analysis of dprs of highway project

Table of Contents Title Page

Declaration

Acknowledge

CHAPTER 1 GENERAL ........................................................................................................... 1

1.1 Introduction ...................................................................................................................... 1

1.2 Back Ground of Highway Project .................................................................................... 1

1.3 Objective of the study ...................................................................................................... 2

CHAPTER 2 DETAILED PROJECT REPORT ....................................................................... 3

2.1 Objective .......................................................................................................................... 3

2.2 General methodology ....................................................................................................... 3

2.3 Scope of consultant in DPR Preparation .......................................................................... 4

2.4 Chapters Discussed in case study of DPR ........................................................................ 5

2.5 Role of consultant in pre constructions phases ................................................................ 6

CHAPTER 3 CASESTUDY ANALYSIS ON TWO DIFFERENT HIGHWAY PROJECTS . 7

3.1 Chapters that are covered in DPR .................................................................................... 7

3.1 .1 Project background ................................................................................................... 8

3.1.2 socio-economical analysis of project ....................................................................... 10

3.1.3 Engineering surveys and investigations .................................................................. 12

3.1.4 Analysis and interpretation of survey and investigations ........................................ 17

3.1.5 Traffic survey and demand forecaste ....................................................................... 29

3.1.6. Design standards ..................................................................................................... 33

3.1.7 Cost estimate............................................................................................................ 36

3.1.8 Environmental aspects ............................................................................................. 39

3.1.9 Economic and financial analysis ............................................................................. 44

3.1.10.Conclusion and Recommendations ....................................................................... 47

CHAPTER 4 ............................................................................................................................ 48

4.1 Learning and Observations............................................................................................. 48

REFERENCES.................................49

QUESTIONNAIRE..50

1

Chapter 1

GENERAL

1.1 Introduction

A Thoroughfare is a transportation route connecting one location to another.

Road, Highway and trails are the examples of thoroughfare used by a variety of

traffic. On land a thoroughfare may refer to anything from a rough trail to a multi-

lane highway with grade separated junctions on water a thoroughfare may refer to

a strait, channel or waterway.

Road is a thoroughfare, route or way connecting two places which can be paved

or unpaved to allow travel by some means of transport. Road consists of one or

two carriageways or more lanes and may consist sidewalk. Roads that are

available for use by the public may be referred to as public roads or Highways.

Highway is any public road or other public way on land. It is used for major

roads, but also includes other public roads and public tracks. It is not an

equivalent term to freeway or a translation for autobahn or auto-route.

1.2 Back Ground of Highway Project

Highways are important means of transportation for public. They one of the infra

projects that has direct effect on nations economy. They also play important role

in mobilising goods and products from one place to another. Highway are main

transit for people because of their connectivity. They biggest means of transport

handling almost major part of traffic in today life. Government is at most

important to develop highway network the projected investing by year 2020 is

around 1,20,000 crores. India is expected to build at-least 30,000 km of national

and state highway roads in the next few years. Though highway construction

requires more use of natural resources to construct they are still encouraged due to

its accessibility and ease to use.

1.2.1 Phases in Highway Project

Phase 1: Plan

Phase 2: Design

Phase 3: Construct

Phase 4: Maintain

Phase 1: Plan

The first step to a good construction process is to plan. It is to identify the needs

of the transportations in the area and of the road. Teams must thoroughly examine

the road and define the project in order to get approved from appropriate officials.

Make sure that the project selected is going to actually enhance the roads.

2

Phase 2: Design

After a plane is defined the design can be prepared. Designers develop project

designs to meet transportation needs especially in the event of a new road being

developed or lanes being added to an existing road. If additional property must be

purchased or arranged that would enter into this phase as would an review of

environmental concerns or land in the area that might impacted by the project.

Once the design plans are completed then bids for work can be solicited and

awarded. Various factors are considered to design include location, terrain and

soil properties, drainage capabilities, traffic volume, nature of traffic ,possible

future development in area, effect on environment or nearby residents.

Phase 3: Construct

With both planning and designing completed and contractor is also on board

construction can begin there are two steps in construction

Earthwork

Paving

Earthwork is one of the most important elements in road construction because it

establishes a stable foundation. A roadway with a substandard foundation will fail

prematurely. That is why the roads base layers are as important as the finished

surface.

Paving is done on the road bed after all the bottom layers are completed. The last

layers of the highway are paved with pavers. These layers are most costly

compared to all other layers in pavement. The pavements are classified mainly

depending upon top layers.

Phase 4: Maintain

The road is finally open to traffic or COD is done in the project finally after

construction of highway. The last phase of the highway project is maintenance.

This is also important phase of the process because it will increase the life time of

the road.

1.3 Objective of the study

As many of us know mainly about construction phase methods followed to

construct and make final output or complete the project. So report is mainly

prepared to know the phases that are involved before the construction actually

takes places. It also shows importance of plan, design phases to actually make

construction complete on time with high quality and low maintenance.

3

CHAPTER 2

DETAILED PROJECT REPORT

2.1 Objective

The main objective of DPR preparation is

To evolve the best possible alignment of the proposed road connecting possible

obligatory points.

To carry out the engineering, economic and initial environmental and social studies of

the proposed road.

To carry out the detailed engineering design of proposed road and bridge works and

prepare cost estimates for obtaining sanction of the project.

2.2 General methodology

The steps involved in preparation are us under

Topography survey

Selection of alignment

Soil survey

Material survey

Hydrological survey

Traffic estimate

Pavement design

Drainage plan

Design of cross-drainage work

Preparation of land Plans

Preparation of road drawings

Preparation of drawings of cross drainage works

selection of specifications

Preparing quantities

Analysis of rates

Socio-economical analysis of project

Environmental aspects

Estimate

Preparation of DPR document

4

2.3 Scope of consultant in DPR Preparation

The scope of the report is

To conduct preliminary and detailed survey including reconnaissance, preliminary

survey, pegging and trace cutting, final survey etc are carried out with help of IRC

codes and specifications.

To Collect inventory data and to conduct condition survey of roads, bridges, culverts

etc as per IRC SP: 19-2001

To Prepare strip plan showing the existing road land width, utility services (both

above and below ground level).

To prepare video filming on compact disc along the project stretch.

Collect socio economic data of the project area.

Determine the composition and thickness of existing pavement.

Digging test pits at least 1m below the underside of the lowest pavement layer

wherever pavement condition changes or at 2 km intervals whichever is less. Conduct

soil tests on the soil samples relevant with IRC standard.

Conduct representative CBR test on the existing sub-grade as per IRC:37 in

alternative kms.

Collect information about hydrology e.g. catchment characteristics, rainfall,

stream/channel characteristics, design discharge, linear waterway, scour depth etc.,

for all cross drainage works and bridges.

Do drainage studies indicating general drainage pattern, HFL, water level, seepage

flow, etc and prepare drainage design as per IRC guidelines.

Do investigate for naturally occurring materials and identify suitable quarries for

these materials.

Conduct tests for the physical strength characteristics of aggregate materials as per

relevant IRC standard.

Trial pit should be dug at each culvert location as per IRC SP:13 and to carry out geo-

technical investigation and sub-surface exploration at all the proposed

locations as per (IRC:78)

Carry out studies for environmental clearance requirement as per the guidelines of

MOEF and IRC SP-19-2001.

Prepare Detailed Design of road in all respect including the geometric design of

road, pavement, culverts and bridges.

Prepare detailed working drawings good for construction, prepared in international

standard using CAD, containing all details required for execution of the project.

Prepare Bill of Quantities and estimate on current.

5

2.4 Chapters Discussed in case study of DPR

The report is mainly prepared on these particular topics that are followed to prepare

detailed project report for a highway project.

Project background

Under this topic we will mainly discuss about how a project is started, how it is

managed, how it planed, need for project, location of project, type of work carried out

and clients who conducted prepared the report. Socio- Economical analysis of Project It discusses the living standards of people where the project is going to take place, the

population, area, etc. It tells the social and economic life of people that are going get

effected by the project. Tells about main occupation of people that getting effected by the

project urbanisation of area, sources of income people mainly depend upon. Finally the

report how people could get effect due to the project.

Engineering Surveys and Investigations

This topic mainly discusses about the important surveys and investigation that are carried

out to prepare a report and to know the alignment and condition of road, bridges, cross

drainage works, materials availability, type of land and tests to be carried on them to

know condition.

Analysis and Interpretation of Surveys and Investigations

After collect data through design procedures they are analysed to make changes in the

design and locations. This stage is very important because all the data obtained is

carefully studied to estimate effect if change is made.

Traffic survey and Demand forecast

This survey is very important because the design of pavement is fixed through this

survey and type of traffic, goods that are moving on the road can also found out. Demand

is forecasted based on the data collected by using various methods.

Design standards

Design is very important for success of the project all results and data that obtained from

previous studies are taken as input to design various elements in highway project. The

standards and codes that are given by MORT&H, IRC and IS are carefully followed to

make design successful and economical.

6

Cost Estimate

The cost estimate is prepared after all designs are finalized and depending on this project

cost can be known.

Environmental aspects

All the environmental aspects are taken into consideration that are going get directly or

indirectly getting effected due to the project. Environment and safety on-site and off-site

are given due importance.

Economic and Financial Analysis

Economical and financial analysis helps in the mobilising funds and knowing

economical interest rate of return (EIRR) and financial interest rate of return (FIRR)

over entire toll period of the project.

Conclusions and Recommendations

After carrying various studies and investigations the consultants who carried out DPR of

the project comes out with some recommendations and suggestions that should be

followed to make project more successful.

2.5 Role of consultant in pre constructions phases

The consultants hired to prepare the DPR also does the following reports before

constructions starts at site.

Feasibility Study Report

Preliminary Project Report

Detailed Project Report and

Preparation of Tender Documents

7

CHAPTER-3

CASESTUDY ANALYSIS ON TWO DIFFERENT HIGHWAY PROJECTS

3.1 Chapters that are covered in DPR

The DPR is mainly prepared on these particular elements which discusses about procedures

that are involved during various stage that are followed finally to prepare Detailed Project

Report of Highway project.

Chapters Topics

3.1.1 Project background

3.1.2 Socio-economical analysis of project

3.1.3 Engineering surveys and investigations

3.1.4 Analysis and interpretation of survey and investigations

3.1.5 Traffic survey and demand forecast

3.1.6 Design standards

3.1.7 Cost estimate

3.1.8 Environmental aspects

3.1.9 Economic and financial analyses

3.1.10 Conclusions and recommendations

8

3.1 .1 Project background

s.no sub headings project 1 project 2

1

Project is initiated by:

Project taken forward by

Project location

Road type

Upgrading

Objective

The Ministry of External Affairs (National

Security Council Secretariat, NSCS)

The National Highways Authority of India

(NHAI).

Barabanki-Bahraich-Nanpara-Rupaidiha/Indo-

Nepal Border in Uttar Pradesh. The total length of

road is 154 kms.

National Highway NH-28C

Recognising the need for improvement of arterial

routes the roads are being updated to 2-lane NH

Standards.

The objective is to upgrade the roads connecting

major cities with the check posts at Indo-Nepal

border.

To provide connectivity of these project road

sections with East-West Corridor, this is also part

of National Highway Development Project

(NHDP).

Government of Rajasthan

Rajasthan State Road Development Co-operation

The project road starts from Km 12 at Keer Ki

Choki and ends at Km 79.800 at Salumber, in

Udaipur District on SH-53.

State highway of Punjab SH-53

The present project is for 2-laning the existing

road to NH standards with MORT&H guidelines .

Understanding the importance of Infrastructure

Government of Rajasthan (GOR) has decided to

develop selected state roads to IRC standards

through Rajasthan State Road Development Co-

Operation.

9

Continued

s.no Sub headings Project 1 Project 2

1 Client

Consultant for DPR

preparation

DPR Details about

The client of the project is National Highway

Authority of India (NHAI)

RITES (Rail India Technical and Economic

Service) Highway division.

DPR is for Rehabilitation and Upgrading to 2-

Lane NH standards for 4 Roads in UP/Bihar

terminated at Check Post (Jogbani, Raxaul,

Sonauli and Nepalganj Road) on the Indo-Nepal

Border.

The report is commonly speaks about all the five

packages but explains more detailed about

package-1 of the project which is part of NH-28C.

The project client is Government of Rajasthan

and Rajasthan State Road Development Co-

operation (RSRDC)

Frischmann Prabhu (India) Pvt. Ltd

The detailed project report is prepared mainly fort

the road which starts at Km 12 at Keer Ki Choki

and ends at Km 79.800 at Salumber, in Udaipur

District which is part of SH-53 and is grade

intersection of NH-76.

Observations: Here both the projects are will be taken on BOT method. Project 1 is NH-28C which has NHAI as client. Project-2 is

taken by Rajasthan state Government and it the client which is state highway SH-53. Both the projects are to construct road to 2-lane

Highway standards.

10

3.1.2 Socio-Economical Analysis of Project

s no Sub headings Project 1 Project 2

2 General

per-capita income

Per capita Income

Analysis

State

Population

Area (sq km)

Density(person/sq km)

Urban population

Literacy Rate

Project has direct influence on states of Eastern

Uttar Pradesh and Northern Bihar.

The per-capita income for Uttar Pradesh is

Rs.5610 in 2002-03.

The per-capita income for Bihar is Rs.4768 in

2002-2003.

The trend analysis for the per capita income was

done by both methods annual compound growth

rate method and log regression method. In these

project the per-capita income for past ten years is

taken to analysis.

Uttar Pradesh Bihar

166,052,859(2001) 82,878,796

236286 94163

689 880

20.77% 10.47%

57.36% 47.53%

The GOR realized the role and importance of the

SHs and focused on improving the SHs to balance regional growth and land development.

The per-capita income for Rajasthan is Rs.39967

in 2012-13.

The trend analysis for the per capita income was

done by both methods annual compound growth

rate method and log regression method. In these

project the per-capita income for past ten years is

taken to analysis.

Rajasthan

27,704,306(2011)

3,42,239

201/KM2

24.87%

67.68%

11

Continued

s no Sub headings Project 1 Project 2

2 Net Sate Domestic

Product (NSDP)

Occupation

Net State Domestic Product is an indicator of

economic strength of the state and the same

reflects the growth in freight traffic and overall

economic performance of the state.

The NSDP of Uttar Pradesh at constant prices is

Rs.96,011 crores in 2002-03.

The Net State Domestic Product NSDP of Bihar at

constant prices is Rs.30,018 crores in 2002-03.

The people depend on agriculture as main source

of income in both states.

Income is mainly from agricultural based

activities.

Observation: The main observation in project-1 is most of the road is passing through Uttar Pradesh and some part is passing

through Bihar so Uttar Pradesh has more effect from project than Bihar, most of the project land is Agricultural land. In project-2

land is barren and Agricultural land. The road is state highway and effect of the road is on state of Rajasthan only.

12

3.1.3 Engineering Surveys and Investigations


3

Primary Surveys and

investigations

Inventory

The consultancy has carried out various flied

studies and Engineering investigation to collect

necessary data for preparing DPR of the required

project. The primary Surveys and investigations

consists of

Inventory

Condition survey

Pavement Investigation

Sub- soil investigation

Topographic survey

Traffic survey

Environmental and social surveys

Approach for field Investigation

The team

Communication

Existing Data and Information

Road Inventory

Detailed inventory was carried along the road and

relevant information was collected

Terrain (plain/rolling/hilly)

Land use

Formation width

Carriage way details (type, width, condition)

The consultancy has carried out various flied

studies and Engineering investigation to collect

necessary data for preparing DPR of the required

project. The primary Surveys and investigations

consists of

Inventory

Condition survey

Pavement Investigation

Sub- soil investigation

Topographic survey

Traffic survey

Environmental and social surveys

Approach for field Investigation

The team

Communication

Existing Data and Information

Road Inventory

Detailed inventory was carried along the road and

relevant information was collected

Terrain (plain/rolling/hilly)

Land use

Formation width

Carriage way details (type, width, condition)

13

Continued


3

Condition survey

Shoulder details (type, width, condition)

Embankment height/depth of cut

Cross road details(location, road no, type, width,

direction of crossing).

Right of way (row) is verified

Cross Drainage Structures and Bridges

The details of structures are collected by inventory

and reconnaissance study. The following are the

details that are collected

Culvert no and bridge no, Location, Type of

structure, span Arrangement and total water way,

carriageway width (m), width of culvert (m),type of

expansion joint ,type of bearing, type of super

structure and sub structure, bed material, Foot path

width, type of railing/parapet, protection work

provided.

Condition survey

Road and pavement ,cross drainage structures,

bridges and structure, riding quality (surface

Unevenness)

Pavement condition survey

Riding quality,

Pavement

condition(cracking,ravelling,potholing,rut,patching)

Shoulder details (type, width, condition)

Embankment height/depth of cut

Cross road details(location, road no, type, width,

direction of crossing).

Right of way (row) is verified

Cross Drainage Structures and Bridges

The details of structures are collected by inventory

and reconnaissance study. The following are the

details that are collected

Culvert no and bridge no, Location, Type of

structure, span Arrangement and total water way,

carriageway width (m), width of culvert (m),type

of expansion joint ,type of bearing, type of super

structure and sub structure, bed material, Foot path

width, type of railing/parapet, protection work

provided.

Condition survey

Road and pavement ,cross drainage structures,

bridges and structure, riding quality (surface

Unevenness)

Pavement condition survey

Riding quality,

Pavement

condition(cracking,ravelling,potholing,rut,patching

14

Continued

s.no sub headings project 1 project 2

3

Shoulder condition and

edge drop

Road Roughness

Bridges and Structures

Shoulder condition (fair/poor/failed)

Embankment condition (good/fair/poor)

Road side drain (non existing/partially

functional/functional) and

Special problem

Shoulder condition and edge drop

Conditions of Shoulder were also collected.

Pavement edge drop & Shoulder condition

(fair/poor/failed)

Embankment condition

The entire project road length is having low height of

embankment (0 to 1.5m) excluding at approaches of

bridges.

Road Roughness

Roughness Survey was carried out by using the

Transport and Road Research Laboratory (TRRL)

response type VMBI (Vehicle Mounted Bump Integrator.

Approved (GAD) General agreement drawing. The

bridge condition survey was planned and carried

out so that both qualitative and quantitative

Shoulder condition (fair/poor/failed)

Embankment condition (good/fair/poor)

Road side drain (non existing/partially

functional/functional) and

Special problem

Shoulder condition and edge drop

Conditions of Shoulder were also collected.

Pavement edge drop & Shoulder condition

(fair/poor/failed)

Embankment condition

The entire project road length is having low

height of embankment 0.3 to 1.0m in fill sections,

while cut varies from 1 to 4 meters .

Road Roughness

The Roughness Survey was carried out by using

the Transport and Road Research Laboratory

(TRRL) response type VMBI (Vehicle Mounted Bump Integrator.

Approved (GAD) General agreement drawing.

The bridge condition survey was planned and

carried

out so that both qualitative and quantitative

15

3

Pavement

Investigations

Benkelmen Beam

Deflection Test

aspects of the distresses/deficiencies could be

examined.

The following components of the bridges were

evaluated:

Wearing coat, kerb, footpath and railing, expansion

Joints, Drainage system and spouts, exposed

reinforcement ,bearings and components of bridges

Trail pit investigation

Sub-grade investigation

Geo-technicalInvestigation and sub-soil Exploration

For Bridges/ROBs/Grade Separators/Underpasses

For Road works

The soil samples that are collected from each

location and required laboratory tests are conducted

to know their properties. The following are different

types of test conducted

Grain size distribution, hydro meter analysis for

clay soils, natural field density and moisture content

Atterberg limits(LL.PL and PI), shear properties,

shrinkage properties and soil classification.

Benkelmen Beam Deflection Test

The Consultants carried out the deflection test

aspects of the distresses/deficiencies could be

examined.

The following components of the bridges were

evaluated:

Wearing coat, kerb, footpath and railing,

expansion

Joints, Drainage system and spouts, exposed

reinforcement ,bearings and components of

bridges

Trail pit investigation

Sub-grade investigation

Geo-technicalInvestigation and sub-soil

Exploration

ForBridges/ROBs/GradeSeparators/Underpasses

For Road Works

The soil samples that are collected from each

location and required laboratory tests are

conducted to know their properties. The following

are different types of test conducted

Grain size distribution, hydro meter analysis for

clay soils, natural field density and moisture

content

Atterberg limits(LL.PL and PI), shear properties,

shrinkage properties and soil classification.

Benkelmen Beam Deflection Test

The Consultants carried out the deflection test

16

Continued

s.no Sub heading Project 1 Project 2

3

Environmental & Social

Studies

Topographic survey for bridges are also carried out.

Environmental and Social studies were carried in

conformity to Term of Reference and based on the collected data & its analysis, the reports were

prepared and submitted separately during

Preliminary Project Report (PPR)

sophisticated electronic survey equipment like

Global Positioning System

Topographic surveys for bridges are also carried

out.

Environmental and Social studies were carried in

conformity to Term of Reference and based on the collected data & its analysis, the reports were

prepared and submitted separately during

Preliminary Project Report (PPR)

Observations: The Engineering surveys and Investigation that are conducted are same for both the projects. Here the both Inventory

and Conditional survey are same.

17

3.1.4 Analysis and Interpretation of Survey and Investigations


4 General

Inventory

Package-1 details

Road section : Barabanki Bahraich Chainage details : 2.30-94.6 (NH-28C)

Length :92 kms Terrain and Land Use

Distribute of land usage(kms)

Agricultural-72.6

Built-up Area-14.6

Barren land-4.8

Bridges and structures

Cross Drainage Structures

Major CDs are pipe culverts

Single Pipe 04

Double Pipe 17

Three Pipe 05

Four Pipe 02

Slab 18

Major bridges 02

Minor

Bridges

46

ROBs 00

VUPs 00

Total 48

Project details

Road section : Keer Ki Choki to Salumber - SH-

53

Chain-age details:12+000 to 79+800 kms

Length :67.8 kms

Terrain and Land Use

Project road lies in the plain and rolling terrain at

few locations it is hilly terrain. Other than built-

up/settlement most of the land is Agricultural

and barren land. Some part is shared by canals

on road sides.

Bridges and cross drainage works

Major bridges 01

Minor Bridges 2

Culverts 132

ROB 01

Total 136

Drains

Drainage system should be developed as existing

shoulder slope does not facilitate proper

drainage. In urban area there is no dedicated

drainage outlet as a result water is seen

completely on road shoulder.

18

Continued


4

Conditional survey

Arch 01

Box Culverts 26

total 73

Road and pavement

Riding quality-91% (poor to very poor)

Pavement condition

Cracking-90.4% of road on visualisation

Ravelling-distress at 0-5 is 43.7%

Potholes-60% of road has

Patching-60% does not have


The majority of CDs are pipe culverts and minor are box culverts. Their

Minor distress 13

Totally damaged 30

Choked 30

Good condition 55

Total 73

No data is available for newly proposed CDs Bridges & Structures

The condition survey for Bridge and Structures are

conducted and the some of the structures are

proposed for maintenance and some are rebuilt.

Road junctions

The total number of junctions along the road

project are 76 in number.

Road and pavement

Present road is single with single lane

carriageway with width ranging from 3 m to

5.5m and soft shoulder on either sides and C.C

pavement is present in short stretches of urban

area. The pavement condition ranges from fair to

good expect at few locations, with some defects

like bleeding , cracking and rutting are also

observed. Overall quality through the stretch can

be classified as good to fair.


The road stretch contains cross drainage Works

of which majority are pipe culverts and some are

box culverts. Proposals have been made to

reconstruct and widening depending upon

requirement. The 0.45 dia present pipes are

replaced with 0.6 dia pipes.

Bridges & Structures

The road stretch contains 1 one major bridge , 2

minor bridges and ROB all these structure have

been have been made to reconstruct and

widening depending upon requirement

19

Continued


4 Based on demand and future traffic some new

structures are proposed for some their alignment is

also changed.

Eliminated in

Realignment

01

minor repairs 44

Reconstruction 03

Newly proposed 14

Minor Bridges 03

ROBs 04

VUPs 07

Distresses Observed in Bridges

Super structure Spalling in concrete

Wearing Coat scaling and

undulations

Kerb Cracks, spalling

and exposed

reinforcement

Railing Cracking and

Spalling in

Concrete.

Reinforcement is

exposed and

corroded

Foot path Slabs are damaged

20

Continued


4 Expansion joint No distresses

Drainage spouts clogged with debris

Bearings Covered with

Bituminous overlay

Approach Slabs Damaged need

replacement

Wing/Retaining

walls

Plastering is

damaged and weep

holes are blocked

Sub- structure

Piers/Abutments

Piers and

Abutments plaster

is badly damaged.

Poor condition of

piers and

Abutments

Hydraulics Vegetation growth

and copping

Repairs And Rehabilitation of Bridges

Damaged structures shall be replaced wherever

required. Damaged /missing portions parts of

structures also should be repaired.

Bridges with RCC Solid Slab Superstructures

Edges of solid slab show Spalling of concrete. The

reinforcement, which has corroded, shall be sand

blasted and additional reinforcement,

Repairs And Rehabilitation of Bridges

Damaged structures shall be replaced wherever

required. Damaged /missing portions parts of

structures also should be repaired.

Bridges with RCC Solid Slab Superstructures

Edges of solid slab show Spalling of concrete.

The reinforcement, which has corroded, shall be

21

Continued


4

Pavement Investigations

if required, shall be welded to the existing reinforce

ement before Guniting.

Trial pit investigation

The details of existing pavement composition

obtained from trial pit investigation are summarised

below

Chain-age: 2.000 km

Loca

-tio

n

BT

(mm

)

WB

M

(mm

)

Sub b

ase

(mm

)

Tota

l

Cru

st

(mm

)

L 60 160 150 370

Remark: sub-base is brick soling

Chain-age: 47.000 km

Loca

Tion

BT

(mm)

WBM

(mm)

Total

Crust

(mm)

R 30 150 180

Remark: Base and Sub-base combined made of

WBM

The details of existing pavement composition

obtained from trial pit investigation are

summarised below

Loca

-tio

n

DB

M

(mm

)

WB

M

(mm

)

Sub b

ase

(mm

)

Tota

l

Cru

st

(mm

)

L 35 160 100 295

Based on these investigation new pavement

compositions are

Loca

-tio

n

BT

&D

B

M

(mm

) W

BM

(mm

)

Sub b

ase

(mm

)

Tota

l

Cru

st

(mm

)

12 to

23+000

40+70 250 250 610

22

Continued


4

Sub-grade Investigation

Chain-age: 2.000 km

Loca

Tion

BT

(mm)

WBM

(mm)

Total

Crust

(mm)

L 35 300 335

Remark: Base and Sub-base combined made of

WBM

Two stage investigations were carried for the

proposed improvement. These are:

Investigation on existing sub-grade of existing 2-

lane pavement:

The sub-grade samples were collected from the trial

pits under the existing 2-lane road and the

physical and strength characteristics were evaluated

using laboratory testing

Investigations for the soil supporting on the

proposed widening/new 2-lane road:

The Consultant carried out the work of borehole for

a depth of 2m at 2 km intervals and/or where ever

the change in soil property was visually established

during the field study to meet the required TOR for

soil investigation.

Two stage investigations were carried for the

proposed improvement. These are:

Investigation on existing sub-grade of existing 2-

lane pavement:

The sub-grade samples were collected from the

trial pits under the existing 2-lane road and the

physical and strength characteristics were

evaluated using laboratory testing

Investigations for the soil supporting on the

proposed widening/new 2-lane road:

The Consultant carried out the work of borehole

for a depth of 2m at 2 km intervals and/or where

ever the change in soil property was visually

established during the field study to meet the

required TOR for soil investigation.

23

Continued


4

Brief result of sub-grade investigations are presented

below

Tes

t P

it. N

o

Chai

n-a

ge(

km

)

MD

D g

m/c

c

OM

C %

Par

ticl

e S

ize

(%)

%

C

B

R

C

onsi

sten

cy

lim

its

IS c

lass

ific

atio

n

SG

1 R

HS

94.

00

1.91

0

11

0 26

CL

-ML

9

22 21

72 05 6

06

Particle sizes are of the order Gravel, sand, slit, clay.

Consistency limits are of the order- liquid limit,

plastic limit, plasticity index.

CBR 0rder- Un soaked, Soaked.

Apart from above mentioned tests

Natural field density and moisture content

Shear Properties (C,), shrinkage properties of soil are also known.

.

The soil samples collected are tested on laboratory

tests conducted are MDD,OMC, sieve analysis,

consistency limits, CBR tests and shear tests are

conducted on soil samples.

24

Continued


4 Geo-technical

investigations and sub

grade exploration

Geotechnical investigations were done out along the

project road on the proposed widening side

depth of 2m from the existing natural ground level

All the above mentioned tests are conducted in

laboratory to know the properties of soil.

The results of existing ground soil properties at three

depths are collected

0.5 meter 1.00 meter 1.50 meter

The samples are collected and tests are carried out

separately and their results are knows. Brief vales of

test results are given below.

s.no Existing

chainage

(km)

Atterberg

limits

Soil

group

(IS-

1498) PL PL PI

At surface (0.5 m)

1 14.0 31 20 11 CL

At surface (1.0 m)

2 14.0 32 20 10 CL

At surface (1.5 m)

3 14.0 31 20 11 CL

Geotechnical investigations are carried out along

the project stretch on the proposed widening side.

Boreholes were made up to 2m depth from the

existing natural ground level.

All the above mentioned tests are conducted in

laboratory to know the properties of soil.

No specific data of test results is given

25

Continued


4 Benkleman Beam

Deflection Test

The Consultants carried out the deflection test for

existing two-lane pavements.IRC:81-1997.

Testing is carried out according to guidelines of IRC.

Rebound method is with a truck mounted with axle

load of 8,170 kgs.

Deflection test is done as per following scheme:

Control line testing

Mainline testing

Deflection test is carried out at very 500m along the

entire project. The deflection testing was carried for

each 100 m long homogenous road segment along

the project road sections.

Based on data collected and analysed, a summary of

Characteristics Deflection is presented below:

Consultants carried out deflection test for existing

two-lane pavements.IRC:81-1997.

Testing is carried out according to the guidelines

of IRC. Rebound method is with a truck mounted

with axle load of 8,170 kgs.

Deflection test is carried out as per following

scheme:

Mainline testing and

Control line testing

Deflection test is carried out at very 500m along

the entire project. The deflection testing was

carried for each 100 m long homogenous road

segment along the project road sections.

26

Continued


4

Construction Materials

Package

id

(%length)

Corrected characteristics

Deflection (mm)

0-0.5 0.5-1 1.0-

1.5

>1.5

1 0.0 15.0 52.0 33.0

Sand

Sufficient quantity of sand is available from Ghagra

River bed, access to the project road.

Crushed Stone Aggregate

Due to the poor quality of material along the project

site, stone aggregate from Lalkuan, which is being

used in NH project can be used for this project.

Construction water

Water in the project corridor is under ground water.

The water used is with PH values that are good for

construction.

Sand

Sufficient quantity of sand is available from

Ghagra River bed, access to the project road.

Crushed Stone Aggregate

Due to the poor quality of material along the

project site, stone aggregate from Lalkuan, which

is being used in NH project can be used for this

project.

water in the project corridor is under ground

water. The water used is with PH values that are

good for construction

27

Continued


4 Bitumen

Bitumen in grade of 60/70, 30/40 is obtained from

Baroda Refinery and is available in sufficient

quantity. 60/70-grade bitumen is recommended for

project road on consideration of traffic, rainfall and

other environmental condition

Cement

Cement of all varieties/types i.e. Ordinary Portland,

Portland Slag and Portland Pozzolona confirming to

relevant IS standards are readily available in the

market in sufficient quantity, and also, would be

directly supplied by the manufacturer to the project

site for such a huge quantum of work and may be at

rebated price.

Reinforcement Steel

Reinforcement steel confirming to relevant IS

standard is readily available in market.

Bitumen

Bitumen in grade of 60/70, 30/40 is obtained from

nearest Refinery. 60/70-grade bitumen is

recommended for project road on consideration of

traffic, rainfall and other environmental condition

Cement

Cement of all varieties/types i.e. Ordinary

Portland, Portland Slag and Portland Pozzolona

confirming to relevant IS standards are readily

available in the market in sufficient quantity, and

also, would be directly supplied by the

manufacturer to the project site for such a huge

quantum of work and may be at rebated price.

Reinforcement Steel

Reinforcement steel confirming to relevant IS

standard is readily available in market.

28

Continued


4 Topographic survey Consultants have carried out detailed topographic

survey along the proposed road alignment using state

of art, accurate and sophisticated electronic survey

equipment like Global Positioning System (GPS).

Bridges

Topographic survey was carried out for the bridges

and structures in order to get the land information.

These is done to know land details if the alignment of

bridge is changed in the available ROW in horizontal

direction and in longitudinal section also the same

process is done.

Underpasses

Total 7 underpasses have been proposed based on the

importance of the crossroad

Consultants have carried out detailed topographic

survey along the proposed road alignment using

state of art, accurate and sophisticated electronic

survey equipment like Global Positioning System

(GPS).

Observations: This chapter is very important because all the survey and Investigations that are carried out can be understood from the

results that are obtained. The road condition of project-1is in poor condition than compared to project-2. The crust thickness of

pavement of project-1 is more when compared to project-2. ROW of project-1 is more than project-2.

29

3.1.5 Traffic Survey and Demand Forecast


5 General

Traffic survey methods

Classified volume count

Axle Load survey

Traffic survey is conducted to know vehicle mix, loading pattern and directional flow, Classified Volume

Count and Axle Load surveys of total project and

required data is obtained and demand for-cast is

prepared depending on these results. The volume

stations were identified based on reconnaissance

survey and discussions with the NHAI officials.

Classified Volume Count Survey

Speed-Delay Survey

Origin-Destination Survey

Axle Load Survey

Turning Movement Survey

This survey is conducted at three different places for

a period of 24*7 hr/days in year 2004

It was carried out for commercial traffic both-ways at

one location for each project road sections for 24 hrs

Station id Place Date

Tvc-1 Barabanki 8/6 to 14/6

Tvc-2 Ghaghra 8/6 to 14/6

Tvc-3 bahraich 7/6 to 13/6

Traffic survey is conducted of total project and

required data is obtained and demand for-cast is

prepared depending on these results. The volume

count stations were identified based on

reconnaissance survey and discussions with the

RSRDC officials.

Classified Volume Count Survey

Speed-Delay Survey

Origin-Destination Survey

Axle Load Survey

Turning Movement Survey

This survey is conducted at three different places

for a period of 24*7 hr/days

Station id place

Tvc-1 keer ki chowki

Tvc-2 Bhinder and bomora

Tvc-3 salumber

It was carried out for commercial traffic both-

ways at one location for each project road

sections for 24 hours. Axle load surveys are

30

Continued


5

Turning Movement

survey

Axle load surveys are carried out to arrive at a

reasonable estimate of equivalent standard axle load

on the project road pavement. The locations are same

as for TVC survey. Axle load survey was carried out to get the spectrum of loading pattern, which is affecting the

pavement and also to arrive at Vehicle Damage factor

(VDF) for design of pavement. Consultant made use of

WL 103 portable Wheel Load Weigher. The VDF for

2-axle truck in Section-1 are on higher side due to

overloading of commodities like stone aggregates,

sand and cement.

It has been carried out at 3 important junctions for 12

hours to capture the peak hour flow. The location

were given Ids as L28C1, L28C2, L28C3.

chainage(km) Description Date

94+600 NH-28 Junction 16/6/04

55+000 Jarwa Road Jn 15/6/04

4+870 Chahlari road jn 15/6/04 At 2 intersections i.e. km 94.668 with NH-28 and km

13.000 with Madhubani-Motihari Road peak flow was

recorded between 1000-3000 pcu/hour. The peak flow

was recorded at km 94.668 intersections with NH-28 and

km 13.000 with Madhubani-Motihari Road is 1698

pcu/hour and 1498 pcu/hour respectively.

carried out to arrive at a reasonable estimate of

equivalent standard axle load on the project road

pavement. The locations are same as for TVC

survey.

This survey conducted in important junctions of

the project to know important turning

movements. The is gives idea in understanding

the percentage of traffic getting diverted as well

to design intersections. The study was conducted

at three important junctions of the project.

Chain-age no Location Diversion to

22+000 Near Bhinder Udaipur

22+700 Near Bhinder Udaipur

48+000 After Bamora Udaipur

From this survey they found that significant

31

Continued


5

Traffic Volume and

Composition

The 7 days count data was analyse. The survey results

reveal that there is an average traffic volume of 7483

pcu/day on NH-28C. The highest traffic at link L28C1

(Barabanki-Ghaghra), 10597 pcu/day. The traffic on all

the four road sections is gradually decreasing towards

Indo-Nepal Border except at link L28C3 of NH-28C due

to influence of Bahraich town. Highest fast traffic

consisting of car, bus and truck is observed at link L28C1.

An analysis of traffic composition shows that the

influence of 2 Wheelers and 3 Wheelers is more than 30

percent at Links L28C1. The car composition varies

between 11and 29 percent for all the Links. High Bus

composition is seen at Link L28C2 (9.1 percent). The

freight traffic volume has been observed in Links L28C2

and L28A2, around 20-23 percent.

C/T/J BUS Trucks OF SV

21.9 5,7 14.2 35.1 22.83

29.0 9.1 22.7 19.4 19.89

20.4 2.8 9.1 28.6 38.91

amount of trucks traffic is present all along the

corridor. Results show that at location-1 there is

a significant truck to and fro movement than

other locations

32

Continued


5 Traffic forecast

Traffic forecast

For any transportation project, traffic growth rate is

an essential component required to be estimated

reasonably well for the future traffic on the Project

Influence area (PIA). Traffic forecasting by using

different traffic growth pattern

Growth in population

Economic performance and

Traffic Growth from Socio-Economic Data.

For any transportation project, traffic growth rate is

an essential component required to be estimated

reasonably well for the future traffic on the Project

Influence area (PIA). Traffic forecasting by using

different traffic growth pattern

Method 1:Growth in population

Method 2:Economic performance and

Method 3:Traffic Growth from Socio-Economic Data

There are mainly three methods to estimate the

traffic growth rate. The general assumption made

by consultants after discussion with client is 5%

growth rate for all types of traffic till 2025 and

beyond

Method-1 : Trend based Analysis

Method-2:Economics models(As perIRC:108-

1996)

Method -3: Trip end factor model

There are mainly three methods to estimate the

traffic growth rate. The general assumption made

by consultants after discussion with client is 5%

growth rate for all types of traffic till 2025 and

beyond

Method-1 : Trend based Analysis

Method-2:Economics models(As perIRC:108-

1996)

Method -3: Trip end factor model

Observations: The observations made are traffic survey methods to collect data on present traffic and forecast the future traffic are same for

both the projects. The traffic data shows that traffic on project-1 is more than project-2.

33

3.1.6. Design Standards

The design standards adopted for the project road sections are primarily based on relevant

Indian Roads Congress Codes, Specifications for Road and Bridges of Ministry of Road

Transport & Highways.

The various design elements and factors, which govern the functioning of any highway, can

be broadly grouped under the following:

Cross sectional layout

Land use and access control

Geometric design, Alignment and profile

Pavement

Terrain

Drainage

Bridges and structures

Interchanges and intersections

Traffic control and safety measures

Wayside facilities

Aesthetics

Socio environmental design and mitigation

Bypasses/Realignment

Service and side roads

Pedestrian facilities

The basic idea behind design is to provide suitable alignment, cross sectional layout,

geometric and safety to provide fast and uninterrupted movement of through traffic. It is also

be remembered that the improvement/rehabilitation proposals should be in available Right of

Way (RoW).

Project 1

The project objectives is designing 2-lane NH standards carriageway with service road

facility at essential sections/locations for the project road sections and for purpose various

codes that are given by MORT&H are followed to make the project more durable and long

lasting.

Project 2

Recognising the importance of infrastructure development the client has decided to develop

roads in state. The Project Corridor starts from Keer Ki Choki at Km 12 on SH - 53, which is

at grade intersection with National Highway - 76. The alignment is single lane carriageway

with width ranging from 3 m to 5.5 m and soft shoulders on either side. The present project is

to develop the road into 4-lane NH standards on BOT bases

34

List of IRC Publications Referred in the Specifications/Design

Number Designation Title

IRC:2-1986 Route Marker Signs for National Highways (First Revision)

IRC: 5-1998 Standard Specifications & Code of Practice for Road Bridges,

Section I - General Features of Design (Seventh Revision)

IRC:6-2000 Standard Specifications & Code of Practice for Road Bridges,

Section 11 - Loads and Stresses (Fourth Revision)

IRC:8-1980 Type Designs for Highway Kilometre Stones (Second Revision)

IRC: 10-1961 Recommended Practice for Borrow pits for Road Embankments

Constructed by Manual Operation.

IRC: 14-1977 Recommended Practice for 2 cin Thick Bitumen and Tar Carpets

(Second Revision)

IRC: 16-1989 Specification for Priming of Base Course with Bituminous

Primers(First Revision)

IRC: 17-1965 Tentative Specification for Single Coat Bituminous Surface Dressing

IRC: 18-2000 Design Criteria for Pre-stressed Concrete Road Bridges (Post

Tensioned Concrete) (Third Revision)

IRC: 19-1977 Standard Specification and Code of Practice for Water Bound

Macadam (Second Revision)

IRC: 20-1966 Recommended Practice for Bituminous Penetration Macadam (Full

Grout)

IRC: 21-2000 Standard Specifications and Code of Practice for Road Bridges,

Section III - Cement Concrete (Plain and Reinforced) (Third

Revision).

IRC:22-1998 Standard Specifications and Code of Practice for Road Bridges

Section VI - Composite Construction for Road Bridges (First Rev)

IRC:23-1966 Tentative Specification for Two Coat Bituminous Surface Dressing


Section V - Steel Road Bridges (Second Revision).

IRC: 25-1967 Type Designs for Boundary Stones

IRC: 26-1967 Type Designs for 200-Metre Stones

IRC: 27-1967 Tentative Specifications for Bituminous Macauam (Base & Binder

Course)

IRC: 29-1988 Specification for Bituminous Concrete (Asphaltic Concrete) for

Road Pavement (First Revision)

IRC: 30-1968 Standard Letters and Numerals of Different Heights for Use on

Highway Signs.

IRC: 35-1997 Code of Practice for Road Markings (with Paints) (First Revision)

IRC: 36-1970 Recommended Practice for the Construction of Earth Embankments

for Road Works.

IRC: 37-2001 Guidelines for the Design of Flexible Pavements (Second Revision)

IRC: 40-1970 Standard Specifications and Code of Practice for Road Bridges

SECTION IV (Brick, stone and Block Masonry) (1st revision)

IRC: 45-1972 Recommendations for Estimating the Resistance of Soil below the

Maximum Scour Level in the Design of Well Foundations of Bridges

IRC 47-1972 Tentative Specification for Built-up Spray Grout

35

IRC 48-1972 Tentative Specification for Bituminous Surface Dressing Using Pre-

coated Aggregates

IRC: 49-1973 Recommended Practice for the Pulverization of Black Cotton Soils

for Lime Stabilisation

IRC: 50-1973 Recommended Design Criteria for the Use of Cement Modified Soil

in Road Construction

IRC: 51-1992 Guidelines for the Use of Soil Lime Mixes in Road Construction

(First Revision)

IRC: 56-1974 Recommended Practice for Treatment of Embankment Slopes for

Erosion Control

IRC: 63-1976 Tentative Guidelines for the Use of Low Grade Aggregates and Soil

Aggregate Mixtures in Road Pavement Construction

IRC: 67-2001 Code of Practice for Road Sips (First Revision

IRC: 72-1978 Recommended Practice for Use and Upkeep of Equipment, tools

and Appliances for Bituminous Pavement Construction

IRC: 75-1979 Guidelines for the Design of High Embankments

IRC 78-2000 Standard Specifications and Code of Practice for Road Bridges,

Section VII - Foundation & Substructure (Second Revision)

IRC 79-1981 Recommended Practice for Road Delineators


(Part-II) Section IX - Bearings, Part 11: Elastomeric Bearings.

IRC: 87-1984 Guidelines for the Design & Erection of False Work for Road

Bridges

IRC: 89-1997 Guidelines for Design & Construction of River Training and

Control Works for Road Bridges (First Revision).

IRC: 90-1985 Guidelines of Selection, Operation and Maintenance of

Bituminous Hot Mix Plant

IRC: 93-1985 Guidelines on Design and Installation of Road Traffic Signals

IRC: 94-1986 Specifications for Dense Bituminous Macadam

IRC: SP: 11- 1988 Handbook of Quality Control for Construction of Roads and

Runways (second Revision)

IRC: SP:31-1992 New Traffic Signs

Ministry of Shipping & Transport (Roads Wing) Handbook on

Road Construction Machinery (1985)

IRC: 64-1990 For Capacity of Roads in Rural Areas

IRC: 65-1976 For Traffic Rotaries

IRC: 73-1980 For Geometric Design Standards for Rural Highways

IRC: 81-1997 For Strengthening of Flexible Road Pavements

36

3.1.7 Cost Estimate


7

General

Estimation of

Quantities

Brief Cost estimate of

various items

Unit rates of major items of works have been worked

out based on the detailed study of available latest

Schedule of Rates PWD of Uttar Pradesh and Bihar

for the year 2003-04

Site clearance, earth work, sub-base base courses,

bituminous courses cross drainage works( culverts )

new bridges, underpasses, grade separators and

ROBs, Rehabilitation of Existing Bridges, Drainage

and protective works, Traffic Signs, Markings and

Road Appurtenances

Miscellaneous, Maintenance of Road etc,

Construction Material

The construction materials such as stone aggregates,

coarse sand are not available in the project vicinity.

The average lead is 406kms. Carriage cost is 437/ton.

Land Acquisition Cost

The land acquisition is required due to

The cost estimates for the project are extremely

important as its entire viability and implementation

depends on the project cost. The estimates have

been prepared considering various items of works

associated with the identified improvements and

based on BSR NH-Division, Kota Rajasthan and

WD Schedule of Rates / MoRTH data book.

Site Clearance and Earth works ,Granular Pavement

Courses, Bituminous Courses, Bridges, Culverts

and Retaining walls, etc., Kerbs, Drainage and

Protective works, Road Junctions, Bus bays and

Truck laybyes, Toll Plaza , Road Furniture and

Safety Works, traffic management during

construction routine and periodic maintenance of

the. Land and Structure acquisition, relocation of

Utilities, Rehabilitation and Social costs, Tree

Plantation and Environment Management Plan. Abstract of Cost for stage 1 (commencement of opertion)

s.no Particulars Amount(in

Lacs)

A Land Acquisition 500.00

B Land development

C (i) item Wise cost 7659.92

D Others

37

Continued


7

Project Cost and

Phasing

improvement of intersections, bypasses, and

realignments etc. works out to Rs. 58.80 million.

Environmental Cost

Environmental cost for management and monitoring

programme worked out to Rs. 34.53 million

Resettlement and Rehabilitation Cost

The cost of resettlement and rehabilitation works out

to Rs. 18.39 million has been included in the cost

estimate Relocation of Utilities Cost

The cost of relocation of utilities works out to Rs.

64.38 million has been included in the cost estimate

Lump sum provision has been included for the

following items:

Contingency 5%

Agency Charges 1%

Construction supervision 6%

Toll Plazas

Base cost 8159.92

Escalation for the 2nd

year

@10% on 60% of cost

459.60

TP @ 10% 765.99

Contingency @ 3% 229.80

Quality control @ 1% 76.60

Guarantee commission to

state [email protected]%

38.30

Subtotal 9730.20

A&S Charges @7% 681.11

Application fee and front

end fee@50%

48.65

Total Cost 10459.97

IDCP 962.47

Total Cost of Project 12422.44

The work is expected to be implemented in three

years with construction phasing.

The project is divided into three stages for whole

construction, operation and maintenance period.

Stage 1- 76.60 crore

38

Continued


Total project cost


years with construction phasing of 25%, 40%, and

35% respectively

The cost of the project is estimated for 476.2 crores.


years with construction phasing of 25%, 40%, and

35% respectively.

Stage 2-29.95 crore (7th

year item-wise cost)

Stage 3- 15.95 crore (14th

year item-wise cost)

The estimated total capital cost of the project of

SH-53 which from Km12 at keer ki choki and

ends at Km 79.00 at salumber is RS. 122.5

crores.

Observations: The cost of project-1 is more than project-2 the main reason length of the project and availability of raw material. The raw

material project-1 is transported from long distance because the material available raw material near the project site are not good and cannot

be used for Highway projects. ROW is less than required for project-1 so the cost on land acquisition increases and some time may face

difficult to acquire land.

39

3.1.8 Environmental Aspects


8

Project description

Environmental management plan (EMP) is very

important in the zone were the construction activity

is taking place so that it does have minimum level

of impact due to project.

The present project road sections passes through

the districts of Barabanki & Bahraich, in the State

of Uttar Pradesh.

Existing ROW along the project road varies in the

range of 30m to 45m with exceptions at the

locations of towns and built-up areas where the

same has been noted as low as 12 m.

Physical characteristics of project

Units Package I

Proposed Road length 94kms

Existing ROW 12-45 meters

Land use Agriculture and Built-

up

Carriageway width Intermediate and two

lanes

Important Towns Barabanki,Ramnagark aisarganji,Bahraich Ghaghra

ROB 4

Major and minor

bridges

46

Environmental management plan (EMP) is very

important in the zone were the construction

activity is taking place so that it does have

minimum level of impact due to project.

The Project Corridor starts from Keer Ki Choki at

Km 12 on SH - 53, which is at grade intersection

with National Highway - 76. The road passes

through the several villages viz. Hinta,

Chargadhiya, Bhinder, Karnavali and ends at km

79.800 at the town of Salumber.

Existing ROW along the project road is in range

of 15m. The proposed ROW of towns and built-up

areas is 12m, where as for villages it is 15m

Physical characteristics of project

Units Package I

Proposed Road length 67.8 kms

Existing ROW 15m

Land use Agriculture and Built-

up

Carriageway width Intermediate and two

lanes

Important Towns salumber

ROB 0

Major and minor

bridges

03

40

Continued


8 Analysis of Alternatives

Environmental

Regulations and Policies

Methodology

At some places the available ROW is less than

required. Three alternative options were

considered for the project. These were:

Option 1: No action, the road remaining as it is.

Option 2: Widening within the existing ROW.

Option3: Widening upto required ROW and

selecting widening alignment considering

environmental and social aspects.

Environmental clearance for a project is issued in

accordance with the Environment Impact

Assessment Notification, 1994 under Environment

(Protection) Act, 1986. The project proponent has

to make an application in a specified proforma

which shall be accompanied by an Environment

Impact Assessment (EIA) Report/Environmental

Management Plan prepared in accordance with the

guidelines issued by MoEF, GOI.

Environmental Impact Assessment is a holistic

process, which requires to consider all aspects of

environment which may be impacted due to the

proposedproject. by MoEF has been followed for

the study

IT is revealed from concerned PWD offices that

generally 15m ROW is available all along the

road. Accordingly, the proposed ROW provided is

12.0 m in Built up area and 15.0 m in Rural area.

Thus, the need of acquisition of land along the

road has been eliminated.

Environmental clearance for a project is issued in

accordance with the Environment Impact

Assessment Notification, 1994 under Environment

(Protection) Act, 1986. The project proponent has

to make an application in a specified proforma

which shall be accompanied by an Environment

Impact Assessment (EIA) Report/Environmental

Management Plan prepared in accordance with the

guidelines issued by MoEF, GOI.

Environmental Impact Assessment is a holistic

process, which requires to consider all aspects of

environment which may be impacted due to the

proposedproject. by MoEF has been followed for

the study

41

Continued


8

Environmental Settings

The major issues of consideration are i)

identification of potential impacts due to the

project; ii) baseline scenario; iii) assessment of

impacts; iv) mitigation measures and v)

environmental management plan Environmental

Impact Assessment Manual

Physical Resources

The important elements of the physical setting are:

Geology, Soil, Land Use, Hydrology,

Temperature, rainfall, Relative Humidity, Wind,

Vegetation, Habitat.

Ecological Resources

Roadside trees will have an important impact

pertaining to this project. This adverse effect

should be controlled by planting new tress along

the proposed alignment. The resources that come

here are

Road side tress, Forest area, The wild animals,

economical background of people that are affected

by project, Occupation of people in that area.

The major issues of consideration are i)

identification of potential impacts due to the

project; ii) baseline scenario; iii) assessment of

impacts; iv) mitigation measures and v)

environmental management plan Environmental

Impact Assessment Manual

Physical Resources

The important elements of the physical setting

are:

Geology, Soil, Land Use, Hydrology,

Temperature, rainfall, Relative Humidity, Wind,

Vegetation, Habitat.

Ecological Resources

Roadside trees will have an important impact

pertaining to this project. This adverse effect

should be controlled by planting new tress along

the proposed alignment. The resources that come

here are

Road side tress, Forest area, The wild animals,

economical background of people that are

affected by project, Occupation of people in that

area.

42

Continued


8 Assessment of

Environmental Impacts

Environmental

management plan

After the initial study is completed the

environmental scenario of the project is

understood and environmental impact during

different operations are known

Impact during Planning Phase.

Impact during Construction Phase.

Impact during Operation Phase.

Environmental Management Plan (EMP) is the

key to ensure that the environmental quality of the

zone under impact does not deteriorate beyond the

expected level due to the construction and

operation of the project. The Plan can be divided

into three phases (a) Design phase (b) During

construction phase and (c) During operational

phase.

Design has been based also on social and

environmental criteria. Bypasses, realignments

have been proposed to avoid major displacement

and congestion in settlement areas.

The impact of road construction starts with land

environment.

After the initial study is completed the environmental

scenario of the project is understood and environmental

impact during different operations are known

Impact during Planning Phase.

Impact during Construction Phase.

Impact during Operation Phase

Environmental Management Plan (EMP) is the key to

ensure that the environmental quality of the zone under

impact does not deteriorate beyond the expected level

due to the construction and operation of the project.

The Plan can be divided into three phases (a) Design

phase (b) During construction phase and (c) During

operational phase.

Design has been based also on social and

environmental criteria. Bypasses, realignments have

been proposed to avoid major displacement and

congestion in settlement areas.

The impact of road construction starts with land

environment.

43

Continued


8

Institutional Requirement

and environmental

monitoring

Conclusion

Environmental monitoring plans should be

followed to ensure that environmental impact

reduction programmes and measures should be

implemented and responsibility for doing this is

clearly entrusted.

Implementation of this plan requires institutional

support. The activities: i) seeing that the

environmental impact reduction measures are

implemented properly ii) Observing

environmental Quality.

It has been discussed at the onset that this road is

important for national connectivity. The road

development will no doubt have some impact on

environmental components. However with

detailed EMP as suggested in this report it may be

concluded that the widening of this road will not

have significant impact.

Environmental monitoring plans should be

followed to ensure that environmental impact

reduction programmes and measures should be

implemented and responsibility for doing this is

clearly entrusted.

Implementation of this plan requires institutional

support. The activities: i) seeing that the

environmental impact reduction measures are

implemented properly ii) Observing

environmental Quality

It has been discussed at the onset that this road is

important for national connectivity. The road

development will no doubt have some impact on

environmental components. However with

detailed EMP as suggested in this report it may be

concluded that the widening of this road will not

have significant impact.

PROJECT 2

Observations: The main observations are that the action plan is same for both projects, but project 1 has more forest cover than project 2.

There is no forest cover observed in project-2. The effect on environment is less for project-2. Available ROW of project-1 is less than

required and for project-2 the required ROW is available.

44

3.1.9 Economic and Financial Analysis

Economic Analysis

Economics is a social science. The science of economics studies the production, consumption and

distribution of services or goods. The science of economics is trying to explain how economies work and how do different economies interact. Given the importance of infrastructure investment

to National development the scarcity of resources and competing demands from various sectors, it

becomes extremely important to allocate available resources in the most beneficial manner

amongst various sectors and within a sector, amongst various scheme

Evaluation Framework

Generally the framework adopted for the economic analysis is cost-benefit analysis, which sets a

monetary value where possible on all financial, economic and social costs and benefits over the

lifetime of the project. The underlying principles for this analysis are as follows:

The life time of a road project for the present analysis is considered as the period for which

reliable traffic forecasts can be made. A discount rate is then applied to future economic costs

and benefits to arrive at the Net present value (NPV)of the project . The Economical internal

rate of return (EIRR) for the project is calculated.

To analyze the cash flow at constant prices, an allowance is made for relative price inflation.

The discount rate is expressed in real terms

The concept of economic feasibility is to maximize the returns on investments. This is

accomplished by determining the appropriate improvement proposal that leads to minimum total

transport cost, which comprises of two basic components shown below

The reduced costs are treated as benefits calculated over the project life. The result are

expressed in EIRR and NPV. Economic evaluation will be carried out based on

incremental costs and benefits comparing the total net benefits in with and without

project situation. Also analyses will be carried out with and without Accident cost savings

and benefits from savings in Travel Time. The economic analysis for the projects shall be

carried with a minimum of 12 % rate of interest using the standard packages. The project

with more than 12% of ERR shall be taken as the criteria for the investment purposes.

Results of Economic Analysis

Economic analysis is carried by giving all the relevant inputs such as the value of time,

fuel costs, tire costs vehicle costs, maintenance of parts, depreciation, crew time, interest,

Road Agency Costs Road User Costs

Construction

Maintenance

Vehicle Operating Costs

Other user costs (like travel time costs)

accidents

45

over heads etc. Results of economic analysis indicate that EIRR for the project is more

than 12% and hence the project is economically viable.

Financial Analysis

Finance is a fund management science. There are three general areas

of finance, business finance, public finance and personal finance. The basic principle of

finance is saving money and lending money. The main objective of financial analysis is to

assess the likely returns to the investors under realistic conditions. For this purpose the

prevailing market rates and return on debt and equity issues in local capital markets are the

important factors. In the present studies the financial viability of the project is assessed on

the basis of projects financial internal rate of return on investments and Rate of Return on

Equity, which is estimated on the basis of cash flow analysis.

Approach to Financial Evaluation

The main objective of financial analysis is to examine the viability of implementing the

project on BOT basis. The analysis attempts to ascertain the extent to which the

investment can be recovered through toll revenue and the gap, if any, be funded through

Grant / Subsidy.

Cost of Project

The cost of Civil works of the projects including the alternatives for up-gradation of

existing carriageway in stage 1, 2 and 3 and cost of toll plaza are given below.

Project cost summary

s.no Project 1 Project 2

1 Stage-1: 119.05 cr Stage-1 : 76.60 cr

2 Stage -2:190.48 cr Stage-2: 29.95 cr

3 Stage -3: 166.67 cr Stage-3: 15.95 cr

4 Total estimated cost: 476.2 crores Total estimated cost: 122.5 crores

Toll Rate

The Project investment would be recovered by imposing user levies on vehicles using the

road. In general, the toll rate for the project should have a direct relation with the benefits

that the road users would gain from its improvements. The benefits to road users are likely

to be in terms of fuel savings, savings in travel time and Good riding quality.

The toll revenue is the product of the forecast traffic expected to use the road and the

appropriate toll fee for the vehicle category.

Expenses

Expenses can broadly be classified based on the phases in which they are incurred, viz.

construction period expenses and operation & maintenance period expenses.

46

Construction Period Expense

Preliminary and pre-operative expense

Contingency allowance

Interest during construction period

Operation and Maintenance Period Expenses

Toll collection expenses.

Administrative expenses for day-to-day operation.

Maintenance expenses, which include routine and periodic maintenance.

Interest expenses incurred for servicing term loans. (10.00%)

Client would extend toll collection rights to the developer. The developer then would

have the option of either collecting the toll himself or further subcontracting the same to

a toll collection agency.

Results of Analysis

Based on the project structure traffic study and toll rate analysis, financial feasibility

analysis has been carried out. The objective of the financial analysis is to ascertain the

existence of sustainable project returns, which shall successfully meet the expectations of

its financial investors. The FIRR for the Returns on Investment and Returns on Equity

for the concession period of20 years has been examined.

The estimated EIRR% for the projects are given below

Project 1

Package

Length (Km)

EIRR %

Base Cost

1 92 If >10% Project is viable

Project 2

package Length (Km) EIRR %

Base cost

1 and 2 67.8 If > 12% project is viable

Observations: Both the projects are BOT and toll projects, Economical studies helps in

knowing the production, consumption and other expenses of the project during both

construction and maintenance. The financial analysis helps on knowing how to manage

funds throughout the project period.

47

3.1.10. Conclusion and Recommendations

Project 1

The present study confirms that rehabilitation and upgrading to National Highways Standards

of the project road sections is technically feasible and economically viable. The study

undertaken by the consultants has revealed that the traffic on the project section is heavy

It is, therefore, recommended that the implementation of the Project should be taken up

without delay as proposed here under:

Construction of partially access controlled 2-lane road by way of providing

underpasses,service roads in built-upareaswithculverts/Bridges,ROB.

Construction of 2-lane bypass at Bahraich.

Construction of 2-lane realignment at Nanpara, Babaganj.

Construction of underpasses at important road junctions.

Project 2

The project cost was used in financial analysis carried out with a view to establish the BOT viability

of the project. After detailed examination, analysis and appreciation of various functional, technical,

environmental, social, financial aspects, the economic and financial costing were computed and

following conclusion were drawn: The Project is viable on BOT basis with following arrangement:

Concession period of 20 years.

10 % grant in the first year of construction

10 % grant in the second year of construction

1285 lakhs annuity from 3rd year to 20th year

Observations: After conducting the study to Prepare DPR on the projects the consultants

have given their conclusions and observations that they think should be implemented to

make project more viable.

48

CHAPTER 4

4.1 Learning and Observations

The role of DPR is very important in completing a project because it helps in

understanding the project scope its effects on the people and environment.DPR is

generally prepared during planning phase (phase-II). It is also tells the client

problems and benefits that come if the project is taken. It also helps in estimating

the project cost. The study done during preparation should take care of the

stakeholders, environment, animals that gets effected if the project is taken. The

observations and learnings are

Objective of Detailed project report.

Scope of Detailed project report.

Steps involved in preparation of DPR for highway project.

Pre construction process that should done to implement the project

Importance of DPR for infrastructure projects because of their scale of operations.

Environmental safety and plan that is observed during the project.

Knowing surveys that are to be conducted before the start of the project.

Knowing various test that are to be conducted on existing embankment, structure to know their condition.

Importance of socio economical analysis

Importance of the study in decision making to know the best way the project can be completed with time, quality and cost.

Importance of DPR in estimating cost and inviting contractors for tenders

Var

analysis of dprs of highway project

Documents

ground of highway project

casestudy analysis

financial analysis

project background

dpr preparation

detailed project report

case study of dpr

general methodology