31.430 31.630 MDR56 Agricultural Agricultural 35.965 36.165 31.630 31.830 MDR56 Agricultural Agricultural 36.165 36.365 31.830 32.030 MDR56 Agricultural Agricultural 36.365 36.570 32.030 32.230 MDR56 Agricultural Agricultural 36.570 36.780 32.230 32.430 MDR56 Agricultural Agricultural 36.780 36.980 32.430 32.630 MDR56 Agricultural Agricultural 36.980 37.185 32.630 32.830 MDR56 Agricultural Agricultural 37.185 37.390 32.830 33.030 MDR56 Agricultural Agricultural 37.390 37.595 33.030 33.230 MDR56 Agricultural Agricultural





38.000 38.205 33.630 33.830 MDR56 Built Up Built Up 38.205 38.410 33.830 34.030 MDR56 Built Up Built Up 38.410 38.615 34.030 34.230 MDR56 Built Up Built Up 38.615 38.815 34.230 34.430 MDR56 Built Up Built Up 38.815 38.965 34.430 34.575 MDR56 Built Up Built Up 38.965 39.015 34.575 34.630 MDR56 Built Up Built Up 39.015 39.225 34.630 34.830 MDR56 Built Up Built Up 39.225 39.425 34.830 35.030 MDR56 Built Up Built Up 39.425 39.635 35.030 35.230 MDR56 Built Up Built Up 39.635 39.845 35.230 35.430 MDR56 Built Up Built Up 39.845 40.055 35.430 35.630 MDR56 Built Up Built Up 40.055 40.270 35.630 35.830 MDR56 Built Up Built Up 40.270 40.480 35.830 36.030 MDR56 Built Up Built Up 40.480 40.685 36.030 36.230 MDR56 Built Up Built Up 40.685 40.900 36.230 36.430 MDR56 Built Up Built Up 40.900 41.110 36.430 36.630 MDR56 Built Up Built Up 41.110 41.325 36.630 36.830 MDR56 Built Up Built Up 41.325 41.530 36.830 37.030 MDR56 Built Up Built Up 41.530 41.745 37.030 37.230 MDR56 Built Up Built Up 41.745 41.955 37.230 37.430 MDR56 Built Up Built Up





Land Use

From To From To LHS (m) RHS (m) 41.955 42.165 37.430 37.630 MDR56 Built Up Built Up 42.165 42.375 37.630 37.830 MDR56 Built Up Built Up 42.375 42.590 37.830 38.030 MDR56 Built Up Built Up 42.590 42.665 38.030 38.100 MDR56 Built Up Built Up 42.665 42.800 38.100 38.230 MDR56 Built Up Built Up 42.800 43.015 38.230 38.430 MDR56 Built Up Built Up 43.015 43.225 38.430 38.630 MDR56 Built Up Built Up 43.225 43.435 38.630 38.830 MDR56 Built Up Built Up 43.435 43.700 38.830 39.080 MDR56 Agricultural Agricultural 43.700 43.895 39.080 39.280 MDR56 Agricultural Agricultural 43.895 44.095 39.280 39.480 MDR56 Agricultural Agricultural 44.095 44.290 39.480 39.680 MDR56 Agricultural Agricultural 44.290 44.490 39.680 39.880 MDR56 Agricultural Agricultural 44.490 44.685 39.880 40.080 MDR56 Agricultural Agricultural 44.685 44.885 40.080 40.280 MDR56 Agricultural Agricultural 44.885 45.085 40.280 40.480 MDR56 Agricultural Agricultural 45.085 45.285 40.480 40.680 MDR56 Agricultural Agricultural 45.285 45.480 40.680 40.880 MDR56 Built Up Built Up 45.480 45.680 40.880 41.080 MDR56 Built Up Built Up 45.680 45.880 41.080 41.280 MDR56 Built Up Built Up 45.880 46.080 41.280 41.480 MDR56 Built Up Built Up 46.080 46.275 41.480 41.680 MDR56 Built Up Built Up 46.275 46.475 41.680 41.880 MDR56 Built Up Built Up 46.475 46.670 41.880 42.080 MDR56 Agricultural Agricultural 46.670 46.870 42.080 42.280 MDR56 Agricultural Agricultural 46.870 47.065 42.280 42.480 MDR56 Agricultural Agricultural 47.065 47.265 42.480 42.680 MDR56 Agricultural Agricultural 47.265 47.460 42.680 42.880 MDR56 Agricultural Agricultural 47.460 47.660 42.880 43.080 MDR56 Agricultural Agricultural 47.660 47.855 43.080 43.280 MDR56 Agricultural Agricultural



48.055 48.250 43.480 43.680 MDR56 Agricultural Agricultural 48.250 48.450 43.680 43.880 MDR56 Agricultural Agricultural 48.450 48.650 43.880 44.080 MDR56 Agricultural Agricultural



48.845 49.045 44.280 44.480 MDR56 Built Up Built Up 49.045 49.240 44.480 44.680 MDR56 Agricultural Agricultural





Land Use

From To From To LHS (m) RHS (m) 49.240 49.440 44.680 44.880 MDR56 Agricultural Agricultural 49.440 49.635 44.880 45.080 MDR56 Agricultural Agricultural 49.635 49.835 45.080 45.280 MDR56 Agricultural Agricultural 49.835 50.035 45.280 45.480 MDR56 Agricultural Agricultural



50.230 50.430 45.680 45.880 MDR56 Agricultural Agricultural 50.430 50.625 45.880 46.080 MDR56 Agricultural Agricultural 50.625 50.825 46.080 46.280 MDR56 Agricultural Agricultural 50.825 51.020 46.280 46.480 MDR56 Agricultural Agricultural 51.020 51.220 46.480 46.680 MDR56 Agricultural Agricultural 51.220 51.420 46.680 46.880 MDR56 Agricultural Agricultural 51.420 51.615 46.880 47.080 MDR56 Agricultural Agricultural 51.615 51.815 47.080 47.280 MDR56 Agricultural Agricultural 51.815 52.010 47.280 47.480 MDR56 Agricultural Agricultural 52.010 52.210 47.480 47.680 MDR56 Agricultural Agricultural 52.210 52.410 47.680 47.880 MDR56 Agricultural Agricultural 52.410 52.605 47.880 48.080 MDR56 Agricultural Agricultural 52.605 52.800 48.080 48.280 MDR56 Agricultural Agricultural 52.800 52.995 48.280 48.480 MDR56 Agricultural Agricultural

52.995 53.190 48.480 48.680 MDR56 Agricultural Agricultural+ Built Up

53.190 53.390 48.680 48.880 MDR56 Agricultural Agricultural 53.390 53.580 48.880 49.080 MDR56 Agricultural Agricultural 53.580 53.785 49.080 49.280 MDR56 Agricultural Agricultural 53.785 53.990 49.280 49.480 MDR56 Agricultural Agricultural 53.990 54.195 49.480 49.680 MDR56 Agricultural Agricultural 54.195 54.400 49.680 49.880 MDR56 Agricultural Agricultural 54.400 54.520 49.880 50.000 MDR56 Agricultural Agricultural 54.520 50.000 50.080 MDR56 Agricultural Agricultural

50.080 50.280 MDR56 Agricultural Agricultural 50.280 50.480 MDR56 Agricultural Agricultural

50.480 50.680 MDR56 Agricultural+ Built Up


50.680 50.880 MDR56 Built Up Built Up 50.880 51.080 MDR56 Built Up Built Up 51.080 51.280 MDR56 Built Up Built Up 51.280 51.480 MDR56 Agricultural Agricultural 51.480 51.680 MDR56 Agricultural Agricultural





Land Use

From To From To LHS (m) RHS (m) 51.680 51.880 MDR56 Agricultural Agricultural 51.880 52.080 MDR56 Agricultural Agricultural 52.080 52.140 MDR56 Agricultural Agricultural 52.140 52.340 MDR56 Agricultural Agricultural 52.340 52.540 MDR56 Agricultural Agricultural 52.540 52.610 MDR56 Agricultural Agricultural 52.610 52.740 MDR56 Agricultural Agricultural 52.740 52.940 MDR56 Agricultural Agricultural 57.250 52.940 53.140 MDR56 Agricultural Canal

57.250 57.450 53.140 53.340 MDR56 Agricultural Canal 57.450 57.650 53.340 53.540 MDR56 Agricultural Canal 57.650 57.845 53.540 53.740 MDR56 Barren Canal 57.845 58.045 53.740 53.940 MDR56 Agricultural Canal

58.045 58.240 53.940 54.140 MDR56 Agricultural+ Barren Canal

58.240 58.440 54.140 54.340 MDR56 Agricultural Canal 58.440 58.640 54.340 54.540 MDR56 Plantation Canal 58.640 58.830 54.540 54.740 MDR56 Barren Canal 58.830 59.025 54.740 54.940 MDR56 Barren Canal 59.025 59.200 54.940 55.140 MDR56 Barren Canal 59.200 59.360 55.140 55.340 MDR56 Built Up Canal 59.360 59.560 55.340 55.540 MDR56 Built Up Canal

59.560 59.675 55.540 55.740 MDR56 Built Up+ Plantation Canal

59.675 59.875 55.740 56.000 MDR56 Barren Canal 59.875 60.070 27.000 26.800 SH24 Built Up Canal

60.070 60.270 26.800 26.600 SH24 Built Up+ Barren Canal

60.270 60.470 26.600 26.400 SH24 Agricultural Canal 60.470 60.670 26.400 26.200 SH24 Agricultural Canal 60.670 60.870 26.200 26.000 SH24 Plantation Canal 60.870 61.070 26.000 25.800 SH24 Agricultutral Canal

61.070 61.265 25.800 25.600 SH24 Agricultural+ Barren Canal

61.265 61.465 25.600 25.400 SH24 Agricultural Canal







Land Use


61.865 62.065 25.000 24.800 SH24 Agricultural+ Plantation Canal

62.065 62.260 24.800 24.600 SH24 Plantation Canal 62.260 62.460 24.600 24.400 SH24 Built Up Canal

62.460 62.660 24.400 24.200 SH24 Built Up + Plantation Canal

62.660 62.860 24.200 24.000 SH24 Plantation+ Agricultural Canal

62.860 63.060 24.000 23.800 SH24 Plantation+ Agricultural Canal

63.060 63.260 23.800 23.600 SH24 Plantation Canal 63.260 63.460 23.600 23.400 SH24 Plantation Canal 63.460 63.660 23.400 23.200 SH24 Plantation Canal 63.660 63.860 23.200 23.000 SH24 Plantation Canal 63.860 64.065 23.000 22.800 SH24 Built Up Canal









65.650 65.850 21.200 21.000 SH24 Plantation Canal 65.850 66.045 21.000 20.800 SH24 Plantation Canal 66.045 66.240 20.800 20.600 SH24 Plantation Canal 66.240 66.435 20.600 20.400 SH24 Plantation Canal



66.825 67.025 20.000 19.800 SH24 Plantation Canal





Land Use

From To From To LHS (m) RHS (m) 67.025 67.225 19.800 19.600 SH24 Plantation Canal 67.225 67.425 19.600 19.400 SH24 Plantation Canal 67.425 67.625 19.400 19.200 SH24 Built Up Canal 67.625 67.825 19.200 19.000 SH24 Built Up Canal




68.425 68.625 18.400 18.200 SH24 Agricultutral Canal 68.625 68.825 18.200 18.000 SH24 Agricultutral Canal 68.825 69.025 18.000 17.800 SH24 Built Up Canal

69.025 69.225 17.800 17.600 SH24 Built Up+ Agricultural Canal

69.225 69.425 17.600 17.400 SH24 Barren+ Plantation Canal





70.430 70.630 16.400 16.200 SH24 Plantation Canal 70.630 70.825 16.200 16.000 SH24 Built Up Canal

70.825 71.030 16.000 15.800 SH24 Built Up+ Agricultural+ Plantation

Canal

71.030 71.225 15.800 15.600 SH24 Jungle Canal

71.225 71.425 15.600 15.400 SH24 Agricultural+ Barren+ Built Up

Canal

71.425 71.625 15.400 15.200 SH24 Built Up Canal 71.625 71.830 15.200 15.000 SH24 Agricultural Canal 71.830 72.030 15.000 14.800 SH24 Plantation Canal 72.030 72.230 14.800 14.600 SH24 Agricultural Canal

72.230 72.430 14.600 14.400 SH24 Jungle+ Plantation Canal





Land Use


72.430 72.630 14.400 14.200 SH24 Jungle+ Plantation Canal

72.630 72.830 14.200 14.000 SH24 Jungle+ Plantation+ Agricultural

Canal

72.830 73.030 14.000 13.800 SH24 Agricultural Canal 73.030 73.225 13.800 13.600 SH24 Jungle Canal

73.225 73.425 13.600 13.400 SH24 Jungle+ Agricultural Canal

73.425 73.620 13.400 13.200 SH24 Jungle Canal 73.620 73.820 13.200 13.000 SH24 Agricultural Canal 73.820 74.020 13.000 12.800 SH24 Agricultural Canal

74.020 74.220 12.800 12.600 SH24 Agricultural+ Built Up Canal

74.220 74.425 12.600 12.400 SH24 Built Up (out of ROW) Canal

74.425 74.625 12.400 12.200 SH24 Barren+ Agricultural Canal

74.625 74.825 12.200 12.000 SH24 Agricultural Canal 74.825 75.025 12.000 11.800 SH24 Built Up Canal 75.025 75.225 11.800 11.600 SH24 Built Up Canal 75.225 75.425 11.600 11.400 SH24 Built Up Canal 75.425 75.625 11.400 11.200 SH24 Built Up Canal

75.625 75.825 11.200 11.000 SH24 Barren+ Agricultural Canal

75.825 76.025 11.000 10.800 SH24 Built Up+ Open Canal

76.025 76.220 10.800 10.600 SH24 Built Up Canal 76.220 76.420 10.600 10.400 SH24 Built Up Canal 76.420 76.620 10.400 10.200 SH24 Built Up Canal

76.620 76.820 10.200 10.000 SH24 Barren+ Open Canal

76.820 77.020 10.000 9.800 SH24 Agricultural Canal 77.020 77.220 9.800 9.600 SH24 Built Up Canal 77.220 77.420 9.600 9.400 SH24 Built Up Canal 77.420 77.620 9.400 9.200 SH24 Open Canal 77.620 77.820 9.200 9.000 SH24 Open Canal 77.820 78.025 9.000 8.800 SH24 Open Canal 78.025 78.220 8.800 8.600 SH24 Wall Canal 78.220 78.420 8.600 8.400 SH24 Wall Canal





Land Use

From To From To LHS (m) RHS (m) 78.420 78.625 8.400 8.200 SH24 Open Canal 78.625 78.820 8.200 8.000 SH24 College Canal 78.820 79.025 8.000 7.800 SH24 College Canal

79.025 79.220 7.800 7.600 SH24 College+ Dhaba Canal

79.220 79.420 7.600 7.400 SH24 Wall Canal 79.420 79.620 7.400 7.200 SH24 Wall Canal 79.620 79.820 7.200 7.000 SH24 Built Up Canal 79.820 80.020 7.000 6.800 SH24 Built Up Canal 80.020 80.170 6.800 6.651 SH24 Barren Canal

Fill Height

Cut/Fill height varies from 1 m to 5 m

Drains Covered as well as uncovered lined drains are provided in the urban sections. Road Junctions The road junctions along the existing road are listed in Table 2.2 below:

Table 2.2 - Junction Locations

S. No.

Proposed Chainage

(km) Destination Side

Remarks Reference

Chainage of SH / MDR

SH / MDR

1 0+538 Mehtan RHS 18+211 Phagwara Bypass 2 0+561 Nangal Majjan LHS 18+234 Phagwara Bypass 3 1+135 Phagwara RHS 18+805 Phagwara Bypass 4 1+138 Palahi LHS 18+808 Phagwara Bypass 5 1+888 Khangura RHS 19+558 Phagwara Bypass 6 1+888 Palahi LHS 19+558 Phagwara Bypass 7 4+195 To Residential Area RHS 21+864 Phagwara Bypass 8 4+535 To Residential Area RHS 22+204 Phagwara Bypass 9 4+555 To Residential Area RHS 22+224 Phagwara Bypass 10 5+082 Phagwara RHS 22+751 Phagwara Bypass 11 5+082 Bhularai LHS 22+751 Phagwara Bypass



S. No.

Proposed Chainage


Remarks Reference


SH / MDR

12 5+345 To Village RHS 23+014 Phagwara Bypass 13 6+275 Phagwara RHS 23+946 Phagwara Bypass 14 6+633 Phagwara RHS 24+302 Phagwara Bypass 15 6+903 Sukh Chain Nagar RHS 24+572 Phagwara Bypass 16 6+923 Gurunanak Nagar LHS 24+592 Phagwara Bypass 17 7+850 Bazidpur LHS 25+501 Phagwara Bypass 18 7+937 Phagwara RHS 25+516 Phagwara Bypass 19 9+550 Dosanjh Kalan RHS 27+215/5+215 Phagwara Bypass 20 10+273 Bahua Village LHS 5+942 MDR56 21 10+500 Bahua Village LHS 5+995 MDR56 22 11+044 Burj LHS 6+166 MDR56 23 11+274 Burj Kandhari LHS 6+706 MDR56 24 11+392 Military Farm Sarangwal LHS 6+943 MDR56 25 12+288 To Village LHS 7+053 MDR56 26 12+530 To Village RHS 8+149 MDR56 27 12+955 Jagatpur Village LHS 8+572 MDR56 28 13+239 Chakmadar Village LHS 8+854 MDR56 29 13+581 Munna Village LHS 9+201 MDR56 30 13+800 Saryala Ranu RHS 9+427 MDR56 31 13+800 Jasson Majra LHS 9+427 MDR56 32 13+842 Munna Village LHS 9+473 MDR56 33 14+734 Chack Mai Dass RHS 40+385 MDR56 34 16+794 Bahram Village LHS 12+463 MDR56 35 16+852 To Residential Area RHS 12+521 MDR56

36 17+046 C K Memorial Public

School RHS 12+716 MDR56

37 17+220 Talwandi RHS 12+891 MDR56 38 17+324 Mahilpur LHS 12+996 MDR56 39 17+375 Mukandpur RHS 13+049 MDR56 40 17+464 To Residential Area LHS 13+138 MDR56 41 18+159 To Village RHS 13+835 MDR56 42 18+721 Chhander Khurd LHS 14+396 MDR56 43 19+316 Bisla LHS 14+992 MDR56 44 19+380 To Residential Area LHS 15+055 MDR56 45 19+442 Dhadua RHS 15+166 MDR56 46 19+500 To Residential Area LHS 15+174 MDR56 47 19+535 To Residential Area LHS 15+209 MDR56 48 19+558 To Residential Area LHS 15+232 MDR56 49 19+609 Bisla LHS 15+283 MDR56 50 20+264 Lalapur Village RHS 15+935 MDR56



S. No.

Proposed Chainage


Remarks Reference


SH / MDR

51 20+608 Bisla LHS 16+277 MDR56 52 21+399 Dhahan Village RHS 17+064 MDR56 53 22+158 Kaleran LHS 17+821 MDR56 54 22+933 Mallupota RHS 18+593 MDR56 55 24+220 Bahdowal LHS 19+881 MDR56 56 24+360 Chak Kalan RHS 20+022 MDR56 57 24+681 Chak Kalan RHS 20+343 MDR56 58 24+698 Bahdowal LHS 20+359 MDR56 59 25+221 To Residential Area RHS 20+882 MDR56 60 25+874 Vishva Ruhani Kendra RHS 21+532 MDR56 61 26+068 Sotran Village RHS 21+726 MDR56 62 26+068 Hopowal LHS 21+726 MDR56 63 26+185 To Residential Area RHS 21+841 MDR56 64 26+494 City LHS 22+150 MDR56 65 26+523 To City RHS 22+180 MDR56 66 26+722 To Residential Area RHS 22+379 MDR56 67 26+788 To Residential Area RHS 22+445 MDR56 68 26+968 Railway Road RHS 22+629 MDR56 69 27+033 Chintpurni Temple Road RHS 22+691 MDR56 70 27+133 Garhshankar LHS 22+795 MDR56 71 28+499 To Residential Area RHS 24+163 MDR56 72 29+655 Khatkar Kalan RHS 25+330 MDR56 73 29+655 Thandian LHS 25+330 MDR56 74 30+373 Khatkar Kalan RHS 26+052 MDR56 75 30+376 Naura LHS 26+055 MDR56 76 30+550 Khatkar Kalan RHS 26+231 MDR56 77 31+086 KahmaVillage RHS 26+769 MDR56 78 31+091 Bhutan Village LHS 26+774 MDR56 79 31+746 Bhunta Village LHS 27+434 MDR56 80 31+750 Kamaha Village RHS 27+438 MDR56 81 32+192 Kamaha Village RHS 27+884 MDR56 82 32+470 Kamaha Village RHS 28+162 MDR56 83 32+473 Jabbowal Village LHS 28+165 MDR56 84 32+797 Gurudwara RHS 28+487 MDR56 85 33+434 Kariha Village RHS 29+121 MDR56 86 33+626 Kariha Village RHS 29+311 MDR56 87 33+626 Bains Village LHS 29+311 MDR56 88 34+608 Malpur Adka RHS 30+280 MDR56 89 35+005 Malpur Adka LHS 30+673 MDR56



S. No.

Proposed Chainage


Remarks Reference


SH / MDR

90 37+566 Mahalon LHS 33+201 MDR56

91 37+625 Sandhu Institute Of

Nursing RHS 33+261 MDR56



93 38+162 To Residential Area LHS 33+785 MDR56 94 38+339 Mahalo LHS 33+958 MDR56 95 38+748 Sugar Mill Colony RHS 34+364 MDR56 96 38+871 To Residential Area RHS 34+484 MDR56 97 39+012 Gujjar Kalan LHS 34+623 MDR56 98 39+416 Guru Tej Bahadur Nagar LHS 35+022 MDR56 99 39+431 Guru Tej Bahadur Nagar LHS 35+070 MDR56 100 39+685 To Residential Area RHS 35+275 MDR56 101 39+685 Guru Tej Bahadur Nagar LHS 35+275 MDR56 102 39+998 To Residential Area LHS 35+569 MDR56 103 40+000 To Residential Area RHS 35+571 MDR56 104 40+009 Garh Shankar, To Colony LHS 35+771 MDR56 105 40+240 To Residential Area RHS 35+782 MDR56 106 40+432 To Residential Area LHS 35+983 MDR56 107 40+436 Raho RHS 35+987 MDR56 108 40+463 Raho RHS 36+020 MDR56 109 40+969 To Residential Area LHS 36+494 MDR56 110 43+241 Saloh, Jethu Majara RHS 38+646 MDR56 111 43+241 Barnala LHS 38+646 MDR56 112 44+315 Jethu Majara RHS 39+701 MDR56 113 45+273 Romroa RHS 40+671 MDR56 114 45+377 Sona Village LHS 40+774 MDR56 115 45+681 Langroya RHS 41+080 MDR56 116 45+927 To Residential Area LHS 41+329 MDR56 117 46+126 Sajawal Pur RHS 41+530 MDR56 118 46+450 Langroya RHS 41+857 MDR56 119 46+548 Kishanpura LHS 41+957 MDR56 120 47+394 Sajjawalpur RHS 42+815 MDR56 121 47+394 Kishanpura LHS 42+815 MDR56 122 48+314 Kishanpura LHS 43+745 MDR56 123 48+632 Jandla RHS 44+067 MDR56 124 48+836 Nai Majara Village RHS 44+272 MDR56 125 48+898 Dolatpur LHS 44+334 MDR56 126 49+085 Jadla RHS 44+524 MDR56 127 49+163 To Residential Area RHS 44+607 MDR56



S. No.

Proposed Chainage


Remarks Reference


SH / MDR

128 49+764 Dolatpur LHS 45+212 MDR56 129 49+766 Jandla RHS 45+214 MDR56 130 50+127 Jandla RHS 45+576 MDR56 131 50+127 Dolatpur LHS 45+576 MDR56 132 50+852 Jandla RHS 46+309 MDR56 133 50+852 Dolatpur LHS 46+309 MDR56 134 51+654 Jandla RHS 47+120 MDR56 135 52+338 Birowal RHS 47+811 MDR56 136 52+863 Birowal RHS 48+345 MDR56 137 52+889 Thathyala LHS 48+381 MDR56 138 53+752 Thathyala LHS 49+246 MDR56 139 57+225 Birowal RHS 53+110 MDR56 140 57+306 BKM College LHS 53+198 MDR56 141 59+245 Balachor LHS 55+203 MDR56 142 60+612 To Village RHS 26+258 SH24 143 60+612 Balachor LHS 26+258 SH24 144 62+361 To Village RHS 24+501 SH24 145 62+365 To Residential Area LHS 24+491 SH24 146 63+012 To Village RHS 23+848 SH24 147 63+012 Lohat Village LHS 23+847 SH24 148 64+050 Manaiwal RHS 22+813 SH24 149 64+050 Sudha Majra LHS 22+813 SH24 150 67+092 To Village RHS 19+735 SH24 151 67+092 Rattewal Road LHS 19+735 SH24 152 67+730 Rattewal LHS 19+099 SH24 153 68+733 Bharthala LHS 18+090 SH24 154 70+624 Bela Tajowal RHS 16+205 SH24 155 70+624 Panyali Kalan LHS 16+205 SH24 156 70+766 To Residential Area LHS 16+060 SH24 157 71+991 To Village RHS 14+840 SH24 158 71+991 To Village LHS 14+840 SH24 159 73+568 To Village RHS 13+254 SH24 160 74+862 To Village RHS 11+963 SH24 161 77+190 To Village RHS 9+632 SH24 162 77+190 To Residential Area LHS 9+632 SH24 163 79+438 To Village RHS 7+384 SH24 164 79+933 To Residential Area LHS 6+888 SH24



Utility Services

Telephone and Electric/HT Lines: In urban section of the project road, Telephone and Electric lines are running parallel to the project road and at some locations HT and LT lines are crossing the road at frequent interval throughout the road stretch.

2.2.2 Road Condition Survey The visual road condition survey data as recorded at site has been presented in Annexure 2.2. This includes information on visible and ongoing/ recent improvements.

2.3 Topographic Survey

The topographic survey along the project corridor was carried out as per the Terms of Reference (TOR), using high precision Total Station with the objective to capture essential ground features and prepare plan and profile drawings

Detailed topographic survey was carried out following the procedure given below:

• Setting up permanent bench marks and control stations at 5km interval. • Establishment of horizontal control. • Establishment of vertical control to have the elevation coordinate hooked to the nearest GTS stations

along the Project Road. • Collection of Digital Terrain Model data containing the existing highway, rivers, streams and other

topographical features to form the basis for the new designs; and • Preparation of base plans containing existing highway, rivers, streams and other topographical

features to form the basis of the new designs; and • Preparation of base plans containing the entire natural and manmade structures like buildings,

fences, walls, utilities, temples and other religious structures etc. That would govern the finalization of horizontal alignment.

NOTE: a) Survey of India (SOI) GTS at Ropar barrage is the reference for ‘Z’ value i.e. level. b) If two pairs of GPS are available, it is advised to close the loop with new traverse to get the actual

coordinates in reference to co-ordinates provided by the Consultant below in Table 2.3:

Table 2.3 – GPS Coordinates

S No

EASTING NORTHING ELEVATION CODE REMARKS

1 637730.794 3430706.716 266.163 GPS‐02 On Shoulder Road Right Side Near Furniture Shop

2 637503.878 3430772.503 266.802 GPS‐2A On Shoulder Road Left Side Near Bus Stop

3 634660.664 3431353.024 268.177 GPS‐03 On Shoulder Road Left Side Front Km Stone‐15



S No

EASTING NORTHING ELEVATION CODE REMARKS

4 634428.456 3431393.428 267.479 GPS‐3A On Shoulder Road Right Side Near Transformar

5 630841.500 3432215.145 267.688 GPS‐04 On Shoulder Road Right Side Near Electrice Pole

6 630590.519 3432237.608 265.183 GPS‐4A On Shoulder Road Left Side H.M. Stone

7 627221.575 3433629.360 263.819 GPS‐05 On Shoulder Road Right Side Near Km Stone‐23

8 627005.408 3433695.304 263.813 GPS‐5A On Shoulder Road Right Side Near CH‐23242

9 623805.126 3435616.328 264.867 GPS‐06 On Shoulder Road Left Side Kanal Side Near Km Stone‐27

10 621256.820 3437683.427 270.872 GPS‐07 On Shoulder Road Right Side Front Baba Roshansa Bali Road

11 621280.957 3438071.361 271.505 GPS‐7A On Shoulder Road Left Side (Chock) Pathankot Road Side

12 617810.082 3439463.102 263.729 GPS‐08 On Shoulder Road Left Side Km Stone‐48

13 617548.629 3439556.069 263.540 GPS‐8A On Shoulder Road Right Side CH‐48300

14 614111.257 3440948.851 260.226 GPS‐09 On Shoulder Road Left Side Front Graveyard

15 613902.201 3441033.073 260.110 GPS‐9A On Shoulder Road Left Side Near Hair Drasar


17 609335.104 3442882.906 258.430 GPS‐10A

On Shoulder Road Right Side Near Temple

18 605749.530 3445071.208 254.517 GPS‐11 On Shoulder Road Left Side Near Gujar Pur Kalan Road

19 605522.233 3445169.216 254.881 GPS‐11A

On Shoulder Road Left Side Near Sugar Mill Colony


21 602258.202 3446818.572 254.777 GPS‐12A

On Shoulder Road Left Side Front Potato Godown


23 598651.943 3448585.896 252.201 GPS‐13A

On Shoulder Road Left Side Near Kamaha Village Road



2.4 Pavement Investigations

2.4.1 General

The project road has been investigated for evaluating its structural as well as functional performance. The various surveys for the investigation of the pavement have been done and are discussed below.

2.4.2 Benkelman Beam Deflection (BBD) Test

The rebound deflection measurements using Benkelman Beam Deflection method in accordance to CGRA procedure stipulated in IRC-81:1997 (“Guidelines for Strengthening of flexible Pavement using Benkelman Beam Deflection Technique”) have been carried out throughout the Project Road on both directions along outer wheel path.

Following Procedure was adopted:

• Main line testing at 1000 m interval all along the road. After analyzing the mainline testing results using cumulative approach, homogenous sections were identified.

• For control section testing : - A homogenous segment was determined based on the result of pavement condition

survey. The total length of homogeneous segment is not less than 100m per km. - The deflection testing was carried out for each 100m homogenous length. - The deflection measurement was done at interval of 10m.

• The observed deflection values were corrected for standard temperature of 35°C. Corrections for

seasonal variation were applied as the tests were carried out during the dry season. • The 10 deflection readings for each control section were statistically analyzed and the

characteristic deflection was taken to be mean plus twice the standard deviation. The average characteristic deflection for each homogeneous section was then determined. Results of the deflection tests are furnished in Annexure 2.3 .The characteristic deflections for homogeneous sections for use in design are tabulated in Table 2.4 below.

Table 2.4: Benkelman Beam Deflection Survey Summary

S. No. Stretch Avg. Characteristic

Deflection Homogeneous Section Type

From (km) To (km) (mm) 1 0.000 9.430 1.969 I 2 9.430 19.330 1.141 II 3 19.330 40.530 1.911 III 4 40.530 61.280 1.300 IV 5 61.280 73.080 1.884 V 6 73.080 81.330 1.218 VI



2.5 Subgrade Investigation 2.5.1 Test Pits for Existing Subgrade

Test pit investigations were carried out at the interface of main carriageway and earthen shoulder at every 2 km intervals in a staggered manner along the existing road alignment. Following tests were carried out to ascertain the existing physical and strength condition of the subgrade:

Large Pits (1.0m X 1.0m)

a) In-Situ Moisture Content b) Dynamic Cone Penetrometer (DCP) test c) Details of Pavement layer composition d) Laboratory Soil Characterisation (Grain Size and Atterberg Limits) e) Laboratory Moisture-Density characteristics (using modified AASHTO compaction) f) Dry Density using sand replacement method g) CBR test on 4 day soaked samples

2.5.2 Existing Pavement Composition

Flexible Pavement exists all along the project road. The existing flexible pavement composition was measured at test pits (1.0m x 1.0m) dug at pavement –shoulder interface at 1000m staggered interval in both directions. The summary of thickness and composition is given below in Table 2.5. Table 2.5: Summary of Thickness and Composition of Existing Flexible Pavement Crust

S No

Design Chainage

Existing Chainage

wrt SH/MDR

SH/ MDR Side

Pavement Composition (mm)

BC DBM WMM GSB Total Thickness

1 0+325 18+000 Phagwara Bypass Left 50 100 250 200 600

2 1+330 19+000 Phagwara Bypass Right 30 40 250 340 660








S No

Design Chainage

Existing Chainage

wrt SH/MDR

SH/ MDR Side






11 10+330 06+000 MDR56 Left 30 110 200 140 480

12 11+340 07+000 MDR56 Right 40 70 320 360 790

13 12+380 08+000 MDR56 Left 30 70 340 370 810

14 13+385 09+000 MDR56 Right 40 70 310 370 790

15 14+350 10+000 MDR56 Left 50 100 200 350

16 15+340 11+000 MDR56 Right 40 80 270 390

17 16+330 12+000 MDR56 Left 30 80 170 100 380

18 17+330 13+000 MDR56 Right 40 70 170 100 380

19 18+350 14+025 MDR56 Left 40 70 170 100 380

20 19+325 15+000 MDR56 Right 30 90 150 180 450

21 20+330 16+000 MDR56 Left 30 90 210 260 590

22 21+335 17+000 MDR56 Right 30 40 250 320

23 22+335 18+000 MDR56 Left 40 50 130 140 360

24 23+340 19+000 MDR56 Right 50 80 90 190 410

25 24+340 20+000 MDR56 Left 30 60 100 150 340

26 25+135 20+800 MDR56 Right 35 90 80 170 375

27 28+535 24+200 MDR56 Right 30 70 140 180 420

28 29+325 25+000 MDR56 Left 40 50 130 140 360

29 30+520 26+200 MDR56 Right 25 30 130 190 375

30 31+315 27+000 MDR56 Left 25 30 140 210 405

31 32+305 28+000 MDR56 Right 30 70 140 150 390

32 33+310 29+000 MDR56 Left 40 60 330 430

33 34+325 30+000 MDR56 Right 30 80 90 260 460

34 35+335 31+000 MDR56 Left 30 70 200 300



S No

Design Chainage

Existing Chainage

wrt SH/MDR

SH/ MDR Side



35 36+335 32+000 MDR56 Left 40 70 100 130 340

36 37+360 33+000 MDR56 Right 40 70 100 120 330

37 38+380 34+000 MDR56 Left 40 30 360 430

38 39+090 34+700 MDR56 Right 30 90 100 210 430

39 43+615 39+000 MDR56 Left 50 100 170 320

40 44+605 40+000 MDR56 Right 40 100 140 170 450

41 45+600 41+000 MDR56 Left 45 100 150 180 475

42 46+590 42+000 MDR56 Right 70 90 160 220 540

43 47+575 43+000 MDR56 Left 30 100 240 370

44 48+565 44+000 MDR56 Left 30 95 170 130 425

45 49+555 45+000 MDR56 Right 30 95 170 130 425

46 50+545 46+000 MDR56 Left 40 40 260 310 650

47 51+535 47+000 MDR56 Right 40 40 270 300 650

48 52+525 48+000 MDR56 Left 30 90 180 230 530

49 53+500 49+000 MDR56 Right 40 90 180 160 470

50 54+520 50+000 MDR56 Left 40 130 160 150 480

51 51+000 MDR56 Right 50 70 300 420

52 52+000 MDR56 Left 40 60 140 230 470

53 53+000 MDR56 Left 40 90 140 230 500

54 58+100 54+000 MDR56 Left 40 70 200 170 480

55 59+080 55+000 MDR56 Left 40 70 200 180 490

56 59+875 27+000 SH24 Left 40 60 230 260 590

57 60+870 26+000 SH24 Left 30 70 180 160 440

58 61+865 25+000 SH24 Left 40 60 170 160 430

59 62+855 24+000 SH24 Left 60 100 200 200 560

60 63+860 23+000 SH24 Left 40 50 200 200 490

61 64+865 22+000 SH24 Left 50 60 200 160 470

62 65+850 21+000 SH24 Left 40 60 180 100 380

63 66+825 20+000 SH24 Left 30 60 200 100 390



S No

Design Chainage

Existing Chainage

wrt SH/MDR

SH/ MDR Side



64 67+325 19+500 SH24 Left 50 50 170 240 510

65 68+820 18+000 SH24 Left 45 50 170 230 495

66 69+830 17+000 SH24 Left 40 50 100 220 410

67 70+825 16+000 SH24 Left 40 60 80 240 420

68 71+830 15+000 SH24 Left 50 80 200 130 460

69 72+830 14+000 SH24 Left 50 80 130 160 420

70 73+820 13+000 SH24 Left 40 40 140 160 380

71 74+825 12+000 SH24 Left 40 90 130 150 410

72 75+825 11+000 SH24 Left 40 100 120 150 410

73 76+720 10+100 SH24 Left 40 100 120 140 400

74 77+820 09+000 SH24 Left 40 50 230 230 550

75 78+820 08+000 SH24 Left 40 40 220 120 420

76 79+820 07+000 SH24 Left 40 40 140 150 370

77 06+000 SH24 Left 40 50 130 130 350

2.5.3 Laboratory Tests on Subgrade Samples

The Subgrade samples collected from pits were taken to laboratory to carry out the following tests according to relevant BIS standard:

Grain Size Analysis IS: 2720 (Part-IV) Atterberg Limits IS: 2720 (Part-V) Optimum Moisture Content & Maximum Dry density IS: 2720 (Part-VIII) California Bearing Ratio Tests on samples (soaked for 4 days) IS: 2720 (Part-XVI)

The field and laboratory test results are compiled and provided in the Annexure 2.4. Summary of the results are discussed below:

Grain Size Analysis:

The per cent passing 75micron sieve ranged between 65 and 90 with an average of 79.

Atterberg’s Limit:

The mean Liquid Limit and Plastic Limit values for Ropar-Phagwara section are found to be 26.3% and 17.7% respectively and the average value of Plasticity Index of the soil is 9.5%. The results are summarized in Table 2.6.



Table 2.6 - Atterberg’s Limits of Subgrade Samples

Compaction Test

From field test results, it is observed that field dry densities in most of the cases are less than 1.90 t/m3.The degree of compaction is varying from 81% (minimum) to 90% (maximum) of the MDD. Laboratory compaction (Heavy) test results show that Maximum Dry Density (MDD) ranges from 1.75 t/m3 to 2.1 t/m3. CBR Tests CBR tests on specimens compacted at three different energy level and soaked in water for four days were carried out for soil samples collected at each test pit. Results of the tests are provided in Annexure 2.4. The Annexure also shows the CBR of the existing subgrade at FDD as derived from the CBR curve plotted from the tests carried out at three energy levels. In summary for Ropar-Phagwara section, the CBR at 97% compaction varies between 6.5% and 16.0%.

2.5.4 Dynamic Cone Penetration Test

Dynamic cone penetrometer was conducted at every subgrade investigation pit locations and also at every 5 km interval staggered along the project road to assess the in-situ CBR at subgrade and below subgrade level. Analysis of DCP-CBR Graph of penetration versus number of blows was plotted for each pit location where the test was conducted. Slope change of the graph indicates the interface of two layers of the soil. From this graph layer thickness and slope (penetration mm/blow) were calculated. DCP – CBR value was calculated for each layer using the following formula: Log10 (CBR) = 2.48 – 1.057 x Log10 (mm/blow)

The equivalent DCP – CBR for the full depth of soil investigated was calculated on the basis of following formula

Test Parameter Minimum (%)

Maximum (%)

Average (%)

Liquid Limit 17.8 34.6 23.4 Plastic Limit 12.9 19.06 15.4

Plasticity Index 3.6 17.0 8.5



Equivalent DCP – CBR = 33/1

layersofthickness)layerofthickness()CBR(

⎪⎭

⎪⎬⎫

⎪⎩

⎪⎨⎧ ×

∑∑

The DCP-CBR test results for the Subgrade pit locations have been presented in the Annexure 2.5. The DCP tests were carried out during the month of April-May 2010 and accordingly the CBR values may be representative of partially soaked condition. Summary results of the DCP tests are given in Table 2.7.

Table – 2.7: Dynamic Cone Penetration Tests – Summary of Results

Description Project Road section Avg. DCP-CBR 15

Maximum DCP-CBR 31 Minimum DCP-CBR 9

2.5.5 Investigation for Natural Ground Along Widening Side and Realignment

On the natural ground where the new carriageway will be constructed and along realignments, the following tests/investigations were made for assessing the quality and condition of the soil forming the natural ground:

(a) Large Pits (1.0m X 1.0m)

i) Dynamic Cone penetrometer (DCP) test ii) In Situ Moisture Content and dry density. iii) Gradation and Atterberg limits iv) Compaction tests (Heavy) v) Soaked CBR

Results or test results are compiled in the Material Investigation Report

2.6 Soil and Material Investigation 2.6.1 General

The materials required for the project include the following: a) Soil for the subgrade and shoulders b) Granular material for subbase c) Stone aggregate or use in pavement course d) Sand for use in pavement course and cement concrete e) Water for construction purpose f) Manufactured items like cement, steel and bitumen



The Consultants carried out the needed surveys and investigated in the following step by step procedure: a) Study of geological and soil maps of the area to identify the type of material in natural formation b) Study and collection of material and quarry charts available with the PWD and discussions with the

concerned officials about the traditional sources of materials being used in the project area. c) Visiting the project area to a radius of about 25km to identify any possible quarry / material sources

and collecting samples from such sources for laboratory tests including making an assessment of available quantity.

d) Testing the samples in the laboratory for engineering properties and evaluation of suitability of various materials for incorporation in the permanent works.

e) Determining the haulage road by type and distance for bringing the materials to site. f) Based on the data collected and the laboratory test results, preparation of quarry and material source

charts indicating the location of the various sources and haulage distance. 2.6.2 Stone Aggregates For Pavement Courses And Cement Concrete

The sources of stone aggregates have been identified within the state of Punjab and bordering areas of Himachal Pradesh. The locations of Stone Aggregate quarries with lead distance are provided in Table 2.8.

Table 2.8: Details of Stone Aggregate Quarries

Sr. No

Name of Crusher/ Supplier

Location Lead

Distance Source of Material

Type of Material

1 Jai Shankar Stone Crusher

Damtal Crusher Zone, Himachal Pradesh

150 Km Beas River-bed

40mm, 20mm, 10mm, 6mm, Sand

2 B.S. stone Crusher

Mirthal Crusher Zone, Punjab

155 Km Beas River-bed


3 Subhash Transport Co., Jammu Road

Pathankot Crusher Zone (Madhopur/ Sujanpur), Punjab

165 Km Ravi River-bed


4 Khalsa Stone Crusher

Bharatgarh Crusher Zone, Punjab

67 Km Satluj River-bed


*Note: Average lead distance for the Project Road

Representative samples were collected and tested for the following properties:

• Aggregate Impact value (AIV) : As per IS: 2386 (Part-6) • Combined flakiness and elongation indices : As per IS: 2386 (Part-1) • Coating and stripping of Bitumen Aggregate Mix : As per IS 6214



• Soundness : As per IS: 2386 (Part-5) • Specific Gravity : As per IS: 2386 (Part-3) • Water absorption : As per IS: 2386 (Part-3) • Alkali Aggregate Reactivity : As per IS-2386 (Part-7)

The test results of stone aggregates are summarized in Table 2.9(a) and 2.9(b)

Table 2.9(a): Laboratory Test Results of Stone Aggregates

S.No

Location Tested Sample

Specific Gravity

Water Absorption

(%)

Flakiness Index (%)

Elongation Index (%)

1 Damtal 20 mm 2.67 0.61 16.6 20.2 10 mm - - 20.4 24.6

2 Mirthal 20 mm 2.64 0.35 14.8 22.5 10 mm - - 17.2 23.8

3 Pathankot 20 mm 2.65 0.29 19.6 25.8 10 mm - - 24.5 28.4

4 Bharatgarh 20 mm 2.62 0.29 15.4 21.2 10 mm - - 18 24.2

Table 2.9(b): Laboratory Test Results of Stone Aggregates

S.No

Location Tested Sample

Aggregate Impact Value (AIV)

Nature in AAR Test

Nature in Soundness

Test

Bitumen Coating & Stripping

Test 1 Damtal

20 mm 19 Innocuous Sound Passes

2 Mirthal


3 Pathankot


4 Bharatgarh


The above test results show that the coarse aggregate sampled from all the four quarries/ crusher zones broadly meet the specification criteria for pavement layers including granular sub-base, WMM base, DBM & BC wearing course as well as structural concrete. Only in case of shape of aggregate (combined flakiness and elongation index), the test results fall outside the specification limits for all the four locations. However, the index value can be brought under specified limits by making suitable changes in crushing methodology by the crusher operators.



2.6.3 Sand For Use In Pavement Course And Cement Concrete Representative samples from the stone quarries were collected and tested in the laboratory. The following tests were conducted on collected fine aggregate samples.

• Gradation & Fineness Modulus (FM) : As per IS: 2386 (Part-1) • Soundness : As per IS: 2386 (Part-5) • Specific Gravity : As per IS: 2386 (Part-3) • Water absorption : As per IS: 2386 (Part-3) • Alkali Aggregate Reactivity (AAR) : As per IS-2386 (Part-7) • Sand Equivalent Test : As per IS-2386 (Part-37) • LL/ PL of fraction passing 425 micron sieve : As per IS-2386 (Part-5) The test results are summarized in Tables 2.10(A) and 2.10(B).

Table 2.10(A): Laboratory Test Results of Sand

S.No

Location Fineness Modulus

(FM)

Grading as per IS:383

%age Passing 150

micron Sieve

Sand Equivalent

Value

PI of Material

Passing 75 micron Sieve

1 Damtal 2.45 Zone-II 06 81 N.P. 2 Mirthal 2.43 Zone-II 09 62 N.P. 3 Pathankot 2.49 Zone-II 10 71 N.P. 4 Bharatgarh 2.12 Zone-III 10 91 N.P.

Table 2.10(B): Laboratory Test Results of Sand

S.No

Location Specific Gravity

Water Absorption

(%)

Nature in AAR Test

Nature in Soundness Test

1 Damtal 2.73 2.9 Innocuous Sound 2 Mirthal 2.69 2.7 Innocuous Sound 3 Pathankot 2.79 3.2 Innocuous Sound 4 Bharatgarh 2.76 3.1 Innocuous Sound

The above test results show that the fine aggregate sampled from all the four quarries/ crusher zones broadly meet the specification criteria for pavement layers including granular sub-base, WMM base, DBM & BC wearing course as well as structural concrete.

2.6.4 Fly Ash It is proposed that pond ash from Guru Gobind Singh Super Thermal Power Plant of PSPCL at Ghanauli near Ropar shall be used as earth-fill material for embankment construction. The project road falls



within 100km radius of the plant and there is sufficient availability of pond ash at the plant. The lead distance of Flyash source is presented in Table 2.11 below

Table 2.11: Lead Distance of Flyash Source

S.No. Location Project Road Chainage

(km)

Lead From Source of Pond-

Ash (km) 1 Phagwara (Start of Project Road) 0.00 92 2 Banga 27.00 65 3 Nawanshahr 40.50 52 4 Balachor 60.00 32 5 Ropar (End of Project Road) 80.30 12

2.6.5 Borrow Soil

Location Potential sources of earth for the construction of embankment and subgrade were identified on either side of project road. The details of proposed borrow areas investigated with their respective locations; corresponding chainages and lead from nearest point to project road are tabulated in Table 2.12.

Table 2.12 :- Location of Proposed Borrow Areas

S.No.

Chainage of Nearest Point

on Project Road (km)

Location / Village Name Side of Project

Road

Lead From Nearest Point

on Project Road (km)

1 7.900 Phagwara-Mahalpur Road LHS 05 2 26.700 Banga-Mukandpur Road RHS 05 3 45.400 Barnala Kalan-Bhagoran Road LHS 03 4 70.700 Paniyali Kalan Village LHS 10

Laboratory Testing The scope of Laboratory Testing generally followed for soil samples includes: i) Grain Size Analysis as per IS: 2720 Part IV ii) Determination of Atterberg Limits as per IS: 2720 Part V iii) Determination of MDD/ OMC as per IS: 2720 Part VIII iv) Determination of soaked CBR as per IS: 2720 Part XVI v) Determination of free swell index as per IS: 2720 Part XL



The details of laboratory test results of Borrow area materials are presented in Table 2.13(a) and Table 2.13(b)

Table 2.13(a):- Details of laboratory test results of Borrow area materials

Location Type of Soil

SIEVE ANALYSIS (%by weight passing)

Sand Content (%) 4.75 mm

Sieve

2 mm Sieve

0.425 mm Sieve

0.075 mm

Sieve

Phagwara-Mahalpur Road

Sand 100 100 100 30 70

Banga-Mukandpur Road

Clay 100 98 90 77 23

Barnala Kalan -Bhagoran Road

Silty Clay 98 97 93 78 20

Paniyali Kalan Village

Silt 100 100 95 70 30

Table 2.13(b):- Details of laboratory test results of Borrow area materials

Location

ATTERBERG LIMITS

Soil Classifica-

tion

Max. Dry

Density (MDD) gm/cc

Optimum Moisture Content

(OMC) %

4-days Soaked CBR (at 97% of MDD)

Liquid Limit (LL)

%

Plastic Limit

(PL) %

Plasticity Index (PI) %

Phagwara-Mahalpur Road

NP NP NP SM - - -

Banga-Mukandpur Road

25 18 7 CL - - -

Barnala Kalan -Bhagoran Road

19 13 6 CL-ML 1.80 15.2 12

Paniyali Kalan Village

NP NP NP ML 1.78 13.8 10



2.6.6 Manufactured Materials

Manufactured material like bitumen and emulsion can be collected from Panipat Refinery Limited. The distance of this refinery is about 237 km from center of project site and is the nearest one. The Consultants propose this refinery as source of bitumen and emulsion.

Steel can be easily procured locally from Chandigarh / Phagwara / Ludhiana / Jallandhar.

Cement is readily available throughout the project stretch.

2.7 Structures

2.7.1 Introduction

Detail design for 4 Laning of Ropar-Phagwara road involves construction of new bridges, flyovers, and cross drainage structures along new carriageway and widening of some of the existing bridges. For this purpose detailed inventory survey for these existing bridges and cross drainage structure was carried out. The Detail inventory along with the widening scheme of the existing bridges are presented in this section.

2.7.2 Inventory of Existing Structures

In the project road from Ropar to Phagwara, there are a total of 23 structures of which 22 no. are Minor Bridges and 01 Major Bridge.

Each of the bridge site was visited and detailed inventory was carried out. Inventory of the existing Bridges are provided in Annexure-2.9. However, the existing data is also summarized in the following Table: 2.14

Table: 2.14- Summary of Existing Bridges along Ropar-Phagwara

Type of Structure No. of Structures Type of Crossing Major Bridge 01 Superpassage

Minor Bridge 03 Canal 10 Canal Syphon 09 Superpassage

Total 23

2.8 Cross – Drainage Structures (Culverts)

2.8.1 Introduction

In the entire stretch of Ropar to Phagwara highway section a total of 84 CD structures were found comprising several pipe culverts, slab culverts and box culvert. Some culverts are observed as fully choked and not functioning hydraulically. These are proposed to be reconstructed/replaced with solid slab or pipe culverts as the case may be. Upgrading of the road section to a dual carriageway road of two lanes (along with service road across the culverts) each involves widening of the existing CD structures. Wherever the new alignment is away from the existing road, new culverts are required in the new alignment to cover the full road width. New culverts are also required where the capacity of the existing ones is inadequate or where the diameter of the pipes in case of pipe culverts is less from maintenance point of view. Repair or replacement of culverts is called for when these are in distressed condition in



substructures and super structure slab. Accordingly detailed inventory of all the culverts were taken and their condition survey was carried out to determine their present conditions. Also, hydrological investigation was carried out to find out the hydraulic adequacy of the existing culverts. The outcome of hydrological investigation and detailed inventory and condition survey are covered in the following articles. Various consideration and methodology related to widening of culverts are also discussed in this section of the report.

Summary of different types of Culverts and their numbers are indicated in Table 2.15

Table: 2.15 - Summary of Culverts along Ropar-Phagwara Type of CD Structure No. Of CD Structures

Box / Slab Culvert 50 HPC Culvert 32 Arch Culvert 02

Total 84

2.8.2 Inventory & Condition Survey of Existing CD Structures

Engineers of CES visited various sites of the existing culverts along the project road. The existing CD structures observed in the project stretch comprise of the following:

a) RC Pipe Culverts b) Slab Culverts c) Box Culvert

For each culvert, an inventory-cum-condition survey sheet was filled up after visual observation and measurements with tapes. The locations of the culverts as noted in the sheet are approximated depending on the availability of kilometer and 200m stones, during field investigations.

Inventory and Condition Survey of the existing culverts are provided in Annexure-2.10

The commonly occurring problems noticed at site for the slab culverts are absence of PWD number mark, damaged parapet, honey comb in concrete in the superstructure slab, exposed reinforcement and corrosion, etc. For RC pipe culverts the common problems noted are absence of PWD number mark, damaged parapet, fully choke/partial choking of inlet/outlet due to accumulation of sedimentation and also due to vegetation growth, damaged headwall etc.

The above-mentioned snags, which are commonly observed in the culverts, are items of routine maintenance and these structures can be widened to cater to the additional two lanes. The structures which are observed in major distress in terms of structural integrity has been replaced and reconstructed otherwise the structures are widened to its full required width as per roadway width as envisaged in the approach portion.

Chapter - 3

TRAFFIC SURVEY DEMAND

ASSESSMENT


Project: Detailed Project Report (DPR) for 4Laning of Ropar-Nawanshahr-Banga-Phagwara Road Page 1 of 11 Document: 2010057/RH/Vol I/Main Report July 2013 Traffic Survey Demand Assessment Revision: R0


CHAPTER 3 TRAFFIC SURVEY DEMAND ASSESSMENT

3.1 TRAFFIC FORECAST

3.1.1 Approach to Estimation of Growth Rates

Long term forecasting of traffic on the project road during the time horizon of the study is required for widening & upgradingof the Ropar-Phagwara section in Punjab with partially access controlled facility. For this purpose, a study of past trends in traffic growth is undertaken. The traffic growth rates established for this study are based on elasticity approach. Whereina relationship is established between past traffic data and socio-economic indicators. The methodology thus adopted incorporates the perspective growth envisaged in the economy in the influence area and the changes in transport demand elasticities over a period of time as a basic data input. Traffic growth rates by vehicle type, for the project road corridor have been determined for the 30 years period. The approach involved establishing a quantitative relationship between traffic growth as the dependent variable and growth in Net State Domestic Product (NSDP)/Population/Per Capita Income (PCI) as the independent variable. Consultants used time series vehicle registration data and NSDP/population/per capita income/income accruing to influencing sectors such as primary & secondary, for the Project Influence Area (PIA) of the Punjab state.

3.1.2 Project Influence Area (PIA)

Analysis of traffic movement on the project road indicates that the traffic flow is mainly influenced by the Punjab. Thus Punjab constitutes the broad influence area. It was observed from the OD survey, that Punjab contributes 93% passenger &79% goods traffic movement. This was the basis for deriving vehicular elasticities and growth rates.

3.1.3 Economic Perspective of Punjab

The Indian economy has displayed vigorous growth with strong macroeconomic fundamentals in the past. It entered the 11th plan period with an impressive record of economic growth. However, the global recession and tightening liquidity position had its impact on the main economic sectors. The national economy that was witnessing high growth slowed down with economic growth slipping from 9 percent to 7.5 percent in 2009-10. However, driven by stimulus packages and signs of recovery in the international market, government forecasts, a growth of 7 to 7.6 percent in the current fiscal but foreign brokerage has pegged India’s GDP growth rate at 6 percent this fiscal. It is expected that the economy would expand by 6.5& 6.7 percent during fiscal 2013-2014 and 2014-2015. Based on the past performance of the indian/state economy, the recent recession, the targets of PIA economy have been appropriately moderated.



3.1.4 Past Traffic Growth Trend

The Net State Domestic Product (NSDP) of Punjab at current prices increased from Rs8,61,081Mn in 2004-05 to Rs20,24,741 Mn in 2010-11 registering an average annual growth rate of 15.3% over the period. The rate of change in NSDP at constant prices is the main economic indicator for measuring the real growth in the economy. NSDP at constant (2004-05) prices has increased from Rs. 8,61,081 Mn in 2004-05 to Rs12,99,331 Mn in 2010-11 thus exhibiting an average annual growth rate of 7.1 percent over this period. In the state, per capita income (PCI) in real terms, a measure of the disposable income and general well-being of the people, went up from Rs. 33,103 in 2004-05 to Rs44,752 in 2010-11, at constant (2004-05) prices registering an annual average growth rate of 5.2 percent. In terms of both economic indicators, i.e. the growth in per capita income as well as state income, the performance of the Punjab was below the country. During the 10th Plan period, the Indian economy witnessed an average annual growth of 6.5% while Punjab grew at 4.7 percent.

The past performance of the economy of Punjab has also been studied by analyzing time series data on NSDP and income originating from the main economic sectors. Growth rates from 1999-00 to 2010-11 are worked out from regression equations fitted to time series data of state sectoral income. The growth rates obtained for different time periods are presented in Table 3.1

Table 3.1: Growth Rate of Punjab Economy in Different Time Period (in %)

Period NSDP Agriculture Manufacturing 1993 to 2010 5.0 1.9 6.2 1999 to 2010 5.7 1.8 8.6 2004 to 2010 7.3 1.9 13.6

Punjab recorded a long term average annual growth rate of income at 4.4 percent, while its performance in the short-term was 5.3.

Future Prospects of Punjab: The 11th Plan growth targets for the country and Punjab are 9.0 percent and 5.9 percent respectively. Based on the growth achieved in the recent past (2004-2010) it is expected that the economy may grow at 5.5 percent upto 2015, 5.0 percent upto 2025, and then gradually decline to about 4.0 percent.

3.1.5 Transport Demand Elasticity

3.1.5.1 Using Registered Motor Vehicles as dependent variable

The Consultants have used elasticity approach for determining the growth rates of future traffic. Elasticity in the present context is defined as the ratio of percentage change in traffic to the percentage change in socio-economic parameters. The concept of developing



regression equation to express dependent variable in terms of one or more independent variable is widely used in transportation engineering for variety of purposes. In the present case, the dependent variable is the registered motor vehicles in the zone of influence (State). While in paragraph 3.1.5.2tollable traffic for the last four years on the stretch has been considered as the dependent variable. The independent variables in both the cases are socio-economic parameters. The choice of independent variable depends upon vehicle type under consideration. For passenger modes, cars were regressed with population & PCI separately first then with the both independent variables, two wheelers were regressed with PCI & buses were regressed with population. In case of goods modes, goods vehicles (LCV and trucks) were regressed against total NSDP as well as income from the primary and secondary sector. NSDP was observed to give a reasonable elasticity and R2 values forgoods vehicles. The methodology involved fitting log-log regression equations to the time series data. This methodology is in line with the guidelines given in IRC: 108-1996 “Guidelines for Traffic Prediction on Rural Highways”.

Regression results show that the elasticity values for the short term (2004-2010) were low. Applying these elasticities to the economic parameter forecasts would have resulted pessimistic traffic growth rates. Hence they were discarded. The Consultants found the long term values (1999-2010) to be more realistic, and comparable, quite closely, with the normal recommended values of elasticity. Summary results of regression analysis are given in Table 3.2

For goods vehicles India’s GDP figures was also considered along with NSDP of Punjab for derivation of elasticity & growth factor.

Table 3.2: Results of Regression Analysis

Time Period

State / Nation

Dependent Variable

Independent Variable

Elasticity Co-efficient

R2

1999-2010

Punjab

Two Wheeler PCI 1.79 0.86 Car/Jeep/Van

/Taxi PCI 2.65 0.81

Bus Population 3.33 0.86 LCV & Trucks NSDP 1.14 0.95

1999-2010

India Goods Vehicles GDP 1.19 0.98

Elasticity values in the initial period are related past elasticity values. Generally the spread of economic development induces changes in the spatial distribution of activities and corresponding changes in transport demand elasticity. As regions become more and more self-sufficient, the need for long-distance transport diminishes. Accordingly, it was assumed that transport demand elasticity, for both freight and passenger traffic, would tend to decline over time, despite growth in economy & per capita income, and eventually approach unity and even less.



The derived elasticity however, reasonably consistent with the elasticity values as suggested by IRC (Road Development Plan: Vision 2012) and Asian Development Bank for traffic forecasting.

3.1.5.1.1 Suggested Elasticity Values

The suggested elasticity values adopted are presented in Table 3.3 below. Table 3.3: Projected Transport demand elasticities for passenger and freight vehicles

Time Period Two Wheeler Car Bus Goods Vehicles

(Punjab)

Goods Vehicles (India)

2010-2015 1.80 2.50 3.30 1.10 1.20 2016-2020 1.70 2.30 3.00 1.00 1.10

2021-2025 1.70 2.30 3.00 1.00 1.10

2026-2030 1.60 2.10 2.80 0.90 1.00 2031-2035 1.60 2.10 2.80 0.90 1.00

Beyond 2036 1.50 2.00 2.60 0.80 0.90 3.1.5.1.2 Projected Traffic Growth Rates

The projected vehicular growth rates are based on projected vehicular elasticities and economic perspective of the PIA. The growth of both passenger and freight modes are based on the respective vehicular elasticites and the perspective growth of the Punjab. Projected growth rates of NSDP, GDP, PCI& Population are given in Table 3.4 below:

Table 3.4: Average Annual Growth of Economic Indicators (%)

Period Population NSDP PCI GDP

2010 - 2015 2.0 5.5 4.0 6.5 2016 - 2020 1.9 5.0 3.9 6.0 2021 - 2025 1.9 5.0 3.9 6.0 2026 - 2030 1.8 4.5 3.8 5.5 2031 - 2035 1.8 4.5 3.8 5.5

Beyond 2036 1.7 4.0 3.7 5.0 Based on the above parameters, mode wise traffic growth rates have been calculated using the following relationship and presented in Table 3.5

rmg = rNSDP or GDP x Em



Where,

rmg = growth rate of mode rNSDP or GDP = growth rate of NSDP or GDP Em = modal elasticity

Table 3.5: Traffic Growth Rates from Regression Analysis (%)

Period 2W Car Bus Truck

(Punjab) Truck (India)

2010-2015 7.7 10.0 6.6 6.1 7.8 2016-2020 7.1 9.0 5.7 5.0 6.6 2021-2025 7.1 9.0 5.7 5.0 6.6 2026-2030 6.4 8.0 5.0 4.1 5.5 2031-2035 6.4 8.0 5.0 4.1 5.5

Beyond 2036 5.9 7.4 4.4 3.2 4.5

Relative impact of Punjab and India was considered for goods vehicles using the percentage of trips plying between these two broad zones (refer para 1.2) and weighted growth factor was calculated and presented in Table 3.6.

Table 3.6 :Weighted Traffic Growth Rates (%)

Time Period Two Wheeler

Car Bus Trucks

2010-2015 7.2 10.0 6.6 6.4 2016-2020 6.6 9.0 5.7 5.3 2021-2025 6.6 9.0 5.7 5.3 2026-2030 6.1 8.0 5.0 4.4 2031-2035 6.1 8.0 5.0 4.4

Beyond 2036 5.6 7.4 4.4 3.5 3.1.5.2 Using Tollable Traffic as dependent variable

Cars were regressed with population & PCI separately first then with the both independent variables,Lcvs, bus/truck, heavy vehicles &earth moving vehicles were regressed with NSDPseparately, Lcvs& bus/truckswere showing fluctuating negative trend whereas heavy & earth moving vehicle shows a high % of growth >25% . Thereafter all vehicles were converted into an equivalent tollable bus/truck traffic based on current toll rates in Punjab and regressed with NSDP to find out a common elasticity value & growth rates.Summary results of regression analysis using tollable traffic data are given in Table 3.7



Table 3.7: Results of Regression Analysis

Time

Period Dependent Variable

Independent Variable

Location of Toll Plaza

Elasticity Co-

efficient

R2 Gr. Rate

2008 to

2011

Car/Jeep PCI Phagwara 2.67 0.98 11.9

Ropar 2.25 0.92 10.0 Lcv, Bus & Trucks

NSDP Phagwara 0.63 0.19 4.03

Ropar 0.48 0.41 3.05

3.1.6 Adopted Traffic Growth Rates The adopted vehicular growth rates were suggested considering the results of registered vehicle method and tollable traffic method. An overall growth rate of 4.6 & 4.5 were suggested for the period 2010-2015 thereafter these were gradually reduced, the reason behind the negative/fluctuating growth of Lcv& 2 Axle Truck in past on the section may be due to gradual shifting of 2 axle truck into 3 axle/heavy truck,thus heavy & earth moving vehicles are showing high percentage growthon the other hand, but it has less %composition, thus overall expected/adopted growth ratesare given in Table 3.8 below.

Table 3.8 : Adopted Growth Rates (%) Time Period Two

Wheeler Car Bus Trucks *

2010-2015 7.2 10.0 4.5 4.0 2016-2020 6.6 9.0 4.4 3.9 2021-2025 6.6 9.0 4.4 3.9 2026-2030 6.1 8.0 4.3 3.8 2031-2035 6.1 8.0 4.3 3.8

Beyond 2036 5.6 7.4 4.2 3.7 *Heavy truck & earth moving vehicles will grow faster in future, whereas LCV & 2 Axle trucks may have –ve trend on the section as before. The above growth rates have been suggested considering collection of revenue also.

The growth rate of Others (HCM/EME)/agricultural tractor & agricultural tractor with trailer are taken to be 2&5%, non-motorized traffic such as animal driven vehicles and cycle rickshaw are taken to be (-) 2.0% and (-) 1.5 % respectively.

3.2 TRAFFIC PROJECTION

3.2.1 Estimation of Base Year Traffic and Projections

The future traffic on the study road should comprise the following three components:



1 Normal Traffic: Traffic presently plying on the project road which will continue to

use the same road, even if it is not improved.

2 Divertible Traffic: Traffic expected to divert from alternative routes to the project roads after improvement due to reduced generalized cost on the project roads in comparison to the alternate route

3 Induced Traffic: Traffic expected to be generated on the project road because of

increased number of trips caused due to reduction in travel time & cost.

3.2.2 Normal Traffic The Average Daily Traffic (ADT), observed on the project road during traffic surveys conducted by the Consultants, was converted into Annual Average Daily Traffic (AADT) by applying the seasonality correction factor. This constituted normal traffic for the project road sections. For the purpose of traffic forecast & assessment of level of service, 2010 was considered as the base year. Traffic count on project road was carried out in June-July 2010. The base year (2010) normal traffic adopted for the traffic projection is given in Table 3.9. and in Annexure 3.1 Table 3.9 : Base Year Normal Traffic (2010)

Sl No.

Road Section Length (km) Vehicles PCUs

1 Ropar – Balachor 21.0 11078 14775 2 Balachor – Nawanshahr 19.5 11726 11758 3 Nawanshahr - Banga 13.5 16350 16907 4 Banga - Phagwara 27.0 18275 19098

Total 81.0

3.2.3 Divertible Traffic

Presently Ropar-Nawanshahr-Banga-Phagwara is a tolled road. It is a well maintained two lane road with paved shoulders. There are no such prominent alternative routes within the immediate project influence area. Traffic expected to divert from alternative routes to the project road after improvement due to reduced generalized cost can be ignored.



3.2.4 Induced Traffic

Induced traffic is the latent transport demand that emerges when road capacity is increased, or travel conditions are improved. Thus, in addition to normal and diverted traffic, trips that would be generated on the project roads owing to lower transport costs and quicker transit times are calculated separately. Both freight and passengers are sensitive to reduction in journey costs. For passengers, lower costs encourage more trips for both business and personal reasons. For freight vehicles, lower costs enlarge the market for both intermediate and finished goods. Hence induced traffic would be generated by increased economic activities facilitated by cheaper transport as well as transport of commodities, sold locally earlier, to distant markets for better prices. However, evidence is limited about realization of such a magnitude from existing road improvement. As the proposed corridors are established roads, the possibility of high latent demand emergency after improvement is not anticipated. More than 65 Kmph journey speed was observed during the time of traffic surveys. Timely maintenance is the key for better speed. Significant percentage of induced traffic can’t be expected even after improvement as practically there will not be any significant increase in capacity improvement in travel condition.

3.2.5 Total Projected Traffic

Total traffic projections were arrived at by applying the vehicle-wise growth rates, discussed earlier, to the base year (2010) traffic. Year of opening is considered as 2016 and traffic projections have been made till 25 years after opening (i.e. upto year 2040).

A summary of the total traffic (in PCU/day) projections for all the road sections in the cardinal years is presented in Table 3.10below& in Annexure 3.2.This formed the base for assessing the improvement requirements. Table 3.10: Summary of Total Traffic Projections

Sl no.

Project Road Sections 2011 2016 2021 2026 2031 2036 2040

1 Ropar – Balachor 15,725 21,603 29,552 40,715 55,397 75,661 96,287

2 Balachor – Nawanshahr 12,594 17,825 24,980 35,158 48,633 67,383 86,521

3 Nawanshahr - Banga 18,055 25,227 35,014 48,902 67,261 92,758 118,749

4 Banga - Phagwara 20,403 28,531 39,594 55,251 75,917 104,568 133,741



3.2.6 Capacity Analysis and Assessment of Improvement Requirements

Capacity analysis for the study road network was carried out in order to assess the Level of Service (LOS) offered by road sections under the prevailing roadway and traffic conditions. Based on the existing LOS and that of the projected traffic on the study road network, improvement measures required were assessed using adopted capacity norms/standards.

3.2.7 Capacity & Level of Service Guidelines The Volume/Capacity (v/c) ratio is one of the most important indicators of the service levels offered to the traffic. An increase in v/c ratio indicates increase in congestion and thereby deterioration in level of service. Determination of level of service is based on the capacities recommended in IRC: 64-1990 “Guidelines for Capacity of Roads in Rural Areas”. The recommended capacities are given in Table 3.11

Table 3.11 : Capacity Norms for Assessment of Improvement Requirements

(PCUs/day)

Carriageway Configuration

Ultimate Capacity

( PCUs/Day)

Design Service Volume at LOS ‘B’

( PCUs/Day)

Design Service Volume at LOS ‘C’

( PCUs/Day)

Two Lane with Earthen Shoulders

30000 15000 21000

Two Lane with Paved Shoulders (1.5 m)

34500 17250 24150

Four Lane divided with Earthen Shoulders

70000 35000 49000

Four Lane divided with Paved Shoulders (1.5 m)

80000 40000 56000

Source: IRC-64-1990

3.2.8 Existing Level of Service

Using the recommended capacity norms, the congestion level or the level of service (LOS) on each section, as depicted by the volume/capacity ratio, was calculated considering the Annual Average Daily Traffic (total) and the effective ultimate capacity based on lane configuration. The existing v/c ratio of the road sections in the base year 2010 is presented in Table 3.12.



Table 3.12 : Existing Volume-Capacity Ratio

Sl No.

Road Section Traffic Volume in

PCU (V) Capacity in

PCU (C) Existing V/C

Ratio

1 Ropar – Balachor 14,775 34,500 0.43

2 Balachor – Nawanshahr

11,758 34,500

0.34

3 Nawanshahr - Banga

16,907 34,500

0.49 4 Banga - Phagwara 19,098 34,500 0.55

Projected Level of Service

Table 3.13 gives the projected volume-capacity ratio in the next 5, 10 and 15 years from the year of opening 2016. This was calculated based on the projected total traffic of the individual sections in these cardinal years and the existing capacity in the base year.

Table 3.13: Projected Volume-Capacity Ratio

Sl No. Road Section Projected V/C Ratio

Year 2016 Year 2021 Year 2026 1 Ropar – Balachor 0.63 0.86 1.18

2 Balachor – Nawanshahr 0.52 0.72 1.02

3 Nawanshahr - Banga 0.73 1.01 1.42 4 Banga - Phagwara 0.83 1.15 1.60

3.2.9 Improvement Requirements

The projected total sectional traffic is compared with Design Service Volume (DSV)to assess the upgradation requirement for the sections under prevailing roadway conditions.Capacity augmentation is generally warranted for roads that cater to traffic volumes in excess of the DSV at LOS C. Based on V/C ratio, immediate and subsequent improvement options have been identified for each project road sections. For immediate improvement, year 2016 is considered as the year of opening. A three year construction period spanning over 2013-2015 is considered for widening to 4/6lanes+PS. Improvement options have been



identified for a period of 25 years after opening (i.e. till 2040). Further upgrading to 6 lanes is proposed as and when required till the year 2040.

Improvement Proposals

Thesummary of improvement proposals along with the augmented capacity and year of improvement within the year 2040 is presented in Table 3.14

Table 3.14 :Improvement Requirement on Study Road Sections

Sl. No. Road Section Length (Km)

Existing Lane Configuration

Requirement of 4-Lane +

PS at LOS C

Requirement of 6-Lane +

PS at LOS C 1 Ropar – Balachor 21.0 2L+1.5m PS 2018 2031

2 Balachor – Nawanshahr

19.5 2L+1.5m PS

2020 2033

3 Nawanshahr - Banga

13.5 2L+1.5m PS

2016 2028

4 Banga - Phagwara 27.0 2L+1.5m PS 2014 2026 Total 81.0

3.3 Traffic Projections for Nawanshahr and Banga Elevated reach

The Consultant has carried out detailed traffic projections for Nawanshahr and Banga elevated reach to assess the traffic at ground level, and traffic using the elevated corridor. The calculations are based on the TMC surveys carried out by the Consultant at Nawanshahr in 2012 and at Banga in 2010 and Origin-Destination Surveys conducted during 2010. The detailed calculations are attached as Annexure 3.3 (a) and Annexure 3.3 (b), while projected overhead & at-grade traffic are attached in as Annexure 3.4.1 and Annexure 3.4.2 for Nawanshahr and Banga respectively.

Chapter - 4

IMPROVEMENT PROPOSALS

AND PRELIMINARY DESIGN

FOR ROAD WORKS


Project: Detailed Project Report (DPR) for 4Laning of Ropar-Nawanshahr-Banga-Phagwara Road Page 1 of 38 Document: 2010057/RH/Vol I/Main Report July 2013 Improvement Proposals and Preliminary Design for Road Works Revision: R0


CHAPTER – 4

IMPROVEMENT PROPOSALS AND PRELIMINARY DESIGN FOR ROAD WORKS 4.1 General

The preliminary data collected through surveys and investigations, and the results derived from the analysis of the data have formed the basis for preliminary engineering designs, which were developed within the parameters of the design criteria and standards adopted for the project.

The design criteria / method applied for important components of the project are:

Geometric Design : IRC Standards and MORT&H 4-lane manual for National Highways on PPP Basis (Draft IRC:SP:84-2009).

Pavement Design : Overlay - IRC 81 for designing the strengthening requirements of existing

pavement - IRC: 37-2001 for design of new flexible pavement - IRC: 58 and IRC: 15 for design of new Rigid Pavement - Concrete Road Data Book (CMA)

Structure Design : - IRC Bridge Codes

Road Furniture & : - Related standards of IRC & MORT&H publications Road side Facilities

The basic data used for preliminary design of various components of the project road is indicated in Table 4.1.

Table 4.1: Basic Data for Design

Sl. No.

Project Component Basic Data for Design Out come

1 Road alignment and profile

• Geometric design standards • Road Inventory • Type of area, rural or urban including

available ROW and roadside developments

• Improvement to Geometrics

• Service Roads • Merging and Demerging

of lanes 2 Intersections/

Interchanges • Peak-hour traffic intensities and turning

movement data

• Design of at-grade and grade separated intersections

• Installation of traffic control measures

3 Strengthening of existing pavement

• Pavement Condition Survey • Traffic loading in terms of cumulative

standard axles for design lane • Benkelman Beam deflection data

• Strengthening overlays for applicable stretches.

• Repairs /Reconstruction of distressed stretches.



Sl. No.


• DCP-CBR of existing subgrade • Laboratory soaked CBR of subgrade

material • Thickness and composition of existing

pavement layers

• Cross-checking the strengthening design

4 Design of bridges and culverts

• Inventory and condition survey of existing culverts and Bridges.

• Hydrological and hydraulic study • Foundation details of existing bridges • Geotechnical Investigations

• Details of widening of existing culverts and bridges

• Replacement of sub-standard culverts and bridges.

• Repairs to existing culverts and bridges.

5 Road furniture and safety measures

• Road inventory • Alignment plans • Location of intersections in urban areas • Weather condition e.g foggy conditions

• Identification of different types of signs on linear plans

• Identification of locations for installation of crash barriers and pedestrian guard rails

• Pavement marking details • Location of cats eye

6 Roadside Drains

• Results from drainage study Location, type and size of roadside drains to be provided

7 Wayside Amenities

• Inventory of existing wayside amenities by location, type and quality grade

• Consultations with road users and local authorities on need for additional amenities

• Evaluation of need and additional amenities

• Locations for bus stops and Truck lay byes

8 Protective Measures

• Road Inventory • Topographic Survey Data

• Identification of High cut areas

• Identification of requirement of retaining/breast wall locations.

• Identification of areas requiring geotechnical stabilization.

9 Access Management

• Road classification • Road connectivity

• Identification of cross connectivity requirements

• Type of structure required • Traffic circulation scheme



Sl. No.


10 Religious structures/Old monuments

• Distance from centre line • Possible realignments in road geometry

• Obligatory change in widening side


The selection of widening scheme has been done on the following basic principles and subsequent discussions held with PWD & PIDB officials:

• As per requirement, the widening scheme is to be accommodated within existing ROW as far as possible to minimize land acquisition. Therefore, most of the stretches concentric widening is proposed.

• Land use e.g. Rural, Built-up/urban or commercial

• Concentric widening is not possible at the section where canal is running parallel to the road, eccentric widening is proposed.

• Minimal utility shifting and shifting in ROW only

• Location of existing and proposed service roads

• Requirements of urban traffic and urban amenities e g bus stops, pedestrian subways/overpasses

• Location of religious/old monuments within ROW

• Geometric improvement if required

• Location of flyovers and viaducts

• Proposed traffic circulation scheme

• Location of schools

• To minimize tree cutting and other negative environmental impacts • To minimize the social impacts

• Maximize highway safety

• Utilizing the existing project components to maximum limits

• Least disruption to running traffic during construction activities

Keeping in view all the above mentioned principles, concentric widening scheme of existing 2 lane to proposed 4 lane road has been proposed.


The project road is for widening of existing 2-lane road to 4-lane divided carriageway. The geometric designs would be as per recommendations of “Manual of Specifications and Standards for



Four Laning of Highways Through Public Private Partnership (IRC:SP-84-2009) along with various IRC codes. The design standards adopted for the project are shown in Table 4.2.

Table 4.2: Geometric Design Standards

Sl No Attributes Standards Remarks

1 Design Speed 80 kmph

As per 4-lane manual

2 Carriageway Width 7.0 m

3 Paved Shoulder 1.5m 4 Earthen/Granular Shoulder 2.0m

5

Crossfall a) Carriageway and Paved

Shoulder b) Earthen Shoulder c) Shoulder Rollover

2.5% 3.0% 8% Max

6 Maximum Super-elevation 7 %

7 Width of service road 7.5m /7.0m / 6.0m / 5.5 m

8 Footpath width 2.0 m Provided at built-up locations

9 Space for utility services 2.0m

Depending upon availability of space on either side at some places the utility corridor may be further reduced due to non-availability of space

10 Longitudinal Gradient • Ruling Maximum • Limiting Maximum

3.30% 5.0%

4.4 Pavement Design

4.4.1 Main Carriageway

Existing Main Carriageway consists of mainly flexible pavement and in good condition.

For the 4-laning project, pavement design is required for the following cases:

• Strengthening overlays for existing pavement • New pavement for widening existing carriageway on existing formation for accommodating

width for kerb shyness and paved shoulders or for symmetrical widening • New pavement for new carriageway (eccentric widening) • Profile Correction Course to facilitate drainage of surface water away from pavement

structure (eccentric widening) • Profile Correction Course to match the longitudinal profile of existing road with the design

profile of proposed widening (concentric widening) • New pavement for service roads



The consultants have worked out the designs for all the above cases based on results of survey/investigations with regard to traffic, axle load spectra, pavement condition and strength, subgrade/material properties etc. reported separately in this Detailed Project Report.

As mentioned in TOR, the overlay as well as new pavement will be designed as per IRC guidelines. As all the existing pavements are flexible pavements, the overlay and new pavements in widening portions have also been designed as flexible pavements in order to match with the existing ones.

4.4.1.1 Common Parameters for Design

• Design Life - IRC: 37-2001 Guidelines for the Design of Flexible Pavements recommend that pavements for National Highways and State Highways should be designed for a life of 15 years. It is recommended by IRC:81 that the design life for strengthening of major roads should be at least 10 years. As per Clause 5.4.1 (ii) (a) of IRC-SP-84:2009 – Manual of Specifications and Standards for 4-laning of Highways through Public Private Partnership, stage construction shall be permitted for flexible pavements subject to the condition that the thickness of base and sub-base is designed for a minimum design period of 15 years or the operation period, whichever is more and the initial bituminous surfacing for a minimum design period of 10 years.

As confirmed vide Client’s letter Memo No IP/CH/6361 dated 22/04/2013, the design of flexible pavement has to done as per Clause 5.4.1 (ii) (a) of IRC-SP-84:2009.

Accordingly, a design life of 10 years has been adopted for the design of bituminous layers of new pavements as well as bituminous overlays of existing pavements; however, base and sub-base layers for new pavements have been designed for a design life of 15 years.

• Traffic Distribution Factors - Directional distribution factor of 0.5 and lane distribution factor of 0.75 have been adopted for 4-lane dual carriageway configuration, giving a combined factor of 0.375 for the total 2-directional traffic.

• Vehicle Damage Factor (VDF) - The VDF of vehicles calculated by the Consultants from axle load data received from toll plazas on the existing road are summarized in Table 4.3 below:

Table 4.3: Vehicle Damage Factor (VDF) Values

Type of vehicles Vehicle Damage Factor (VDF) Standard bus 0.54

LCV 0.50 2-Axle 6.50 3-Axle 6.00 M-Axle 6.43 Minibus 0.54

• Design Traffic: Design traffic in terms of equivalent standard axles (ESA) for 15 years and

10 years designs periods have been computed and provided in Table 4.4 below. For these



computations, the projected traffic as worked out from Chapter-03 has been used and the opening year considered for all the pavements is 2016.

The design traffic in terms of ESAL is obtained by applying lane distribution factor of 0.75 and directional distribution factor of 0.5 for dual 2-lane carriageway, as per clause 3.3.5 of IRC: 37-2001.

Table 4.4: Design Traffic – Million Equivalent Standard Axle Loads (MESA)

S. No. From Start Km

End Km

MESA (10yrs)

MESA (15 yrs)

1 Phagwara to Banga 0.000 25.485 16 27 2 Banga Town (Ground) 25.485 29.320 10 17 3 Banga Town (Elevated) 25.485 29.320 15 25 4 Banga to Nawanshahr 29.320 38.160 15 25 5 Nawanshahr (Ground) 38.160 42.095 16 27 6 Nawanshahr (Elevated) 38.160 42.095 14 24 7 Nawanshahrto Balachor 42.095 60.000 07 12 8 Balachor to Ropar 60.000 80.600 18 30

• Design CBR Value: For calculation of design CBR value the standard test procedure as per

IS: 2720(part-16) for laboratory determination of CBR has been followed. In-Situ test has been avoided for design purpose as it is not possible to satisfactorily simulate the critical conditions of dry density and moisture content in the field.

The CBR values of soil obtained along the project road at 97% of MDD vary from 4% to 16%; average CBR value being 11% and eighty five percentile value being 8.5%. Details of Soil Investigation Data for Flexible Pavement Design including CBR test results have been presented in Annexure-1.7 to this report.

Accordingly, soil with minimum CBR value of 08% (eight percent) has been specified for the 500mm thick subgrade layer to be constructed over embankment or existing ground surface. Soil investigation data confirms that soil with CBR value of 8% (at 97% MDD) is available at most of the places along the existing road alignment. The borrow material investigation also confirms availability of such materials for use in fill sections.

Hence a subgrade CBR value of 8% is considered for the design of flexible pavement. 4.4.1.2 Design of Strengthening Overlay for Existing Pavement

As per IRC:SP: 84-2009, the thickness of the bituminous shall be determined on the basis of Benkelman Beam Deflection Technique and the design traffic as per the procedure outlined in IRC:81 “Guidelines for strengthening of Flexible Road Pavement using Benkelman Beam Deflection Technique” as also from structural numbers of existing pavement layers.

Based on pavement deflection characteristics, the project road has been divided into six homogeneous sections shown in Table 4.5 below.



Table 4.5: Homogeneous Sections of Road based on Deflection Characteristics

As described above, the project road has been divided in six homogeneous sections based on deflection characteristics and eight homogeneous sections based on traffic characteristics.

Based on above, the project road has been divided into nine (09) homogenous sections shown in Table 4.6 below for the design of overlay.

Table 4.6 : Homogeneous Sections of Road for design of overlay

S. No.

From (Km)

To (Km)

Avg. Char. Deflection(with seasonal correction)

(mm)

MESA (15 years)

MESA (10 years)

Homo-geneous Section

1 0.000 9.430 1.969 27 16 I 2 9.430 19.330 1.141 27 16 II 3 19.330 25.485 1.512 27 16 III 4 25.485 29.320 1.859 17 10 IV 5 29.320 38.160 1.913 25 15 V 6 38.160 42.095 1.703 27 16 VI 7 42.095 60.000 1.300 12 07 VII 8 60.000 73.080 1.746 30 18 VIII 9 73.080 80.600 1.202 30 18 IX

Design characteristics deflection values (with seasonal correction factor) have been arrived at for the homogeneous road sections finalized in the previous sections of this report. Overlay thickness has been derived using the overlay thickness Design Curves, as presented in IRC:81-1997 and design characteristics deflection values. Design traffic used is for 10 years design life. The thickness of Bituminous Macadam (BM) has been converted to Bituminous Concrete (BC) thickness using the recommended multiplier value of 0.7. the overlay design thickness for 10 years design period have been given below in Table 4.7

S. No. Stretch Avg. Characteristic

Deflection Homogeneous Section Type

From (km) To (km) (mm) 1 0.000 9.430 1.969 I 2 9.430 19.330 1.141 II 3 19.330 40.530 1.911 III 4 40.530 61.280 1.300 IV 5 61.280 73.080 1.884 V 6 73.080 81.330 1.218 VI



Table 4.7: Design Overlay Thickness (10 years Design Life)

4.4.1.3 Design of NewPavement

The design of new pavements is required for the under mentioned stretches

a) For additional traffic lanes b) In approaches for elevated portions of road c) In new road alignments

As already mentioned, the TOR stipulates that the design should be done as per IRC code of practice.

IRC:37-2001: Guidelines for the design of Flexible Pavements (Second Revision) provides for the design of flexible pavements for different traffic ranges and subgrade CBR values in the form of a design catalogue.

Plate 2 of IRC-37-2001, ‘Recommended Designs for Traffic Range 10-150 MSA for CBR 8%’ gives the design thicknesses for different pavement layers as shown in Table 4.8 below for the design ESA values of each homogenous road section:

Stretch Equivalent Thickness of BC (as per IRC-81)

Equivalent Thickness of BC (as per AASHTO)

Design Overlay

Thickness (DBM+BC)

Design Layer Thickness of

From To DBM BC

(km) (km) (mm) (mm) (mm) (mm) (mm)

0.000 9.430 125 130 125 85 40

9.430 19.330 65 95 90 50 40

19.330 25.485 95 130 95 55 40

25.485 29.320 110 125 110 70 40

29.320 38.160 120 150 120 80 40

38.160 42.095 110 130 110 70 40

42.095 60.000 60 80 90 50 40

60.000 73.080 120 120 120 80 40

73.080 80.600 75 125 90 50 40



Table 4.8 – Layer Thickness for New Pavements

4.4.1.4 Matching of Bituminous Layers and Recommendation on Pavement Thickness

Issues of matching bituminous layers between strengthening and widening portions arise where widening of existing pavement is involved to accommodate additional lanes. For such cases, for facilitating application of bituminous courses in a single stroke, matching of the layers is required.

As DBM layer can be laid from 50mm to 100mm thickness, it is recommended to match pavement layers on the top of DBM--I layer, allowing laying of DBM–II and BC layers in a single go. Recommended pavement thicknesses to achieve this target are shown in the following Table 4.9(a).

Table 4.9 (a) – Final Layer Thickness Adopted for Overlay & New Pavements (at Ground sections)

Final pavement thickness adopted for reinforced earth structure portions of elevated roads in major town areas is as follows in Table 4.9(b);

Stretch Design Traffic (MSA)

Layer thickness Adopted (mm) From (km)

To (km) AT Ground / Elevated

BC DBM Base

(WMM) Granular Sub-base

0.000 25.485 At Ground 16 40 75 250 200 25.485 29.320 At Ground 10 40 60 250 200 25.485 29.320 Elevated 15 40 75 250 200 29.320 38.160 At Ground 15 40 75 250 200 38.160 42.095 At Ground 16 40 75 250 200 38.160 42.095 Elevated 14 40 70 250 200

42.095 60.000 At Ground/

Elevated 07 40 50 250 200

60.000 80.600 At Ground 18 40 80 250 200

Stretch Layer Thickness in New Pavement Bituminous Overlay

Thickness

From To BC DBM WMM GSB BC DBM (km) (km) (mm) (mm) (mm) (mm) (mm) (mm) 0.000 9.430 40 75 250 340 40 85 9.430 19.330 40 75 250 250 40 50

19.330 25.485 40 75 250 200 40 55 25.485 29.320 40 60 250 200 40 70 29.320 38.160 40 75 250 200 40 80 38.160 42.095 40 75 250 200 40 70 42.095 60.000 40 50 250 220 40 50 60.000 73.080 40 80 250 200 40 80 73.080 80.600 40 80 250 200 40 50



Table 4.9 (b) – Final Layer Thickness Adopted for reinforced earth structure portions 4.4.1.5 Profile Correction Course

To under-take 4-laning of existing 2-lane road, the additional two lanes have been conceived as concentric widening in some locations and eccentric widening in certain other locations. In locations proposed for eccentric widening, the existing road cross profile has to be changed to one side slope to facilitate drainage of surface water away from pavement structure. A Dense Bituminous Macadam (DBM) profile correction course shall be provided for the purpose in these stretches.

In other road stretches also involving concentric widening, DBM profile correction course shall be

provided to match the longitudinal profile of existing road with the design profile of proposed widening.

The locations of road stretches proposed for eccentric widening and requiring profile correction course are shown in the table 4.10 below.

Table 4.10– Road Locations Proposed for Eccentric Widening requiring Profile Correction

Design Chainage Existing Chainage Length as per Design Chainage

(m) From To From To

57+404 58+750 53+293 53+642 1346

59+915 60+300 26+958 26+572 385

60+400 60+525 26+472 26+347 125

60+600 60+760 26+271 26+110 160

60+835 62+190 26+034 24+674 1355

62+330 63+200 24+533 23+661 870

63+340 63+965 23+522 22+898 625

64+040 64+200 22+823 22+663 160

Stretch Layer thickness Adopted (mm)

From (km) To (km) BC DBM Base

(WMM) Granular Sub-

base 25.485 29.320 40 75 250 200 38.160 42.095 40 70 250 200



Design Chainage Existing Chainage Length as per Design Chainage

(m) From To From To

64+275 67+005 22+588 19+822 2730

67+080 67+240 19+747 19+587 160

67+315 67+560 19+512 19+266 245

67+700 68+300 19+126 18+526 600

68+440 68+645 18+386 18+180 205

68+705 68+880 18+120 17+943 175

68+955 69+050 17+868 17+772 95

69+110 69+500 17+712 17+328 390

70+380 70+500 16+452 16+331 120

70+600 70+765 16+229 16+062 165

70+840 71+200 15+987 15+627 360

71+340 71+940 15+486 14+889 600

72+015 72+120 14+814 14+709 105

72+195 73+500 14+634 13+322 1305

73+575 73+715 13+247 13+107 140

73+790 74+775 13+032 12+099 985

74+850 75+010 11+974 11+814 160

75+085 77+125 11+739 9+697 2040

77+200 77+320 9+622 9+502 120

77+395 77+500 9+427 9+322 105

77+640 79+355 9+182 7+466 1715

79+430 79+585 7+392 7+237 155

79+660 80+170 7+161 6+651 510

4.4.1.6 Pavement Design for Service Roads

Design traffic for Service roads has been kept as 5.0 MSA in accordance with clause 5.5.5 of IRC:SP:84-2009.



Plate 1 of IRC-37-2001, ‘Recommended Designs for Traffic Range 1-10 MSA for CBR 8%’ gives the design thicknesses as shown in Table 4.11 below for different pavement layers for 05 MSA design traffic.

Table 4.11 – Layer Thickness for New Pavements in Service Roads 4.5 IMPROVEMENT PROPOSALS

The retrofitting of 4 lanes had been envisaged through two alternative improvement proposals developed as per TOR requirements and the project components were discussed with PWD & PIDB officials. The proposed project components are described below:

4.5.1 Typical Cross Sections

The Project Highway shall be widened to 4 lane divided carriageway facility with paved shoulder. Table 4.12 indicates the location of different types of road cross sections, which are to be followed along with the minimum construction criterion, mentioned below for the development of the Project Highway.

• The widening of the carriageway both in rural Stretches and urban areas, excluding the stretches of realignment or eccentric widening specifically mentioned in cross section schedule shall be on the outer side of the existing carriageways, in both the directions as given in typical cross section drawings.

• The interchanges/flyovers/major junctions/minor junctions shall be developed such that minimum land acquisition is required and every effort shall be made to accommodate the same within existing ROW.

• The existing median width is in the range of 1.2m to 4.5m except at some locations.

Table 4.12: Typical Cross Sections Schedule along the Project Highway

Chainage (km) Length (m) C/S Type

Remarks (Ref Chainage of SH/MDR)

From To From To SH/MDR

0+000 0+425 425 V‐A 17+673 18+098 Phagwara Bypass

0+425 0+480 55 Transition 18+098 18+153 Phagwara Bypass

0+480 0+635 155 V‐A‐2 18+153 18+307 Phagwara Bypass

0+635 0+695 60 Transition 18+307 18+367 Phagwara

Design Traffic (MSA)

Components thickness (mm) SDBC DBM WMM Base Granular Sub-base (mm) (mm) (mm) (mm)

05 25 50 250 150





From To From To SH/MDR Bypass











2+203 2+560 357 VUP‐01A 19+874 20+231 Phagwara Bypass

2+560 2+574 14 VUP‐01B 20+231 20+245 Phagwara Bypass





3+765 4+165 400 VII 21+436 21+835 Phagwara Bypass

4+165 4+273 108 VII‐A 21+835 21+942 Phagwara Bypass

4+273 4+625 352 VII 21+942 22+294 Phagwara Bypass











5+220 5+425 205 V‐A‐I‐R 22+889 23+094 Phagwara Bypass





6+360 6+845 485 V‐A‐I‐R 24+029 24+513 Phagwara Bypass










9+331 9+345 14 VUP‐01B 26+994 27+006 Phagwara Bypass

9+345 9+770 425 VUP‐01A 5+006 5+435 MDR56

9+770 9+875 105 Transition 5+435 5+540 MDR56

9+875 10+130 255 V 5+540 5+795 MDR56

10+130 10+250 120 Transition 5+795 5+916 MDR56





From To From To SH/MDR 10+250 10+410 160 V‐2 5+916 6+076 MDR56

10+410 10+470 60 Transition 6+076 6+136 MDR56

10+470 10+585 115 V‐I‐L 6+136 6+250 MDR56

10+585 10+645 60 Transition 6+250 6+309 MDR56

10+645 10+905 260 V 6+309 6+568 MDR56

10+905 10+965 60 Transition 6+568 6+627 MDR56

10+965 11+470 505 V‐I‐L 6+627 7+125 MDR56

11+470 11+530 60 Transition 7+125 7+185 MDR56

11+530 12+390 860 V 7+185 8+008 MDR56

12+390 12+450 60 Transition 8+008 8+068 MDR56

12+450 12+610 160 V‐I‐R 8+068 8+227 MDR56

12+610 12+670 60 Transition 8+227 8+287 MDR56

12+670 12+815 145 V 8+287 8+431 MDR56

12+815 12+875 60 Transition 8+431 8+491 MDR56

12+875 13+315 440 V‐I‐L 8+491 8+929 MDR56

13+315 13+375 60 Transition 8+929 8+989 MDR56

13+375 13+395 20 V 8+989 9+008 MDR56

13+395 13+500 105 Transition 9+008 9+117 MDR56

13+500 14+100 600 IV 9+117 9+737 MDR56

14+100 14+205 105 Transition 9+737 9+846 MDR56

14+205 14+595 390 V 9+846 10+245 MDR56

14+595 14+655 60 Transition 10+245 10+306 MDR56

14+655 14+810 155 V‐I‐R 10+306 10+462 MDR56

14+810 14+850 40 Transition 10+462 10+500 MDR56

14+850 14+960 110 V 10+500 10+613 MDR56

14+960 15+273 313 TOLL PLAZA Transition

10+613 10+930 MDR56

15+273 15+327 54 TOLL PLAZA ‐ BEHRAM

10+930 10+984 MDR56


10+984 11+300 MDR56

15+641 16+410 769 V 11+300 12+078 MDR56

16+410 16+515 105 Transition 12+078 12+183 MDR56

16+515 16+620 105 IV‐L 12+183 12+289 MDR56

16+620 16+725 105 Transition 12+289 12+394 MDR56

16+725 17+450 725 IV 12+394 13+121 MDR56

17+450 17+560 110 Transition 13+121 13+232 MDR56





From To From To SH/MDR 17+560 18+020 460 V 13+232 13+693 MDR56

18+020 18+080 60 Transition 13+693 13+754 MDR56

18+080 18+235 155 V‐I‐R 13+754 13+909 MDR56

18+235 18+295 60 Transition 13+909 13+969 MDR56

18+295 18+580 285 V 13+969 14+254 MDR56

18+580 18+640 60 Transition 14+254 14+314 MDR56

18+640 18+800 160 V‐I‐L 14+314 14+474 MDR56

18+800 18+860 60 Transition 14+474 14+534 MDR56

18+860 18+895 35 V 14+534 14+569 MDR56

18+895 19+000 105 Transition 14+569 14+675 MDR56

19+000 19+575 575 IV 14+675 15+249 MDR56

19+575 19+785 210 Transition 15+249 15+457 MDR56

19+785 20+125 340 V 15+457 15+796 MDR56

20+125 20+185 60 Transition 15+796 15+855 MDR56

20+185 20+340 155 V‐I‐R 15+855 16+009 MDR56

20+340 20+400 60 Transition 16+009 16+069 MDR56

20+400 20+470 70 V 16+069 16+139 MDR56

20+470 20+530 60 Transition 16+139 16+198 MDR56

20+530 20+690 160 V‐I‐L 16+198 16+358 MDR56

20+690 20+750 60 Transition 16+358 16+417 MDR56

20+750 21+260 510 V 16+417 16+924 MDR56

21+260 21+320 60 Transition 16+924 16+984 MDR56

21+320 21+480 160 V‐I‐R 16+984 17+143 MDR56

21+480 21+540 60 Transition 17+143 17+203 MDR56

21+540 21+695 155 V 17+203 17+358 MDR56

21+695 21+800 105 Transition 17+358 17+463 MDR56

21+800 22+450 650 IV 17+463 18+111 MDR56

22+450 22+555 105 Transition 18+111 18+216 MDR56

22+555 22+795 240 V 18+216 18+455 MDR56

22+795 22+855 60 Transition 18+455 18+515 MDR56

22+855 23+010 155 V‐I‐R 18+515 18+670 MDR56

23+010 23+070 60 Transition 18+670 18+729 MDR56

23+070 23+895 825 V 18+729 19+555 MDR56

23+895 24+000 105 Transition 19+555 19+660 MDR56

24+000 24+760 760 IV 19+660 20+421 MDR56

24+760 24+865 105 Transition 20+421 20+526 MDR56






25+080 25+185 105 Transition 20+741 20+846 MDR56

25+185 25+482 297 VIII 20+846 21+143 MDR56

25+482 25+770 288 VII 21+143 21+429 MDR56

25+770 29+046 3276 VII‐B 21+429 24+716 MDR56

29+046 29+322 276 VII 24+716 24+992 MDR56

29+322 29+425 103 Transition 24+992 25+098 MDR56

29+425 29+520 95 V 25+098 25+194 MDR56

29+520 29+580 60 Transition 25+194 25+254 MDR56

29+580 29+735 155 V‐2 25+254 25+410 MDR56

29+735 29+795 60 Transition 25+410 25+470 MDR56

29+795 30+240 445 V 25+470 25+919 MDR56

30+240 30+300 60 Transition 25+919 25+979 MDR56

30+300 30+450 150 V‐2 25+979 26+130 MDR56

30+450 30+510 60 Transition 26+130 26+190 MDR56

30+510 30+630 120 V‐I‐R 26+190 26+311 MDR56

30+630 30+690 60 Transition 26+311 26+371 MDR56

30+690 30+950 260 V 26+371 26+633 MDR56

30+950 31+010 60 Transition 26+633 26+693 MDR56

31+010 31+170 160 V‐2 26+693 26+854 MDR56

31+170 31+230 60 Transition 26+854 26+915 MDR56

31+230 31+445 215 V 26+915 27+131 MDR56

31+445 31+550 105 Transition 27+131 27+237 MDR56

31+550 32+600 1050 IV 27+237 28+292 MDR56

32+600 32+705 105 Transition 28+292 28+396 MDR56

32+705 32+875 170 IV‐R 28+396 28+566 MDR56

32+875 32+980 105 Transition 28+566 28+670 MDR56

32+980 33+300 320 V 28+670 28+989 MDR56

33+300 33+360 60 Transition 28+989 29+049 MDR56

33+360 33+490 130 V‐I‐R 29+049 29+177 MDR56

33+490 33+550 60 Transition 29+177 29+236 MDR56

33+550 33+705 155 V‐2 29+236 29+389 MDR56

33+705 33+765 60 Transition 29+389 29+448 MDR56

33+765 34+345 580 V 29+448 30+020 MDR56

34+345 34+450 105 Transition 30+020 30+124 MDR56

34+450 34+900 450 IV 30+124 30+569 MDR56





From To From To SH/MDR 34+900 35+005 105 Transition 30+569 30+672 MDR56

35+005 35+100 95 IV‐L 30+672 30+766 MDR56

35+100 35+170 70 Transition 30+766 30+835 MDR56

35+170 35+300 130 V‐I‐R 30+835 30+965 MDR56

35+300 35+360 60 Transition 30+965 31+022 MDR56

35+360 36+278 918 V 31+022 31+940 MDR56

36+278 36+338 60 Transition 31+940 32+000 MDR56

36+338 36+502 164 V‐I‐L 32+000 32+160 MDR56

36+502 36+562 60 Transition 32+160 32+220 MDR56

36+562 37+425 863 V 32+220 33+061 MDR56

37+425 37+545 120 Transition 33+061 33+180 MDR56

37+545 37+645 100 V‐2 33+180 33+278 MDR56

37+645 37+705 60 Transition 33+278 33+337 MDR56

37+705 37+935 230 V‐I‐R 33+337 33+563 MDR56

37+935 37+995 60 Transition 33+563 33+621 MDR56

37+995 38+055 60 V 33+621 33+680 MDR56

38+055 38+159 104 Transition 33+680 33+784 MDR56

38+159 38+410 251 VII 33+784 34+029 MDR56

38+410 38+735 325 VII‐B 34+029 34+350 MDR56

38+735 38+987 252 N‐3C 34+350 34+600 MDR56

38+987 39+023 36 N‐3B 34+600 34+634 MDR56

39+023 39+059 36 N‐3A 34+634 34+670 MDR56

39+059 39+095 36 N‐3B 34+670 34+705 MDR56

39+095 39+347 252 N‐3C 34+705 34+955 MDR56

39+347 41+830 2483 VII‐B 34+955 37+310 MDR56

41+830 42+090 260 VII 37+310 37+559 MDR56

42+090 42+300 210 VIII 37+559 37+757 MDR56

42+300 42+405 105 Transition 37+757 37+856 MDR56

42+405 43+100 695 V 37+856 38+511 MDR56

43+100 43+160 60 Transition 38+511 38+571 MDR56

43+160 43+320 160 V‐2 38+571 38+720 MDR56

43+320 43+380 60 Transition 38+720 38+780 MDR56

43+380 44+185 805 V 38+780 39+573 MDR56

44+185 44+235 50 Transition 39+573 39+624 MDR56

44+235 44+395 160 V‐I‐R 39+624 39+785 MDR56

44+395 44+435 40 Transition 39+785 39+826 MDR56






44+525 44+645 120 Transition 39+957 40+038 MDR56

44+645 44+970 325 L‐I 40+038 40+364 MDR56

44+970 46+806 1836 L‐2B 40+364 42+218 MDR56

46+806 47+130 324 L‐I 42+218 42+546 MDR56

47+130 47+250 120 Transition 42+546 42+667 MDR56

47+250 47+475 225 V‐2 42+667 42+896 MDR56

47+475 47+540 65 Transition 42+896 42+961 MDR56

47+540 48+170 630 V 42+961 43+599 MDR56

48+170 48+235 65 Transition 43+599 43+664 MDR56

48+235 48+510 275 V‐I‐L 43+664 43+942 MDR56

48+510 48+575 65 Transition 43+942 44+008 MDR56

48+575 48+950 375 IV 44+008 44+387 MDR56

48+950 49+040 90 IV/Transition 44+387 44+478 MDR56

49+040 49+210 170 IV/V 44+478 44+650 MDR56

49+210 49+300 90 Transition 44+650 44+741 MDR56

49+300 49+610 310 V 44+741 45+054 MDR56

49+610 49+685 75 Transition 45+054 45+130 MDR56

49+685 50+205 520 V‐2 45+130 45+655 MDR56

50+205 50+280 75 Transition 45+655 45+731 MDR56

50+280 50+700 420 V 45+731 46+155 MDR56

50+700 50+775 75 Transition 46+155 46+231 MDR56

50+775 50+930 155 V‐2 46+231 46+389 MDR56

50+930 51+005 75 Transition 46+389 46+465 MDR56

51+005 51+500 495 V 46+465 46+964 MDR56

51+500 51+575 75 Transition 46+964 47+040 MDR56

51+575 51+735 160 V‐I‐R 47+040 47+202 MDR56

51+735 51+810 75 Transition 47+202 47+278 MDR56

51+810 52+185 375 V 47+278 47+656 MDR56

52+185 52+260 75 Transition 47+656 47+732 MDR56

52+260 52+415 155 V‐I‐R 47+732 47+889 MDR56

52+415 52+490 75 Transition 47+889 47+964 MDR56

52+490 52+705 215 V 47+964 48+185 MDR56

52+705 52+780 75 Transition 48+185 48+260 MDR56

52+780 52+970 190 V‐2 48+260 48+454 MDR56

52+970 53+045 75 Transition 48+454 48+532 MDR56






53+595 53+670 75 Transition 49+091 49+166 MDR56

53+670 53+830 160 V‐I‐L 49+166 49+322 MDR56

53+830 53+905 75 Transition 49+322 49+395 MDR56

53+905 54+500 595 V 49+395 49+979 MDR56

54+500 56+220 1720 VI‐A 49+979 MDR56

56+220 56+300 80 Transition MDR56

56+300 56+786 486 VII MDR56

56+786 56+894 108 VII‐A MDR56

56+894 57+450 556 VII 53+339 MDR56

57+450 57+520 70 Transition 53+339 53+410 MDR56

57+520 58+628 1108 II 53+410 54+533 MDR56

58+628 58+750 122 Transition 54+533 54+657 MDR56

58+750 58+857 107 B‐3‐A at ground level 54+657 54+767 MDR56

58+857 59+220 363 B‐3‐A 54+767 55+138 MDR56

59+220 59+280 60 B‐2‐A‐1 55+138 55+198 MDR56

59+280 59+700 420 B‐3‐A 55+198 55+764 MDR56

59+700 59+780 80 Transition 55+764 55+865 MDR56

59+780 60+300 520 I 55+865 56+326 MDR56

60+300 60+400 100 Transition 26+572 26+472 SH24

60+400 60+525 125 II 26+472 26+347 SH24

60+525 60+600 75 Transition 26+347 26+272 SH24

60+600 60+760 160 II‐A‐2 26+272 26+110 SH24

60+760 60+835 75 Transition 26+110 26+034 SH24

60+835 62+190 1355 II 26+034 24+675 SH24

62+190 62+330 140 Transition 24+675 24+533 SH24

62+330 63+200 870 I‐A 24+533 23+661 SH24

63+200 63+340 140 Transition 23+661 23+522 SH24

63+340 63+965 625 II 23+522 22+898 SH24

63+965 64+040 75 Transition 22+898 22+823 SH24

64+040 64+200 160 II‐A‐2 22+823 22+663 SH24

64+200 64+275 75 Transition 22+663 22+588 SH24

64+275 67+005 2730 II 22+588 19+822 SH24

67+005 67+080 75 Transition 19+822 19+747 SH24

67+080 67+240 160 II‐A‐2 19+747 19+587 SH24

67+240 67+315 75 Transition 19+587 19+512 SH24





From To From To SH/MDR 67+315 67+440 125 II 19+512 19+387 SH24

67+440 68+500 1060 I (Realigned Kathgarh)

19+387 18+325 SH24

68+500 68+645 145 II 18+325 18+180 SH24

68+645 68+705 60 Transition 18+180 18+120 SH24

68+705 68+880 175 II‐I‐L 18+120 17+943 SH24

68+880 68+955 75 Transition 17+943 17+868 SH24

68+955 69+050 95 II 17+868 17+772 SH24

69+050 69+110 60 Transition 17+772 17+712 SH24

69+110 69+545 435 I 17+712 17+282 SH24


17+282 17+056 SH24

69+775 69+830 55 TOLL PLAZA ‐ KATHGARH

17+056 17+001 SH24


17+001 16+772 SH24

70+060 70+500 440 II 16+772 16+330 SH24

70+500 70+600 100 Transition 16+330 16+229 SH24

70+600 70+765 165 I‐A 16+229 16+063 SH24

70+765 70+840 75 Transition 16+063 15+986 SH24

70+840 71+200 360 I 15+986 15+627 SH24

71+200 71+340 140 Transition 15+627 15+486 SH24

71+340 71+940 600 II 15+486 14+889 SH24

71+940 72+015 75 Transition 14+889 14+814 SH24

72+015 72+120 105 II‐A‐2 14+814 14+709 SH24

72+120 72+195 75 Transition 14+709 14+634 SH24

72+195 73+500 1305 II 14+634 13+322 SH24

73+500 73+575 75 Transition 13+322 13+247 SH24

73+575 73+715 140 II‐A 13+247 13+107 SH24

73+715 73+790 75 Transition 13+107 13+032 SH24

73+790 74+775 985 II 13+032 12+050 SH24

74+775 74+850 75 Transition 12+050 11+975 SH24

74+850 75+010 160 II‐A 11+975 11+815 SH24

75+010 75+085 75 Transition 11+815 11+740 SH24

75+085 77+125 2040 II 11+740 9+698 SH24

77+125 77+200 75 Transition 9+698 9+623 SH24

77+200 77+320 120 II‐A‐2 9+623 9+502 SH24





From To From To SH/MDR 77+320 77+395 75 Transition 9+502 9+427 SH24

77+395 77+500 105 II 9+427 9+322 SH24

77+500 77+640 140 Transition 9+322 9+183 SH24

77+640 79+355 1715 I 9+183 7+468 SH24

79+355 79+430 75 Transition 7+468 7+393 SH24

79+430 79+585 155 I‐A 7+393 7+238 SH24

79+585 79+660 75 Transition 7+238 7+162 SH24

79+660 80+170 510 I 7+162 6+651 SH24 The description of Typical Cross Sections is detailed below:

S No

TCS Description

1 I Canal Running Parallel to Road at Urban Area

2 I-A Canal Running Parallel to Road at Urban Area with Extra Lane on Right Hand Side

3 II Canal Running Parallel to Road at Rural Area

4 II-A Canal Running Parallel to Road at Rural Area with Extra Lane on Right Hand Side

5 II-A-2 Canal Running Parallel to Road at Rural Area with Extra Lane on Both Sides

6 II-1-L Canal Running Parallel to Road at Rural Area with Extra Lane on Left Hand Side

7 IV Concentric Widening at Urban Area with Service Road - 5.5m on Both Sides

8 IV-L Concentric Widening at Urban Area with Service Road - 5.5m on Left Hand Side

9 IV-R Concentric Widening at Urban Area with Service Road - 5.5m on Right Hand Side

10 V Concentric Widening at Rural Area

11 V-1-L Concentric Widening at Rural Area with Extra Lane on Left Hand Side 12 V-1-R Concentric Widening at Rural Area with Extra Lane on Right Hand Side 13 V-2 Concentric Widening at Rural Area with Extra Lane on Both Sides

14 V-A Concentric Widening at Rural Area - Phagwara Bypass Section



S No

TCS Description

15 V-A-1-R Concentric Widening at Rural Area with Extra Lane on Right Hand Side - (Phagwara Bypass Section)

16 V-A-2 Concentric Widening at Rural Area with Extra Lane on Both Sides – (Phagwara Bypass Section)

17 VI-A For Garhi Bypass Section with 50.0m ROW

18 VII Typical Cross Section for Approach to Structures

19 VII-A Typical Cross Section for Elevated Structure / Flyover

20 VII-B Typical Cross Section for Elevated Structure with Service Road beneath the Structure

21 VIII Concentric Widening at Urban Area with Service Road – 6.0m on Both Sides

22 L-1 Approaches of Flyover & 4-Lane Elevated Corridor with Service Road-5.5m

23 L-2B Flyover & 4-Lane Elevated Corridor with Single Pier and Service Road

24 N-3A Typical Cross Section in Tunnel Zone at ROB

25 N-3B Typical Cross Section in Tunnel Zone with U-Turn for Service Road (at Ground Level)

26 N-3C Typical Cross Section in Either End Ramp with Service Road at Ground Level

27 B-2A-1 2-Lane Flyover with Single Pier and Slip Road - 7.0m at LHS and Carriageway (at Ground Level) at RHS

28 B-3A Approaches of 2-Lane Flyover with Single Pier and Slip Road at LHS and Carriageway (at Ground Level) at RHS

29 VUP-01A Approach to Vehicular Underpass

30 VUP-01B Vehicular Underpass

4.5.2 Service Roads and Extra Lanes

Service road has been provided on both sides of project road as per provision of 4-lane manual. Most of the access roads and driveways will be connected to service roads/extra lane. The service road will be used for local traffic access to abutting properties while main carriageway will be primarily used by through traffic. The width of service road has been kept 7.5m/7.0m/6.0m/5.5m and width of extra lane has been kept as 4.5m. The service road has been discontinued over major bridges, other restricted locations like river and water body located very near to road and where local traffic is minimal. Service road of 5.5m width has been provided for total length of 16.034km,



6.0m width for total length of 17.900km , 7.0m width for total length of 6.015km and 7.5m width for length of 6.374km. Extra lane of 4.5m width has been provided for 19.250km. Locations of service roads and extra lane are given in Table 4.13(a) & Table 4.13(b)

Table 4.13(a): Service Roads Schedule to be provided on project highway

Chainage (km) Length

(m)

Service Road Description Remarks

Side Width (Ref Chainage of SH/MDR)

From To Left /

Right / Both

(m) From To SH/MDR

2+203 2+905 702 Both 7.5 19+874 20+577 Phagwara Bypass



9+345 9+770 425 Both 6.0 5+006 5+435 MDR56 13+500 14+100 600 Both 5.5 9+117 9+737 MDR56 16+515 16+620 105 Left 5.5 12+183 12+289 MDR56 16+725 17+450 725 Both 5.5 12+394 13+121 MDR56 19+000 19+575 575 Both 5.5 14+675 15+249 MDR56 21+800 22+450 650 Both 5.5 17+463 18+111 MDR56 24+000 24+760 760 Both 5.5 19+660 20+421 MDR56 25+185 29+322 4137 Both 6.0 20+846 24+992 MDR56 31+550 32+600 1050 Both 5.5 27+237 28+292 MDR56 32+705 32+875 170 Right 5.5 28+396 28+566 MDR56 34+450 34+900 450 Both 5.5 30+124 30+569 MDR56 35+005 35+100 95 Left 5.5 30+672 30+766 MDR56 38+159 38+987 828 Both 6.0 33+784 34+600 MDR56 38+987 39+023 36 Both 5.5 34+600 34+634 MDR56 39+059 39+095 36 Both 5.5 34+670 34+705 MDR56 39+095 42+300 3205 Both 6.0 34+705 37+757 MDR56 44+645 47+130 2485 Both 5.5 40+038 42+546 MDR56 48+575 49+040 465 Both 5.5 44+008 44+478 MDR56 56+300 57+450 1150 Both 7.5 53+339 MDR56 58+750 59+700 950 Left 7.5 54+657 55+613 MDR56 59+780 60+300 520 Left 7.0 55+703 55+791 MDR56 62+330 63+200 870 Left 7.0 24+533 23+661 SH24 67+440 68+500 1060 Left 7.0 19+387 18+326 SH24 69+110 69+545 435 Left 7.0 17+712 17+282 SH24 70+600 71+200 600 Left 7.0 16+229 15+627 SH24 77+640 80+170 2530 Left 7.0 9+183 6+651 SH24



Table 4.13(b): Extra Lane Schedule to be provided on project highway

Chainage (km) Length (m)

Extra Lane Side (Left / Right / Both)

Remarks

(Ref Chainage of SH/MDR)

From To From To SH/MDR 0+453 0+665 212.5 Both 18+126 18+337 Phagwara Bypass

1+030 1+240 210 Both 18+700 18+910 Phagwara Bypass



5+190 5+455 265 Right 22+859 23+124 Phagwara Bypass


6+360 6+845 485 Right 24+029 24+513 Phagwara Bypass



10+190 10+440 250 Both 5+856 6+106 MDR 56

10+440 10+615 175 Left 6+106 6+280 MDR 56

10+935 11+500 565 Left 6+597 7+155 MDR 56

12+420 12+640 220 Right 8+038 8+257 MDR 56

12+845 13+345 500 Left 8+461 8+959 MDR 56

14+625 14+830 205 Right 10+276 10+482 MDR 56

18+050 18+265 215 Right 13+724 13+939 MDR 56

18+610 18+830 220 Left 14+284 14+504 MDR 56

20+155 20+370 215 Right 15+825 16+039 MDR 56

20+500 20+720 220 Left 16+168 16+388 MDR 56

21+290 21+510 220 Right 16+954 17+173 MDR 56

22+825 23+040 215 Right 18+485 18+700 MDR 56

29+550 29+765 215 Both 25+224 25+440 MDR 56

30+270 30+480 210 Both 25+949 26+160 MDR 56

30+480 30+660 180 Right 26+160 26+341 MDR 56

30+980 31+200 220 Both 26+663 26+884 MDR 56

33+330 33+520 190 Right 29+019 29+207 MDR 56

33+520 33+735 215 Both 29+206 29+419 MDR 56

35+135 35+330 195 Right 30+800 30+995 MDR 56

36+308 36+532 224 Left 31+970 32+190 MDR 56

37+485 37+675 190 Both 33+120 33+308 MDR 56

37+675 37+965 290 Right 33+307 33+593 MDR 56

43+130 43+350 220 Both 38+541 38+750 MDR 56

44+210 44+415 205 Right 39+599 39+805 MDR 56



Chainage (km) Length (m)

Extra Lane Side (Left / Right / Both)

Remarks

(Ref Chainage of SH/MDR)

From To From To SH/MDR 47+130 47+508 377.5 Both 42+546 42+929 MDR 56

48+203 48+543 340 Left 43+632 43+975 MDR 56

49+648 50+243 595 Both 45+093 45+693 MDR 56

50+738 50+968 230 Both 46+194 46+427 MDR 56

51+538 51+773 235 Right 47+003 47+240 MDR 56

52+223 52+453 230 Right 47+695 47+927 MDR 56

52+743 53+008 265 Both 48+223 48+492 MDR 56

53+633 53+868 235 Left 49+129 49+360 MDR 56

60+563 60+798 235 Both 26+310 26+073 SH 24

62+260 63+270 1010 Right 24+603 23+591 SH 24

64+003 64+238 235 Both 22+861 22+626 SH 24

67+043 67+278 235 Both 19+785 19+550 SH 24

68+675 68+918 242.5 Left 18+150 17+907 SH 24

70+550 70+803 252.5 Right 16+279 16+026 SH 24

71+978 72+158 180 Both 14+852 14+672 SH 24

73+538 73+753 214.5 Right 13+284 13+070 SH 24

74+813 75+048 235 Right 12+012 11+777 SH 24

77+163 77+358 195 Both 9+660 9+465 SH 24

79+393 79+623 230 Right 7+430 7+200 SH 24

4.5.3 Major Intersections/Congested Built-up areas

Depending on the importance of existing intersections & the type of traffic thereon, the consultants have decided the span arrangement of the flyovers on such intersections. Accordingly, the consultants have identified locations which have been developed as major intersections & flyovers have been provided to take the main carriageway over them. The details are presented in Table 4.14 below.

Table 4.14: Major Intersections/Flyovers/VUP Sl No

Chainage Span Structure Type Remarks Junction

Type Left Right

1 2+560 – 2+574

1x12m VUP (4-lane)

To Palahi To

Phagwara X-Junction

2 4+165 - 4+273

3x36m Flyover (4-lane)

To Hoshyarpur

To Phagwara

X-Junction

3 9+331 - 9+345

1x12m VUP (4-lane)

To Phagwara T-Junction

4 25+770 - 91x36m Elevated Corridor Banga (Congested Area) -



Sl No

Chainage Span Structure Type Remarks Junction

Type Left Right 29+046 (4-lane)

5 38+410 - 41+830

95x36m

Elevated Corridor with integrated ROB cum RUB (4-lane)

Nawanshahr (Congested Area)

-

6 44+970 - 46+806

51x36m Elevated Corridor (4-lane)

Langroya (Congested Area)

-

7 56+786 - 56+894

3x36m Flyover (4-lane)

Garhi Ropar X-Junction

8 59+220 - 59+280

3x20m Flyover – Left Side (2-lane)

Balachaur

4.5.4 Minor Junctions

Improvements to the minor junctions and accesses shall be done as per typical designs. The list of the minor intersections and accesses are given in Table 4.15.

Table 4.15: Minor Junctions

S. No.

Proposed Chainage


Remarks Reference


SH / MDR

1 0+538 Mehtan RHS 18+211 Phagwara Bypass 2 0+561 Nangal Majjan LHS 18+234 Phagwara Bypass 3 1+135 Phagwara RHS 18+805 Phagwara Bypass 4 1+138 Palahi LHS 18+808 Phagwara Bypass 5 1+888 Khangura RHS 19+558 Phagwara Bypass 6 1+888 Palahi LHS 19+558 Phagwara Bypass 7 4+195 To Residential Area RHS 21+864 Phagwara Bypass 8 4+535 To Residential Area RHS 22+204 Phagwara Bypass 9 4+555 To Residential Area RHS 22+224 Phagwara Bypass 10 5+082 Phagwara RHS 22+751 Phagwara Bypass 11 5+082 Bhularai LHS 22+751 Phagwara Bypass 12 5+345 To Village RHS 23+014 Phagwara Bypass 13 6+275 Phagwara RHS 23+946 Phagwara Bypass 14 6+633 Phagwara RHS 24+302 Phagwara Bypass 15 6+903 Sukh Chain Nagar RHS 24+572 Phagwara Bypass 16 6+923 Gurunanak Nagar LHS 24+592 Phagwara Bypass 17 7+850 Bazidpur LHS 25+501 Phagwara Bypass 18 7+937 Phagwara RHS 25+516 Phagwara Bypass 19 9+550 Dosanjh Kalan RHS 27+215/5+215 Phagwara Bypass 20 10+273 Bahua Village LHS 5+942 MDR56 21 10+500 Bahua Village LHS 5+995 MDR56



S. No.

Proposed Chainage


Remarks Reference


SH / MDR

22 11+044 Burj LHS 6+166 MDR56 23 11+274 Burj Kandhari LHS 6+706 MDR56 24 11+392 Military Farm Sarangwal LHS 6+943 MDR56 25 12+288 To Village LHS 7+053 MDR56 26 12+530 To Village RHS 8+149 MDR56 27 12+955 Jagatpur Village LHS 8+572 MDR56 28 13+239 Chakmadar Village LHS 8+854 MDR56 29 13+581 Munna Village LHS 9+201 MDR56 30 13+800 Saryala Ranu RHS 9+427 MDR56 31 13+800 Jasson Majra LHS 9+427 MDR56 32 13+842 Munna Village LHS 9+473 MDR56 33 14+734 Chack Mai Dass RHS 40+385 MDR56 34 16+794 Bahram Village LHS 12+463 MDR56 35 16+852 To Residential Area RHS 12+521 MDR56

36 17+046 C K Memorial Public

School RHS 12+716 MDR56

37 17+220 Talwandi RHS 12+891 MDR56 38 17+324 Mahilpur LHS 12+996 MDR56 39 17+375 Mukandpur RHS 13+049 MDR56 40 17+464 To Residential Area LHS 13+138 MDR56 41 18+159 To Village RHS 13+835 MDR56 42 18+721 Chhander Khurd LHS 14+396 MDR56 43 19+316 Bisla LHS 14+992 MDR56 44 19+380 To Residential Area LHS 15+055 MDR56 45 19+442 Dhadua RHS 15+166 MDR56 46 19+500 To Residential Area LHS 15+174 MDR56 47 19+535 To Residential Area LHS 15+209 MDR56 48 19+558 To Residential Area LHS 15+232 MDR56 49 19+609 Bisla LHS 15+283 MDR56 50 20+264 Lalapur Village RHS 15+935 MDR56 51 20+608 Bisla LHS 16+277 MDR56 52 21+399 Dhahan Village RHS 17+064 MDR56 53 22+158 Kaleran LHS 17+821 MDR56 54 22+933 Mallupota RHS 18+593 MDR56 55 24+220 Bahdowal LHS 19+881 MDR56 56 24+360 Chak Kalan RHS 20+022 MDR56 57 24+681 Chak Kalan RHS 20+343 MDR56 58 24+698 Bahdowal LHS 20+359 MDR56 59 25+221 To Residential Area RHS 20+882 MDR56



S. No.

Proposed Chainage


Remarks Reference


SH / MDR

60 25+874 Vishva Ruhani Kendra RHS 21+532 MDR56 61 26+068 Sotran Village RHS 21+726 MDR56 62 26+068 Hopowal LHS 21+726 MDR56 63 26+185 To Residential Area RHS 21+841 MDR56 64 26+494 City LHS 22+150 MDR56 65 26+523 To City RHS 22+180 MDR56 66 26+722 To Residential Area RHS 22+379 MDR56 67 26+788 To Residential Area RHS 22+445 MDR56 68 26+968 Railway Road RHS 22+629 MDR56 69 27+033 Chintpurni Temple Road RHS 22+691 MDR56 70 27+133 Garhshankar LHS 22+795 MDR56 71 28+499 To Residential Area RHS 24+163 MDR56 72 29+655 Khatkar Kalan RHS 25+330 MDR56 73 29+655 Thandian LHS 25+330 MDR56 74 30+373 Khatkar Kalan RHS 26+052 MDR56 75 30+376 Naura LHS 26+055 MDR56 76 30+550 Khatkar Kalan RHS 26+231 MDR56 77 31+086 KahmaVillage RHS 26+769 MDR56 78 31+091 Bhutan Village LHS 26+774 MDR56 79 31+746 Bhunta Village LHS 27+434 MDR56 80 31+750 Kamaha Village RHS 27+438 MDR56 81 32+192 Kamaha Village RHS 27+884 MDR56 82 32+470 Kamaha Village RHS 28+162 MDR56 83 32+473 Jabbowal Village LHS 28+165 MDR56 84 32+797 Gurudwara RHS 28+487 MDR56 85 33+434 Kariha Village RHS 29+121 MDR56 86 33+626 Kariha Village RHS 29+311 MDR56 87 33+626 Bains Village LHS 29+311 MDR56 88 34+608 Malpur Adka RHS 30+280 MDR56 89 35+005 Malpur Adka LHS 30+673 MDR56 90 37+566 Mahalon LHS 33+201 MDR56





93 38+162 To Residential Area LHS 33+785 MDR56 94 38+339 Mahalo LHS 33+958 MDR56 95 38+748 Sugar Mill Colony RHS 34+364 MDR56 96 38+871 To Residential Area RHS 34+484 MDR56



S. No.

Proposed Chainage


Remarks Reference


SH / MDR

97 39+012 Gujjar Kalan LHS 34+623 MDR56 98 39+416 Guru Tej Bahadur Nagar LHS 35+022 MDR56 99 39+431 Guru Tej Bahadur Nagar LHS 35+070 MDR56 100 39+685 To Residential Area RHS 35+275 MDR56 101 39+685 Guru Tej Bahadur Nagar LHS 35+275 MDR56 102 39+998 To Residential Area LHS 35+569 MDR56 103 40+000 To Residential Area RHS 35+571 MDR56 104 40+009 Garh Shankar, To Colony LHS 35+771 MDR56 105 40+240 To Residential Area RHS 35+782 MDR56 106 40+432 To Residential Area LHS 35+983 MDR56 107 40+436 Raho RHS 35+987 MDR56 108 40+463 Raho RHS 36+020 MDR56 109 40+969 To Residential Area LHS 36+494 MDR56 110 43+241 Saloh, Jethu Majara RHS 38+646 MDR56 111 43+241 Barnala LHS 38+646 MDR56 112 44+315 Jethu Majara RHS 39+701 MDR56 113 45+273 Romroa RHS 40+671 MDR56 114 45+377 Sona Village LHS 40+774 MDR56 115 45+681 Langroya RHS 41+080 MDR56 116 45+927 To Residential Area LHS 41+329 MDR56 117 46+126 Sajawal Pur RHS 41+530 MDR56 118 46+450 Langroya RHS 41+857 MDR56 119 46+548 Kishanpura LHS 41+957 MDR56 120 47+394 Sajjawalpur RHS 42+815 MDR56 121 47+394 Kishanpura LHS 42+815 MDR56 122 48+314 Kishanpura LHS 43+745 MDR56 123 48+632 Jandla RHS 44+067 MDR56 124 48+836 Nai Majara Village RHS 44+272 MDR56 125 48+898 Dolatpur LHS 44+334 MDR56 126 49+085 Jadla RHS 44+524 MDR56 127 49+163 To Residential Area RHS 44+607 MDR56 128 49+764 Dolatpur LHS 45+212 MDR56 129 49+766 Jandla RHS 45+214 MDR56 130 50+127 Jandla RHS 45+576 MDR56 131 50+127 Dolatpur LHS 45+576 MDR56 132 50+852 Jandla RHS 46+309 MDR56 133 50+852 Dolatpur LHS 46+309 MDR56 134 51+654 Jandla RHS 47+120 MDR56 135 52+338 Birowal RHS 47+811 MDR56



S. No.

Proposed Chainage


Remarks Reference


SH / MDR

136 52+863 Birowal RHS 48+345 MDR56 137 52+889 Thathyala LHS 48+381 MDR56 138 53+752 Thathyala LHS 49+246 MDR56 139 57+225 Birowal RHS 53+110 MDR56 140 57+306 BKM College LHS 53+198 MDR56 141 59+245 Balachor LHS 55+203 MDR56 142 60+612 To Village RHS 26+258 SH24 143 60+612 Balachor LHS 26+258 SH24 144 62+361 To Village RHS 24+501 SH24 145 62+365 To Residential Area LHS 24+491 SH24 146 63+012 To Village RHS 23+848 SH24 147 63+012 Lohat Village LHS 23+847 SH24 148 64+050 Manaiwal RHS 22+813 SH24 149 64+050 Sudha Majra LHS 22+813 SH24 150 67+092 To Village RHS 19+735 SH24 151 67+092 Rattewal Road LHS 19+735 SH24 152 67+730 Rattewal LHS 19+099 SH24 153 68+733 Bharthala LHS 18+090 SH24 154 70+624 Bela Tajowal RHS 16+205 SH24 155 70+624 Panyali Kalan LHS 16+205 SH24 156 70+766 To Residential Area LHS 16+060 SH24 157 71+991 To Village RHS 14+840 SH24 158 71+991 To Village LHS 14+840 SH24 159 73+568 To Village RHS 13+254 SH24 160 74+862 To Village RHS 11+963 SH24 161 77+190 To Village RHS 9+632 SH24 162 77+190 To Residential Area LHS 9+632 SH24 163 79+438 To Village RHS 7+384 SH24 164 79+933 To Residential Area LHS 6+888 SH24

The following sections provide the minimum spatial and functional requirements of the facilities to be provided on the Project Highway. 4.6 Existing Facilities

There are a number of Bus stops along the Project Highway. Apart from this, a number of Dhabas, petrol pumps, vehicles repair shops, telephone booths etc. exist along the Project Highway.

4.6.1 Project Facilities



The Project Facilities shall include:

a) Toll Plaza b) Roadside Furniture c) Street Lighting at designated locations d) Pedestrian Facilities e) Landscaping and Tree Plantation f) Truck Lay Bye g) Bus Shelters h) Traffic Aid Posts i) Medical First Aid Posts j) Vehicle Rescue Posts

4.7 DESCRIPTION OF PROPOSED FACILITIES

4.7.1 Toll Plaza

Toll Plaza” means the structures and barriers erected on the Project Highway for the purpose of regulating the entry and exit of vehicles and shall include land, buildings, equipment, and other facilities required in accordance with or drawings provided in Detailed Project Report, standard specification in consultation with Independent Engineer.

The tentative locations of toll plazas are as under in Table 4.16(a):

Table 4.16(a): Tentative toll plaza Location

Sl.No. Proposed Chainage Remarks

Reference Chainage SH / MDR

1 Km 14+960 – Km 15+641 Km 10+613 – Km 11+300 MDR 56 2 Km 69+543 – Km 70+057 Km 17+286 – Km 16+774 SH 24

The toll plazas shall have 5-Lanes in each direction and one separate service lane in each direction for non-tollable traffic and over-sized vehicles. Generally the toll plaza shall meet requirements of “Manual of Specifications and Standards for Four Laning of Highways Through Public Private Partnership (IRC:SP-84-2009)”

4.7.2 Toll Booth Requirements

Considering the projected toll traffic and a servicing time of 10 seconds per vehicle, the total number of toll booths required (both directions) to manually collect toll at the various locations is presented in the Table 4.16(b) below.



Table 4.16(b):Total Toll booths required at Toll Plaza locations

Toll Plaza Lane Km 14+960 – Km 15+641 6+6 Km 69+543 – Km 70+057 6+6

4.7.3 Road Side Furniture (a) Traffic Signs and Pavement Markings

Traffic signs and pavement markings shall include roadside signs, overhead signs; curb mounted signs and road marking along the Project Highway. The design and marking for the Project Highway shall be as per the design standard indicated in “Manual of Specifications and Standards for Four Laning of Highways Through Public Private Partnership (IRC:SP-84-2009)” and the location for various treatments shall be finalized in consultation with the Independent Engineer.

All road signs (overhead and other signage) shall be with retro-reflective sheeting of high intensity grade with micro-prismatic retro-reflective element fixed over aluminium sub-strata as per IRC Guidelines / Clause 9.2.7, Manual of Specifications and Standards for Four Laning of Highways Through Public Private Partnership (IRC:SP-84-2009) and as per instructions of Independent Engineer and Authority/Government. Overhead sign shall be installed ahead of major intersections/flyovers, toll plazas and urban areas as per detailed design requirements. The tentative location of overhead signs is given below:

S No Chainage

Reference wrt Existing

Chainage of SH/MDR

Location

1 0+100 17+775 Phagwara Bypass 2 25+050 20+715 Banga Starts (MDR 56) 3 29+500 25+175 Banga Ends (MDR 56) 4 37+950 33+580 Nawanshahr Starts (MDR 56) 5 43+400 37+795 Nawanshahr Ends (MDR 56) 6 47+600 43+020 Langroya Ends (MDR 56) 7 54+200 49+685 Garhi Bypass Starts (MDR 56) 8 57+600 53+490 Garhi Bypass Ends (MDR 56)

(b) Guard Rails and Traffic Safety Devices The safety barrier of rigid, flexible, or semi rigid type in accordance with MOSRTH Guidelines/ circulars shall be provided at following locations



i) Where height of embankment is 3m or more ii) Where embankment is retained by a retaining structure iii) Where median is depressed flushed or having the width less than 4.5m, the barriers shall be

for both direction of travel iv) On valley side of highway in mountainous and steep terrain v) At hazardous locations identified in schedule B or through safety audit vi) Guard post shall be provided on either side of the carriageway, at location where

embankment height varies between 2 to 3m as per design standards.

(c) Boundary Stones

Road land (ROW) boundary shall be demarcated by putting RCC boundary pillars of size 60cm x 15cm x 15cm embedded in concrete (as per IRC:25) along the Project Highway at 50 m interval on both sides. All the components used in delineating road land boundary shall be aesthetically pleasing, sturdy and vandal proof. The road land boundary shall be demarcated in consultation with IE/PWD.

(d) Hectometer / Kilometer Stones

The hectometer and kilometer stones shall be provided as per MOSRT&H specifications.

(e) Traffic Blinker Signal (L.E.D) at intersections

Traffic Blinker signal (L.E.D) shall be provided at all at-grade intersections and median openings/Median gap-in as per the design standards indicated in Schedule D.

4.7.4 Truck Lay Bye

Total 2 nos. of Truck Lay Byes shall be provided along the project highway conforming to design standards. The locations of Truck Lay Byes given in Table 4.17 are tentative and shall be finalized by the concessionaire in consultation with the IE and Authority

Table 4.17: Tentative location of Truck Lay Bye

Design Chainage (km) Remarks

Reference Chainage of SH/MDR SH/ MDR Location

From To From To

64+450 64+750 22+414 22+115 MDR 56 Left Side 73+950 74+250 12+873 12+574 MDR 56 Left Side

4.7.5 Bus Shelters

The 25 nos. of Bus Shelters shall be provided along the project highway conforming to design standards. As the bus shelter locations are provided at the service road/ extra lane, there is no



requirement of bus bays. The locations of bus shelters given in Table 4.18 are tentative and shall be finalized by the concessionaire in consultation with the IE and PWD.

Table 4.18: Proposed Bus Shelter

Design Chainage (km) Remarks

Reference Chainage of SH/MDR

SH/ MDR

Location LHS RHS LHS RHS

13+850 13+750 9+475 9+375 MDR 56 Jasso Majra 16+810 17+320 12+480 12+990 MDR 56 Behram 22+125 17+787 MDR 56 Dahan

30+400 30+400 26+080 26+080 MDR 56

Verka Milk Plant (LHS) / Shaheed Bhagat Singh Museum (RHS)

32+170 27+860 MDR 56 Kariha 34+600 34+600 30+272 30+272 MDR 56 Malpur Adka 38+020 38+020 33+646 33+646 MDR 56 Nawanshahr Outer

45+660 41+057 MDR 56 Langroya

50+150 50+840 45+600 46+300 MDR 56 Road to Dolatpur (LHS) / Road to Jandla (RHS)

52+880 48+362 MDR 56 Road to Birowal (RHS) 59+300 55+220 MDR 56 Balachor

62+420 24+440 SH 24 Road to Village on RHS of Canal

64+100 22+763 SH 24 Road to Manaival (RHS)

66+100 20+745 SH 24 Road to Village on RHS of Canal

67+800 67+800 19+025 19+025 SH 24 Road to Ratibal (LHS)

74+940 11+885 SH 24

Road to Village Tonsa (LHS) / Road to Village on RHS of Canal

77+280 77+280 9+542 9+542 SH 24 Habitation

4.7.6 U-turns / Median openings

Minimum no. of median opening shall be provided on the Project Road in accordance with Manual of Specifications and Standards for Four Laning of Highways Through Public Private Partnership (IRC:SP-84-2009). The list of openings is presented in Table-4.19 below:



Table 4.19: Proposed Median Openings

Sl No Proposed Chainage

Sl No

Proposed Chainage Sl No Proposed

Chainage

1 3+275 9 33+150 17 63+750

2 5+775 10 36+200 18 66+675

3 8+275 11 43+725 19 69+645

4 11+925 12 47+825 20 69+955

5 15+200 13 50+475 21 72+525

6 15+400 14 53+375 22 74+650

7 21+000 15 57+875 23 76+725

8 23+425 16 61+325 4.7.7 Highway Lighting

Highway lighting shall be provided at Built-up sections of project highway, Toll Plaza Area and interchanges/flyover/elevated corridor as per “Manual of Specifications and Standards for Four Laning of Highways Through Public Private Partnership (IRC:SP-84-2009)”.

• All light posts erected on the railings of bridges, structures shall have adequate height such that a uniform illumination of 40 lux is available.

• All high mast lights in the interchange area shall illuminate the interchange with intensity of 40 lux.

• All entry and exit ramps shall be uniformly illuminated with 40 lux intensity • All underpasses shall be illuminated with minimum intensity of 30 lux.

A tentative list of location of Highway Lighting is given in Table 4.20; however, actual locations are to be identified as per actual site condition during execution in consultation with IE/Authority.

Table 4.20 –Location for Highway Lighting

Chainage (km) Length (m) Location



2+203 2+905 702 Palahi Jn VUP

19+874 20+577 Phagwara Bypass

3+765 4+625 860 Hoshiarpur Jn Flyover

21+436 22+294 Phagwara Bypass

8+990 9+770 780 Meheli Jn VUP

26+653 5+435 26+653 at Phagwara Bypass / 5+435 at MDR 56

13+395 14+205 810 Jasso Majra 9+008 9+846 MDR56

14+960 15+641 681 Toll Plaza ‐ Behram

10+613 11+300 MDR56



Chainage (km) Length (m) Location


From To From To SH/MDR 16+410 17+560 1150 Behram 12+078 13+232 MDR56 18+895 19+785 890 Malasodiyan 14+569 15+457 MDR56 21+695 22+555 860 Dahan 17+358 18+216 MDR56 23+895 24+865 970 Mazari 19+555 20+526 MDR56 25+080 29+322 4242 Banga 20+741 24+992 MDR56 31+445 32+980 1535 Kariha 27+131 28+670 MDR56

34+345 35+170 825 Malpur Adka

30+020 30+835 MDR56

38+159 42+405 4246 Nawanshahr 33+784 37+856 MDR56 44+645 47+130 2485 Langroya 40+038 42+546 MDR56 48+510 49+300 790 Nai Majri 43+942 44+741 MDR56

56+300 57+450 1150 Garhi Jn Flyover

53+339 MDR56

58+750 60+400 1650 Balachor 54+658 26+47256+658 at MDR56/ 26+472 at SH24

62+190 63+340 1150 Rakra Bet 24+675 23+522 SH24

67+440 68+500 1060 Chahal / Kathgarh

19+387 18+325 SH24

69+050 69+543 493 Bharthala 17+772 17+286 SH24

69+543 70+057 514 Toll Plaza ‐ Kathgarh

17+286 16+774 SH24

70+500 71+340 840 Panyali Kalan, Jamitgarh

16+331 15+486 SH24

77+500 80+170 2670 Rail Majra 9+322 6+651 SH24

4.7.8 Traffic Aid Posts

For regulating the use of Project Highway in accordance with the Applicable Laws and this Agreement, the Authority shall assist the Concessionaire in procuring police assistance from the State Police Department. The police assistance shall include setting up of a traffic aid post (the “Traffic Aid Post”) at each of the Toll Plazas. Buildings for Traffic Aid Posts The Concessionaire shall, in accordance with the type designs prescribed for such police outpost buildings by the State Government or a substitute thereof, construct buildings not exceeding 25 (twenty five) square metres of plinth area, for each of the Traffic Aid Posts, and hand them over to the Authority no later than 30 (thirty) days prior to the Scheduled Completion Date. The Traffic Aid Posts shall be deemed to be part of the Site and shall vest in the Authority.



4.7.9 Highway Patrol

Highway patrol unit(s) manned by at least two persons apart from the driver for every unit shall continuously patrol the highway in a stretch not exceeding 50 km and shall remain in contact with the Control Room on a real time basis. The patrol shall render assistance to users in distress and disabled vehicles through own intervention or by calling from assistance from Control Room, Crane operators or ambulance as required. The patrol shall promptly clear the road of any obstruction. Where the obstructions take time to be cleared, the section shall be cordoned off by placing traffic cones, which shall be illuminated during night. The patrol vehicle shall be large enough for seating at least four personnel beside the driver and space to carry essential traffic management tolls. It shall also have a light on its top and a siren on board. It shall be equipped with traffic cones and other accessories for traffic control which are fully visible during night time.

4.7.10 Medical Aid Posts/Ambulances

For providing emergency medical aid during the Operation Period, as set forth in this Agreement, the Concessionaire shall assist the State Government or a substitute thereof to be designated by the Authority in setting up and operating a medical aid post (the “Medical Aid Post”) at each of the Toll Plazas with round-the-clock ambulance services for victims of accidents on the Project Highway.

Buildings for Medical Aid Posts

The Concessionaire shall, at its cost and in accordance with the type designs prescribed for such buildings by the State Medical Department (or a substitute thereof to be designated by the Government), construct an aid post building and hand them over to the Authority, no later than 30 (thirty) days prior to the Scheduled Completion Date. The Medical Aid Post(s) shall be deemed to be part of the Site and shall vest in the Authority.

4.7.11 Crane(s)

Crane(s) shall be available within an hour of an incident to clear the disabled vehicle off the carriageway. All intervention teams comprising patrol, ambulances and cranes shall be in communication with each other and the Control Room all the time and shall intervene within the stipulated time.

4.7.12 Lighting system

• All light posts erected on the railings of bridges, structures shall have adequate height such that a uniform illumination of 40 lux is available.

• All high mast lights in the interchange area shall illuminate the interchange with intensity of 40 lux.

• All entry and exit ramp areas shall be uniformly illuminated with 40 lux intensity • All underpasses shall be illuminated with minimum intensity of 30 lux.

Chapter - 5

IMPROVEMENT PROPOSALS

(STRUCTURES)


Project: Detailed Project Report (DPR) for 4Laning of Ropar-Nawanshahr-Banga-Phagwara Road Page 1 of 7

Document: 2010057/RH/Vol I/Main Report July 2013

Improvement Proposals and Preliminary Design (Structures) Revision: R0 Revision: R0


Chapter 5

IMPROVEMENT PROPOSALS & PRELIMINARY DESIGN (STRUCTURES)

5.1 General

It is proposed to widen existing 2-lane carriageway road to 4-lane divided carriageway

configuration. The service road and extra lanes has been proposed to cater the local traffic as

per requirement. Keeping this scheme in mind, it is proposed to provide a 7.0m carriageway

with 1.5m paved shoulder and concrete crash barrier of 0.5m on either side. In case of major

bridge a foot path of 1.5m is also provided.

On service road locations where existing bridges are not present new 2-lane bridges (for

service road portion) are proposed.

The existing structures on the project road comprise the following:

- Major Bridges

- Minor Bridges

- Slab culvert

- Hume pipe culvert

Inventory of each of these structures are described in Chapter 2.


As existing structures are already 2-lane, the proposed additional carriageway will be either

adjacent to the old carriageway or on both side of existing bridges.

5.3 General Arrangement of Proposed New Bridges for widening purpose

a) Span Arrangement

In most cases widening is done adjacent to the bridges on the existing alignment

unless the proposed alignment is on a diversion.

The span arrangements of the widened bridges are developed based on that of the

adjacent existing bridge. Abutments and piers are placed in line with the existing ones

so that existing waterway is not obstructed.

The span arrangements of the widened bridges are mostly kept same as those of the

existing bridges except for the cases where clubbing multiple span yields additional

advantage. Increasing spans by omitting piers results in increase in depth of





superstructure and rise of the formation level of the bridge. The economic analysis

should therefore include the cost of the bridge as well as the cost of raising the

embankment. Generally from maintenance point of view and from riding quality over

the bridge, it is desirable to reduce the number of expansion joints and bearings i.e.

increase in the span length.

The inventory of the existing bridges formed the basis for the development of the

general arrangement of the spans of the bridges.

b) Formation Level

Formation levels of the adjacent existing bridges formed the basis of fixing those of

the proposed new bridges. However, detailed hydrological investigation will have to

be carried out and the vertical clearance above HFL for each of the bridges shall be

checked for adequacy before finalizing the finished formation level of the proposed

new bridges at detailed stage of design.

c) Type of Foundation

Most of the existing Minor Bridges is in open type foundation or on raft foundations.

Pile foundations are not present. It is proposed to have pile/open/raft foundations for

the structures to be widened and reconstructed. The footings shall rest at the same

level as the existing structures for stretches on concentric widening of integrated box

structures. For most of the structures, proposed foundation type may vary from

existing structure type as initial structures were commissioned in year 1966.

5.4 Scheme for Widening of Existing Structures

Road stretch from Phagwara to Nawanshahr has concentric widening. Portion of road along

Bist Doab canal has eccentric widening.

Widening of the existing bridges can be taken up one side at a time, so that flow of traffic can

be maintained without any requirement of diversion road. It is done according to cl 7.3(iv), Fig

7.4 of IRC: SP-84-2009.

For the new bridges lying on stretch along Bist Doab Canal, the bridge width matches that of

the road width. Generally bridges width in rural section is 11.25m and in urban section is

19.25m.

Bridges on stretch with concentric widening, box type structures are proposed. The existing

railing/crash barriers shall be demolished. Detailed proposals are as per drawings. The

methodology of widening of existing bridges will vary from bridge to bridge as per the

following criteria. Widening of superstructure will be taken up on outer side of existing





superstructure away from median verge. Such widening will be taken with new foundations,

substructure and superstructure adjacent to the existing ones. This widening will be integrated

with the existing deck by dismantling the existing railing, kerb and some portion of the deck

slab.

5.4.1 Minor Bridges

Twenty two (22) minor bridges exist across various obstacles crossing the project road. These

are essentially irrigation canals, Superpassages and Aqueducts. Structures have RCC

superstructure and brick masonry for abutments and piers. An earlier widening program has

some superstructures in PSC as well.

Where concentric widening has been proposed, the structure forms have been matched to

confirm existing depths and span arrangements.

For road stretches with eccentric widening, proposed widening of the bridges is proposed on

north of existing structures. In superstructures made of RCC box, existing edge of slab is

dismantled partially to expose reinforcement so that it can be lapped with new reinforcement

of the widening portion of the slab where required.

For existing structures over Superpassages, piers are placed at existing pier locations omitting

some thereby changing span arrangement for the location. The choice of superstructure is

based on span length. For spans up to 13.0m, slab type structures have been used. For spans in

range of 16.0m, RCC T-Girder type superstructure is used. For spans from 17.0m onwards,

PSC beam slab type superstructures are proposed. End spans over syphon aqueducts are kept

larger than existing opening size so as not to affect its hydraulic performance.

Minor repair of crack in the RCC deck portion will be carried out with injection grouting or

epoxy concreting depending on the nature and width of crack. Broken and substandard railing

will be reconstructed. Expansion joint shall be cleared with air compressor to remove dirt so

that the bridge can function properly. The pointing works on brick masonry shall be redone.

Annexure 5.1(a, b, c) to this chapter describes the improvement proposal for minor bridges on

main carriageway as well as for Service Road.

5.4.2 Major Bridges

One major bridge exists across Superpassage at km 58+811 exists on the project road. This is

multi-span RCC superstructures with masonry/RCC abutment and piers and wing walls/return

walls of same materials on both sides. RCC T beam slab type and slab type superstructures are

present. The bridge is widened for additional two lane carriageway and the Service Road on

the North of the major bridge location. Overall width of the bridge is 17.4m to match with

cross-section of the flyover in the vicinity of the bridge.





The structure is in good conditions barring non conformity of crash barriers. No further

changes are proposed except general maintenance of the structure.

The detailed improvement proposal for Major and Minor Bridges are given in Table 1.

5.4.3 Flyovers/ Elevated Roads

Six new flyovers/elevated Corridors have been proposed at various locations on the Project

road. Out of these six, three are flyovers and three are elevated roads. All flyovers/elevated

roads are of four-lane configuration, except the one at km 59+250, which is a two lane flyover

provided on Left Hand Side. PSC BOX-Girder type superstructures are proposed at the

Elevated Roads locations. For Flyovers PSC Box/RCC T girder type superstructures are

proposed. The proposed flyovers/elevated roads shall have dual carriageways of two lanes

each. RE walls are proposed on the ramp portion of the flyovers/elevated roads. The following

span arrangements are adopted for the new proposed flyovers/elevated corridors.

Flyovers

3 x 36.0 m Km 4+165 to Km 4+273

3 x 36.0 m Km 56+786 to Km 56+894

3 x 20.0 m Km 59+220 to Km 59+280

Elevated Roads

91 x 36.0 m Km 25+770 to Km 29+046

95 x 36.0 m Km 38+410 to Km 41+830

51 x 36.0 m Km 44+970 to Km 46+806

5.4.4 Vehicular Underpasses (VUP)

Two new Vehicular Underpasses have been proposed on the Project road. The Vehicular

Underpasses shall have RCC Box with clear span length of 12.0m. The clear height of 5.5m

shall be kept under these structures. Reinforced earth walls shall be placed at the ramp

portions.

The proposed locations of various vehicular underpasses and the respective span arrangements

are as follows:

VUP

1 x 12.0 m Km 2+560 to Km 2+574

1 x 12.0 m Km 9+331 to Km 9+345





5.4.5 Expansion Joints

The following types of expansion joints are observed:

a) Filler type expansion joints are observed in bridges with solid slab superstructures having span

lengths not exceeding 10 meters.

b) Elastomeric Single Strip Seal Expansion Joints has been observed for superstructure having

spans exceeding 10 meter and where movements are up-to 50mm.

The expansion joint assembly (all the types as mentioned above) shall follow the profile of the

crash barrier for the full height and all dirt accumulated in the gaps is to be removed with the

help of air compressor so that bridge movement is free from any obstacle.

Project: Detailed Project Report (DPR) for 4Laning of Ropar-Nawanshahr-Banga-Phagwara Road

Document: 2010057/RH/Vol I/Main Report

Improvement Proposals and Preliminary Design (Structures)

Page 6 of 7

July 2013

Revision: R0

Table 1 - List of Major & Minor Bridges

Proposed Existing LHS (m) RHS (m)

1 35/1 35+807.77 31+470 V 26 10.09 Canal Minor Bridge Banga - Nawanshahr 2x4.9 2x4.9 13.0

2 45/1 44+452.35 39+844 V 26 20.66 Canal Minor Bridge Nawanshahr - Langroya 3x6.8 3x6.8 14.8

3 49/1 48+013.84 43+441 V 26 27.98 Canal Minor Bridge Langaroya - Garhi 3x9.4 3x9.4 13.3

4 58/2 57+409.85 53+300 I-A 33.00 32.93 Canal Syphon Minor Bridge Garhi - Balachor 7x3.9 13.55

5 59/6 58+668.79 54+573 II 24.00 48.61 Canal Syphon Minor Bridge Garhi - Balachor 3x15.5 13.50

6 59/7 58+811.44 54+721 I 29.50 69.86 Superpassage Major Bridge Garhi - Balachor 13x5.3 12.50

7 63/1 62+132.99 24+731 II 24.00 24.08 Canal Syphon Minor Bridge Balachor - Ropar 4x ? 1x18 13.10

8 64/1 63+046.13 23+814 I-A 33.00 31.39 Canal Syphon Minor Bridge Balachor - Ropar 1x25.6 1x25.6 13.60

9 65/1 64+218.17 22+645 II 24.00 39.32 Superpassage Minor Bridge Balachor - Ropar 6x5 5x7.3 15.00

10 66/2 65+448.68 21+409 II 24.00 41.10 Canal Syphon Minor Bridge Balachor - Ropar 1x30 12.60

11 68/1 67+945.73 18+881 I 29.50 50.75 Superpassage Minor Bridge Balachor - Ropar - 4x11 13.20

12 70/1 69+240.48 17+583 I 29.50 10.83 Canal Syphon Minor Bridge Balachor - Ropar - 1x10.8 15.20

13 71/1 70+601.51 16+231 I-A 33.00 34.83 Superpassage Minor Bridge Balachor - Ropar 5x4.3 10.1+13.7+10.1 15.50

14 72/1 71+150.79 15+676 I to II (T) 29.50 17.63 Canal Syphon Minor Bridge Balachor - Ropar - 1x18 10.35

15 72/2 71+557.31 15+269 II 24.00 40.44 Superpassage Minor Bridge Balachor - Ropar 7*4.3 10+8.2+4.3+8.2+10 15.95

16 73/1 72+323.67 14+505 II 24.00 20.51 Superpassage Minor Bridge Balachor - Ropar 3*4.2 7.6+4.3+7.6 15.33

17 74/1 73+594.87 13+227 II-A 27.50 24.03 Superpassage Minor Bridge Balachor - Ropar 4*4.1 3*8.1 15.23

18 74/2 73+782.76 13+039 II-II-A (T) to II 24.00 17.33 Superpassage Minor Bridge Balachor - Ropar 3*3.6 2*8.5 14.8

19 75/1 74+431.34 12+393 II 24.00 20.43 Superpassage Minor Bridge Balachor - Ropar 3*4.2 3*4.2 15.4

20 77/1 76+234.14 10+588 II 24.00 8.28 canal syphon Minor Bridge Balachor - Ropar 1x5.5 18.9

21 78/1 77+035.98 9+786 II 24.00 26.34 Superpassage Minor Bridge Balachor - Ropar 3*4.5 2*8.9 15.4

22 79/1 78+057.80 8+764 I 29.50 14.52 canal syphon Minor Bridge Balachor - Ropar 15

23 80/2 79+468.92 7+353 I-A 33.00 24.24 Canal Syphon Minor Bridge Balachor - Ropar 1x8.8 20.2

# Missing details to be picked from as built drawings.* To be verified at site before taking up construction work.* Foundation proposals may be changed at time of detailed design. 1 Widening LHS (RHS) is on left (Right) of existing roadway as traffific moves from Phagwara to Ropar.

Bridge

classificationRoad sectionSl. No

Bridge

Number

Chainage (Km)

Type of crossingLength from

survey (m) Cross Section

# Section width

(m)

Span arrangement (existing)*

Exis

tin

g

str

uctu

re

wid

ths (

m)*


Project: Detailed Project Report (DPR) for 4Laning of Ropar-Nawanshahr-Banga-Phagwara Road

Document: 2010057/RH/Vol I/Main Report

Improvement Proposals and Preliminary Design (Structures)

Page 7 of 7

July 2013

Revision: R0

Table 1 - List of Major & Minor Bridges

Proposed Existing

1 35/1 35+807.77 31+470

2 45/1 44+452.35 39+844

3 49/1 48+013.84 43+441

4 58/2 57+409.85 53+300

5 59/6 58+668.79 54+573

6 59/7 58+811.44 54+721

7 63/1 62+132.99 24+731

8 64/1 63+046.13 23+814

9 65/1 64+218.17 22+645

10 66/2 65+448.68 21+409

11 68/1 67+945.73 18+881

12 70/1 69+240.48 17+583

13 71/1 70+601.51 16+231

14 72/1 71+150.79 15+676

15 72/2 71+557.31 15+269

16 73/1 72+323.67 14+505

17 74/1 73+594.87 13+227

18 74/2 73+782.76 13+039

19 75/1 74+431.34 12+393

20 77/1 76+234.14 10+588

21 78/1 77+035.98 9+786

22 79/1 78+057.80 8+764

23 80/2 79+468.92 7+353

# Missing details to be picked from as built drawings.* To be verified at site before taking up construction work.* Foundation proposals may be changed at time of detailed design. 1 Widening LHS (RHS) is on left (Right) of existing roadway as traffific moves from Phagwara to Ropar.

Sl. NoBridge

Number

Chainage (Km)

Highway widening

LHS

Highway

widening

RHS

Bridge on

LHS

Bridge on

RHSSpan arrangement Type

Total length

of structure

(m)

6.50 6.50 5.75 5.75 2x4.9 RCC Box frame with skew 10.26 Raft

5.60 5.60 4.85 4.85 3x6.8 RCC Box 20.8 Raft

6.35 6.35 5.60 5.60 3x9.4 RCC Box frame with skew 28.91 Raft

32.98 - 32.98 - 7x3.9 RCC box frame structure 27.30 Raft

Structure width includes

width of service road.

Adjoining a flyover at kM

56+839

23.98 - 22.78 - 3x15.5=46.5Simply supported RCC T-beam

structure46.50 Open

Existing structure of

Irrigation and flood control

department has been

abandoned.

29.48 - 29.48 - 10.6+15.9*3+10.6Simply supported RCC T beam

structure68.90 Open


width of service road.

Adjoining a flyover Km

59+250

23.98 - 22.78 - 1x18Simply supported PSC beam slab

composite structure18.00 Pile

32.98 - 32.98 - 1x25.6Simply supported PSC beam slab



width of service road

23.98 - 22.78 - 2*7.3+7.3+2*7.3Simply supported RCC solid

structure36.50 Open



9.50 12.25 9.50 12.25 4x11 RCC slab 20.75 OpenStructure width includes


29.98 - 29.98 - 1x10.8Simply supported RCC slab

structure10.80 Open



33.48 - 33.48 - 10.1+13.7+10.1Simply supported RCC T-beam

structure33.90 Open





23.98 - 22.78 - 3x12.9 RCC T beam 38.72 Open

23.98 - 22.78 - 18Simply supported PSC beam slab


27.48 - 26.28 - 3*8.1 Slab on pier / abutment 24.32 Open

23.98 - 22.78 - 18Simply supported PSC beam slab


23.98 - 22.78 - 13 RCC slab 13.00 Open

23.98 - 22.78 - 1*5.5 RCC Box 5.50 Raft

23.98 - 22.78 - 2*18 at 51D skewSimply supported PSC beam slab

composite structure36.05 Pile Skew angle of 51 degrees

29.48 - 29.48 - 1x10.7 Slab on pier / abutment 10.70 OpenStructure width includes


32.98 - 32.98 - 1*8.8 Slab on pier / abutment 8.80 OpenStructure width includes


Proposed

foundation

details

Remarks

Proposed structure widenning 1 (m) Proposed structure configuration (m)


Chapter - 6

COST ESTIMATE


Project: Detailed Project Report (DPR) for 4Laning of Ropar-Nawanshahr-Banga-Phagwara Road Page 1 of 7 Document: 2010057/RH/Vol I/Main Report July 2013 Cost Estimate Revision: R0


CHAPTER 6

COST ESTIMATE 6.1 General

The project cost estimates have been prepared considering the various items of works associated with identified improvements so as to assess financial and economic costs for evaluating viability of the project.

6.2 Methodology All broad work items have been identified. Unit rates of different work items have been derived on the basis of available Schedule of Rates (SOR) of PWD (B&R), Govt. of Punjab and experience of the consultant in similar nature of projects. The project costs have been estimated for design improvements for various homogeneous sections. Quantities of different work items have been worked out considering the typical cross sections, proposed improvement, road alignment and widening proposals as recommended.

6.3 Estimation of Quantities and Project Cost The quantities of the following major items of work were considered for cost estimation: • Preparatory Works • Road Earth Work • Pavement Work • Structures and CD Works • Road Appurtenances • Drainage and Protective measures

Cost estimation has been done based on the broad concept widening and reconstruction scheme adopted for the existing pavement at this stage.

The quantities have been computed for proposed pavement components, shoulder, and related items separately. The cost provision for widening, reconstruction and construction of new bridges, culverts etc. have been included under the appropriate items of works. Project Base Cost - Rs 1181.00 Crores The project cost estimate is presented in Table 6.1

Project: Draft Project Report (DPR) for 4Laning of Ropar-Nawanshahr-Banga-Phagwara Road Page 2 of 7 Document: 2010057/RH/Vol I/Main Report July 2013 Cost Estimate Revision: R0


Table 6.1 - Project Cost Estimate

Item Sr No Description Unit Total

Quantity Rate (Rs.) Cost (Rs.)

1

Clearing and Grubbing Road Land : Clearing and grubbing road land including uprooting rank vegetation, grass, bushes, shrubs, saplings and trees girth up to 300 mm, removal of stumps of trees cut earlier and disposal of unserviceable materials and stacking of serviceable material to be used or auctioned, up to a lead of 1000 metres including removal and disposal of top organic soil not exceeding 150 mm in thickness. (a) In area of Light jungle (By Mechanical Means) Hect.

200.36

49,142.00 9,845,972.15

2

Dismantling of flexible pavements and disposal of dismantled materials up to a lead of 1000 metres, stacking serviceable and unserviceable materials separately. (A) Bituminious Course cum

27,497.87

208.00 5,719,557.79

3

Excavation in Soil with Dozer with lead upto 100 metres: Excavation for road way in soil by mechanical means including cutting and pushing the earth to site of embankment upto a distance of 100 metres (average lead50 metres), including trimming bottom and side slopes in accordance with requirements of lines, grades and cross sections. Cum

940,000.00

164.00 154,160,000.00

4

Embankment Construction with Flyash/Pond ash available from coal or lignite burning Thermal Plants as waste material - Construction of embankment with Flyash conforming to table 1 of IRC: SP: 58 - 2001 obtained from coal or lignite burning thermal power stations as waste material, spread and compacted in layer of 200mm thickness each at OMC, all as specified in IRC: SP: 58-2001 and as per approved plans. Cum

265,000.00

316.00 83,740,000.00





5 Construction of embankment with approved material obtained from borrow pits with all lifts and leads, transporting to site, spreading, grading to required slope and compacting to meet requirement of table 300-2 Cum

406,044.74

268.00 108,819,990.32

6 Construction of embankment with approved materials deposited at site from roadway cutting and excavation from drain and foundation of other structures graded and compacted to meet requirement of table 300-2) Cum

660,000.00

102.00 67,320,000.00

7

Construction of unlined surface drains of average cross sectional area 0.40 sqm in soil to specified lines, grades, levels and dimensions to the requirement of clause 301 and 309. Excavated material to be used in embankment within a lead of 50 metres (average lead 25 metres) m

83,337.00

62.00 5,166,894.00

8

Construction of sub-grade and earthen shoulders with approved material obtained from borrow pits with all lifts & leads, transporting to site, spreading, grading to required slope and compacted to meet requirement of table No. 300-2 Cum

770,625.61

312.00 240,435,191.52

9 Construction of Median and Island above road level with approved material deposited at site from roadway cutting and excavation for drain and foundation of other structures, spread, graded and compacted as per clause 407 Cum

104,266.74

143.00 14,910,143.68

10

Construction of granular sub-base by providing close graded Material, mixing in a mechanical mix plant at OMC, carriage of mixed Material to work site, spreading in uniform layers with motor grader on prepared surface and compacting with vibratory power roller to achieve the desired density, complete as per clause 401 Cum

253,556.53

1,721.00 436,370,783.48





11

Providing, laying, spreading and compacting graded stone aggregate to wet mix macadam specification including premixing the Material with water at OMC in mechanical mix plant carriage of mixed Material by tipper to site, laying in uniform layers with paver in sub- base / base course on well prepared surface and compacting with vibratory roller to achieve the desired density. Cum

257,717.74

1,856.00 478,324,132.40

12 Providing and applying primer coat with bitumen emulsion on prepared surface of granular Base including clearing of road surface and spraying primer at the rate of 0.60 kg/sqm using mechanical means. Sqm

1,307,529.54

27.00 35,303,297.45

13

Providing and applying tack coat with bitumen emulsion using emulsion pressure distributor at the rate of 0.20 kg per sqm on the prepared bituminous/granular surface cleaned with mechanical broom. Sqm

3,551,529.44

10.00 35,515,294.35

14

Providing and laying dense bituminous macadam with 100-120 TPH batch type HMP producing an average output of 75 tonnes per hour using crushed aggregates of specified grading, premixed with bituminous binder @ 4.0 to 4.5% by weight of total mix of mix and filler, transporting the hot mix to work site, laying with a hydrostatic paver finisher with sensor control to the required grade, level and alignment, rolling with smooth wheeled, vibratory and tandem rollers to achieve the desired compaction as per MoRTH specification clause No. 507 complete in all respects. Cum

112,329.22

8,310.00 933,455,782.05





15

Providing and laying bituminous concrete with 100-120 TPH batch type hot mix plant producing an average output of 75 tonnes per hour using crushed aggregates of specified grading, premixed with bituminous binder @ 5.4 to 5.6 % of mix and filler, transporting the hot mix to work site, laying with a hydrostatic paver finisher with sensor control to the required grade, level and alignment, rolling with smooth wheeled, vibratory and tandem rollers to achieve the desired compaction as per MORTH specification clause No. 509 complete in all respects Cum

47,041.44

9,454.00 444,729,811.58

16

Providing and laying semi dense bituminous concrete with 100-120 TPH batch type HMP producing an average output of 75 tonnes per hour using crushed aggregates of specified grading, premixed with bituminous binder @ 4.5 to 5 % of mix and filler, transporting the hot mix to work site, laying with a hydrostatic paver finisher with sensor control to the required grade, level and alignment, rolling with smooth wheeled, vibratory and tandem rollers to achieve the desired compaction as per MoRTH specification clause No. 508 complete in all respects Cum

7,680.46

8,648.00 66,420,585.65

17a Covered Drain 1.5m width M

37,053.00

12,104.00 448,489,512.00

17b Covered Drain 2.0m width M

13,960.00

13,692.00 191,140,320.00

18

Construction of cement concrete kerb with channel with top and bottom width 115 and 165 mm respectively, 250 mm high in M 20 grade PCC on M10 grade foundation 150 mm thick, kerb channel 300 mm wide, 50 mm thick in PCCM20 grade, sloped towards the kerb, kerb stone with channel laid with kerb laying machine, foundation concrete laid manually, all complete as per clause 408 M

265,384.00

475.00 126,057,400.00





19 Reinforced cement concrete M15 grade boundary pillars of standard design as per IRC:25-1967, fixed in position including finishing and lettering but excluding painting No.

3,384.00

579.00 1,959,336.00

20a 5th kilometre stone (precast) No.

34.00

2,992.00 101,728.00

20b Ordinary Kilometre Stone (Precast) No.

128.00

1,834.00 234,752.00

20c Hectometre Stone (Precast) No.

646.00

511.00 330,106.00 21 Road Furnitures (Traffic Sign, road marking, crash barrier etc.) 123,363,720.00 22 Cost on Extension of Culverts 60,000,000.00 23 Cost of Structures 23a Vehicular Underpass (4-lane) at Km 2+564 (Palahi Jn) 113,007,413.75 23b Flyover (4-lane) at Km 4+219 (Hoshiarpur Jn) 188,374,312.45 23c Vehicular Underpass (4-lane) at Km 9+338 (Meheli Jn) 111,781,035.39 23d Elevated Corridor (4-lane) at BANGA 1,914,419,223.62

23e Elevated Corridor (4-lane) with integrated ROB cum RUB at NAWANSHAHR

2,421,826,923.64

23f Elevated Corridor (4-lane) at LANGROYA 1,112,696,196.21 23g Flyover (4-lane) at Km 56+839 (Garhi Bypass) 258,382,774.86 23h Flyover (2-lane) at Km 59+250 (Balachor) 131,152,737.63 23i Cost of Bridges 360,332,555.99 24 Electrical Lighting 24a Cost Estimates for Electrical Lighting at Structure Location 140,790,021.00





24b Cost Estimate for Street Lighting and LT Distribution 86,054,878.00 25 Toll Plazas

25a Behram Toll Plaza No

1.00

151,654,526 151,654,525.64

25b Kathgarh Toll Plaza No

1.00

163,596,741 163,596,740.59

26 Truck Lay Bye (2 Nos) No

2.00

9,298,943 18,597,885.72 Total = 11,244,581,535

27 Other unforseen items, contingency, traffic diversion during construction etc. @ 5%

562,229,077

GRAND TOTAL 11,806,810,612

say 1181 Crores

6.4 Implementation Schedule

It is estimated that it will take 30 months for the construction of the project. The project implementation can commence by January 2014 and complete by 2016.

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