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 J uly 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 DRAWINGSROADS
VOLUME VIIB -
PART A
DRAWINGSSTRUCTURES (ELEVATED ROADS & FLYOVERS)
VOLUME VIIB -
PART B
DRAWINGSSTRUCTURES (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 J uly 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 J unction 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 Atterbergs 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 J unctions
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 J unctions
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 J oints

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

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 (PAPs)
(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
(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 J une-J uly 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 J anuary 2014 and complete by 2016.

FIGURE 0.1 INDEX MAP
Chapter - 1
PROJECT DESCRIPTION

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 / ROBs, 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 (CDs and ROBs) 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
(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 (PAPs)
(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

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
0.930 1.130 18.600 18.800
Phagwara
Bypass
1.130 1.330 18.800 19.000
Phagwara
Bypass
1.330 1.530 19.000 19.200
Phagwara
Bypass
1.530 1.730 19.200 19.400
Phagwara
Bypass
1.730 1.930 19.400 19.600
Phagwara
Bypass
1.930 2.130 19.600 19.800
Phagwara
Bypass
2.130 2.330 19.800 20.000
Phagwara
Bypass
2.330 2.530 20.000 20.200
Phagwara
Bypass
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


Design
Chainage (Km)
Existing
Chainage wrt
SH/MDR (Km)
SH/ MDR
Land Use
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
4.130 4.330 21.800 22.000
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
5.330 5.530 23.000 23.200
Phagwara
Bypass
Barren Barren
5.530 5.730 23.200 23.400
Phagwara
Bypass
Building
Line +
Agricultural
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
Building
Line
Building Line
6.130 6.330 23.800 24.000
Phagwara
Bypass
Building
Line
Building Line
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
Building
Line +
Agricultural
Agricultural
7.330 7.530 25.000 25.200
Phagwara
Bypass
Agricultural
Building Line+
Agricultural+
Built Up
7.530 7.730 25.200 25.400
Phagwara
Bypass
7.730 7.930 25.400 25.600 Phagwara Agricultural Agricultural


Design
Chainage (Km)
Existing
Chainage wrt
SH/MDR (Km)
SH/ MDR
Land Use
Bypass
7.930 8.130 25.600 25.800
Phagwara
Bypass
Agricultural
Building Line+
Built Up
8.130 8.330 25.800 26.000
Phagwara
Bypass
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
8.730 8.930 26.400 26.600
Phagwara
Bypass
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
10.330 10.530 6.000 6.200 MDR56 Built Up Agricultural
11.340 11.550 7.000 7.200 MDR56 Agricultural
Built Up+
Agricultral
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


Design
Chainage (Km)
Existing
Chainage wrt
SH/MDR (Km)
SH/ MDR
Land Use


Design
Chainage (Km)
Existing
Chainage wrt
SH/MDR (Km)
SH/ MDR
Land Use
21.765 21.965 17.430 17.630 MDR56
Agricultural+
Built Up
Agricultural+
Built Up
23.970 24.170 19.630 19.830 MDR56
Agricultural+
Built Up
Agricultural+
Built Up
24.170 24.370 19.830 20.030 MDR56
Agricultural+
Built Up
Agricultural+
Built Up
25.165 25.365 20.830 21.030 MDR56
Agricultural+
Built Up
Agricultural+
Built Up


Design
Chainage (Km)
Existing
Chainage wrt
SH/MDR (Km)
SH/ MDR
Land Use
28.365 28.565 24.030 24.230 MDR56
Agricultural+
Built Up
Agricultural
30.150 30.350 25.830 26.030 MDR56
Agricultural+
Built Up
Museum+Built
Up
31.540 31.740 27.230 27.430 MDR56
Agricultural+
Built Up
Agricultural+
Built Up
31.940 32.135 27.630 27.830 MDR56
Agricultural+
Built Up
Agricultural+
Built Up
33.950 34.150 29.630 29.830 MDR56 Barren Agricultural


Design
Chainage (Km)
Existing
Chainage wrt
SH/MDR (Km)
SH/ MDR
Land Use
34.760 34.960 30.430 30.630 MDR56
Agricultural+
Built Up
Agricultural
37.595 37.800 33.230 33.430 MDR56
Agricultural+
Built Up
Agricultural+
Built Up
37.800 38.000 33.430 33.630 MDR56
Agricultural+
Built Up
Agricultural+
Built Up


Design
Chainage (Km)
Existing
Chainage wrt
SH/MDR (Km)
SH/ MDR
Land Use
47.855 48.055 43.280 43.480 MDR56
Agricultural+
Built Up
Agricultural+
Built Up
48.650 48.845 44.080 44.280 MDR56
Agricultural+
Built Up
Agricultural+
Built Up


Design
Chainage (Km)
Existing
Chainage wrt
SH/MDR (Km)
SH/ MDR
Land Use
50.035 50.230 45.480 45.680 MDR56
Agricultural+
Built Up
Agricultural+
Built Up
52.995 53.190 48.480 48.680 MDR56 Agricultural
Agricultural+
Built Up
54.520 50.000 50.080 MDR56 Agricultural Agricultural
50.080 50.280 MDR56 Agricultural Agricultural
50.480 50.680 MDR56
Agricultural+
Built Up
Agricultural+
Built Up
50.680 50.880 MDR56 Built Up Built Up


Design
Chainage (Km)
Existing
Chainage wrt
SH/MDR (Km)
SH/ MDR
Land Use
57.250 52.940 53.140 MDR56 Agricultural Canal
57.250 57.450 53.140 53.340 MDR56 Agricultural Canal
57.650 57.845 53.540 53.740 MDR56 Barren Canal
58.045 58.240 53.940 54.140 MDR56
Agricultural+
Barren
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
60.670 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
61.465 61.665 25.400 25.200 SH24
Agricultural+
Barren
Canal
61.665 61.865 25.200 25.000 SH24
Agricultural+
Barren
Canal


Design
Chainage (Km)
Existing
Chainage wrt
SH/MDR (Km)
SH/ MDR
Land Use
61.865 62.065 25.000 24.800 SH24
Agricultural+
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
63.860 64.065 23.000 22.800 SH24 Built Up Canal
64.065 64.260 22.800 22.600 SH24
Agricultural+
Plantation
Canal
64.260 64.460 22.600 22.400 SH24
Agricultural+
Plantation
Canal
64.460 64.665 22.400 22.200 SH24
Agricultural+
Plantation
Canal
64.665 64.865 22.200 22.000 SH24
Agricultural+
Plantation
Canal
64.865 65.065 22.000 21.800 SH24
Agricultural+
Plantation
Canal
65.065 65.260 21.800 21.600 SH24
Agricultural+
Plantation
Canal
65.260 65.455 21.600 21.400 SH24
Agricultural+
Plantation
Canal
65.455 65.650 21.400 21.200 SH24
Agricultural+
Plantation
Canal
66.435 66.630 20.400 20.200 SH24
Agricultural+
Barren
Canal
66.630 66.825 20.200 20.000 SH24
Agricultural+
Barren
Canal


Design
Chainage (Km)
Existing
Chainage wrt
SH/MDR (Km)
SH/ MDR
Land Use
67.425 67.625 19.400 19.200 SH24 Built Up Canal
67.625 67.825 19.200 19.000 SH24 Built Up Canal
67.825 68.025 19.000 18.800 SH24
Agricultural+
Plantation
Canal
68.025 68.225 18.800 18.600 SH24
Agricultural+
Plantation
Canal
68.225 68.425 18.600 18.400 SH24
Agricultural+
Plantation
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
69.425 69.625 17.400 17.200 SH24
Barren+
Plantation
Canal
69.625 69.665 17.200 17.165 SH24
Barren+
Plantation
Canal
69.665 70.390 17.165 16.440 SH24
Barren+
Plantation
Canal
70.390 70.430 16.440 16.400 SH24
Barren+
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 J ungle 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
72.230 72.430 14.600 14.400 SH24
J ungle+
Plantation
Canal


Design
Chainage (Km)
Existing
Chainage wrt
SH/MDR (Km)
SH/ MDR
Land Use
72.430 72.630 14.400 14.200 SH24
J ungle+
Plantation
Canal
72.630 72.830 14.200 14.000 SH24
J ungle+
Plantation+
Agricultural
Canal
73.030 73.225 13.800 13.600 SH24 J ungle Canal
73.225 73.425 13.600 13.400 SH24
J ungle+
Agricultural
Canal
73.425 73.620 13.400 13.200 SH24 J ungle 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
74.825 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
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


Design
Chainage (Km)
Existing
Chainage wrt
SH/MDR (Km)
SH/ MDR
Land Use
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 PhagwaraBypass
2 0+561 NangalMajjan LHS 18+234 PhagwaraBypass
3 1+135 Phagwara RHS 18+805 PhagwaraBypass
4 1+138 Palahi LHS 18+808 PhagwaraBypass
5 1+888 Khangura RHS 19+558 PhagwaraBypass
7 4+195 ToResidentialArea RHS 21+864 PhagwaraBypass
11 5+082 Bhularai LHS 22+751 PhagwaraBypass


S.
No.
Proposed
Chainage
(km)
Destination Side
Remarks
Reference
Chainage of
SH / MDR
SH / MDR
12 5+345 ToVillage RHS 23+014 PhagwaraBypass
15 6+903 SukhChainNagar RHS 24+572 PhagwaraBypass
16 6+923 GurunanakNagar LHS 24+592 PhagwaraBypass
17 7+850 Bazidpur LHS 25+501 PhagwaraBypass
19 9+550 DosanjhKalan RHS 27+215/5+215 PhagwaraBypass
20 10+273 BahuaVillage LHS 5+942 MDR56
22 11+044 Burj LHS 6+166 MDR56
23 11+274 BurjKandhari LHS 6+706 MDR56
24 11+392 MilitaryFarmSarangwal LHS 6+943 MDR56
25 12+288 ToVillage LHS 7+053 MDR56
26 12+530 ToVillage RHS 8+149 MDR56
27 12+955 JagatpurVillage LHS 8+572 MDR56
28 13+239 ChakmadarVillage LHS 8+854 MDR56
29 13+581 MunnaVillage LHS 9+201 MDR56
30 13+800 SaryalaRanu RHS 9+427 MDR56
31 13+800 JassonMajra LHS 9+427 MDR56
33 14+734 ChackMaiDass RHS 40+385 MDR56
34 16+794 BahramVillage LHS 12+463 MDR56
35 16+852 ToResidentialArea RHS 12+521 MDR56
36 17+046
CKMemorialPublic
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 ToResidentialArea LHS 13+138 MDR56
42 18+721 ChhanderKhurd LHS 14+396 MDR56
43 19+316 Bisla LHS 14+992 MDR56
45 19+442 Dhadua RHS 15+166 MDR56
49 19+609 Bisla LHS 15+283 MDR56
50 20+264 LalapurVillage RHS 15+935 MDR56


S.
No.
Proposed
Chainage
(km)
Destination Side
Remarks
Reference
Chainage of
SH / MDR
SH / MDR
51 20+608 Bisla LHS 16+277 MDR56
52 21+399 DhahanVillage 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 ChakKalan RHS 20+022 MDR56
60 25+874 VishvaRuhaniKendra RHS 21+532 MDR56
61 26+068 SotranVillage RHS 21+726 MDR56
62 26+068 Hopowal LHS 21+726 MDR56
64 26+494 City LHS 22+150 MDR56
65 26+523 ToCity RHS 22+180 MDR56
68 26+968 RailwayRoad RHS 22+629 MDR56
69 27+033 ChintpurniTempleRoad RHS 22+691 MDR56
70 27+133 Garhshankar LHS 22+795 MDR56
72 29+655 KhatkarKalan RHS 25+330 MDR56
73 29+655 Thandian LHS 25+330 MDR56
75 30+376 Naura LHS 26+055 MDR56
77 31+086 KahmaVillage RHS 26+769 MDR56
78 31+091 BhutanVillage LHS 26+774 MDR56
79 31+746 BhuntaVillage LHS 27+434 MDR56
80 31+750 KamahaVillage RHS 27+438 MDR56
83 32+473 JabbowalVillage LHS 28+165 MDR56
84 32+797 Gurudwara RHS 28+487 MDR56
85 33+434 KarihaVillage RHS 29+121 MDR56
87 33+626 BainsVillage LHS 29+311 MDR56
88 34+608 MalpurAdka RHS 30+280 MDR56
89 35+005 MalpurAdka LHS 30+673 MDR56


S.
No.
Proposed
Chainage
(km)
Destination Side
Remarks
Reference
Chainage of
SH / MDR
SH / MDR
90 37+566 Mahalon LHS 33+201 MDR56
91 37+625
SandhuInstituteOf
Nursing
RHS 33+261 MDR56
92 37+851
SandhuInstituteOf
Nursing
RHS 33+487 MDR56
94 38+339 Mahalo LHS 33+958 MDR56
95 38+748 SugarMillColony RHS 34+364 MDR56
97 39+012 GujjarKalan LHS 34+623 MDR56
98 39+416 GuruTejBahadurNagar LHS 35+022 MDR56
104 40+009 GarhShankar,ToColony LHS 35+771 MDR56
107 40+436 Raho RHS 35+987 MDR56
108 40+463 Raho RHS 36+020 MDR56
110 43+241 Saloh,JethuMajara RHS 38+646 MDR56
111 43+241 Barnala LHS 38+646 MDR56
112 44+315 JethuMajara RHS 39+701 MDR56
113 45+273 Romroa RHS 40+671 MDR56
114 45+377 SonaVillage LHS 40+774 MDR56
115 45+681 Langroya RHS 41+080 MDR56
117 46+126 SajawalPur 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
123 48+632 Jandla RHS 44+067 MDR56
124 48+836 NaiMajaraVillage RHS 44+272 MDR56
125 48+898 Dolatpur LHS 44+334 MDR56
126 49+085 Jadla RHS 44+524 MDR56


S.
No.
Proposed
Chainage
(km)
Destination Side
Remarks
Reference
Chainage of
SH / MDR
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
139 57+225 Birowal RHS 53+110 MDR56
140 57+306 BKMCollege LHS 53+198 MDR56
141 59+245 Balachor LHS 55+203 MDR56
142 60+612 ToVillage RHS 26+258 SH24
143 60+612 Balachor LHS 26+258 SH24
144 62+361 ToVillage RHS 24+501 SH24
145 62+365 ToResidentialArea LHS 24+491 SH24
146 63+012 ToVillage RHS 23+848 SH24
147 63+012 LohatVillage LHS 23+847 SH24
148 64+050 Manaiwal RHS 22+813 SH24
149 64+050 SudhaMajra LHS 22+813 SH24
150 67+092 ToVillage RHS 19+735 SH24
151 67+092 RattewalRoad LHS 19+735 SH24
152 67+730 Rattewal LHS 19+099 SH24
153 68+733 Bharthala LHS 18+090 SH24
154 70+624 BelaTajowal RHS 16+205 SH24
155 70+624 PanyaliKalan LHS 16+205 SH24
157 71+991 ToVillage RHS 14+840 SH24
158 71+991 ToVillage LHS 14+840 SH24
159 73+568 ToVillage RHS 13+254 SH24
160 74+862 ToVillage RHS 11+963 SH24
161 77+190 ToVillage RHS 9+632 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 GPS02
OnShoulderRoadRightSide
NearFurnitureShop
2 637503.878 3430772.503 266.802 GPS2A
OnShoulderRoadLeftSide
NearBusStop
3 634660.664 3431353.024 268.177 GPS03
FrontKmStone15


S
No
EASTING NORTHING ELEVATION CODE REMARKS
4 634428.456 3431393.428 267.479 GPS3A
NearTransformar
5 630841.500 3432215.145 267.688 GPS04
NearElectricePole
6 630590.519 3432237.608 265.183 GPS4A
H.M.Stone
7 627221.575 3433629.360 263.819 GPS05
NearKmStone23
8 627005.408 3433695.304 263.813 GPS5A
NearCH23242
9 623805.126 3435616.328 264.867 GPS06
KanalSideNearKmStone27
10 621256.820 3437683.427 270.872 GPS07
FrontBabaRoshansaBali
Road
11 621280.957 3438071.361 271.505 GPS7A
(Chock)PathankotRoadSide
12 617810.082 3439463.102 263.729 GPS08
KmStone48
13 617548.629 3439556.069 263.540 GPS8A
CH48300
14 614111.257 3440948.851 260.226 GPS09
FrontGraveyard
15 613902.201 3441033.073 260.110 GPS9A
NearHairDrasar
16 609571.550 3442800.649 258.105 GPS10
NearKmStone39
17 609335.104 3442882.906 258.430
GPS
10A
NearTemple
18 605749.530 3445071.208 254.517 GPS11
NearGujarPurKalanRoad
19 605522.233 3445169.216 254.881
GPS
11A
NearSugarMillColony
20 602489.727 3446716.974 254.636 GPS12
NearKmStone31
21 602258.202 3446818.572 254.777
GPS
12A
FrontPotatoGodown
22 598874.895 3448492.748 252.191 GPS13
NearKmStone27
23 598651.943 3448585.896 252.201
GPS
13A
NearKamahaVillageRoad


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 35C. 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
3 2+330 20+000
Phagwara
Bypass
Left 30 70 210 310 620
4 3+325 21+000
Phagwara
Bypass
Right 25 70 230 320 645
5 4+330 22+000
Phagwara
Bypass
Left 30 70 230 390 720
6 5+330 23+000
Phagwara
Bypass
Right 30 50 230 320 630
7 6+330 24+000
Phagwara
Bypass
Left 30 70 210 360 670


S
No
Design
Chainage
Existing
Chainage
wrt
SH/MDR
SH/ MDR Side
BC DBM WMM GSB
Total
Thickness
8 7+330 25+000
Phagwara
Bypass
Right 40 60 120 130 350
9 8+335 26+000
Phagwara
Bypass
Left 30 70 210 360 670
10 9+330 27+000
Phagwara
Bypass
Right 35 70 80 160 345
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
BC DBM WMM GSB
Total
Thickness
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
BC DBM WMM GSB
Total
Thickness
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.

Atterbergs 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 - Atterbergs 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/m
3
.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/m
3
to 2.1 t/m
3
.

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:

Log
10
(CBR) =2.48 1.057 x Log
10
(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 =
3
3 / 1
layers of thickness
) layer of thickness ( ) 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 J ai 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
40mm, 20mm,
10mm, 6mm,
Sand
3 Subhash
Transport Co.,
J ammu Road
Pathankot Crusher
Zone (Madhopur/
Sujanpur), Punjab
165 Km Ravi River-
bed
40mm, 20mm,
10mm, 6mm,
Sand
4 Khalsa Stone
Crusher
Bharatgarh
Crusher Zone,
Punjab
67 Km Satluj
River-bed
40mm, 20mm,
10mm, 6mm,
Sand

*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

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 11
th
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 Indias 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 10
th

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 11
th
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 R
2
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 Indias 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
Independe
nt Variable
Elasticity Co-
efficient
R
2

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
r
mg
= r
NSDP or GDP
x E
m



Where,
r
mg
= growth rate of mode
r
NSDP or GDP
= growth rate of NSDP or GDP
E
m
= 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
R
2
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 J une-J uly 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 cant 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

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.
Project
Component
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.
Project
Component
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 Clients 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(wi
th 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 DBMII 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 VA 17+673 18+098
Phagwara
Bypass
0+425 0+480 55 Transition 18+098 18+153
Phagwara
Bypass
0+480 0+635 155 VA2 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


Chainage (km)
Length
(m)
C/S Type
Remarks
Bypass
0+695 1+000 305 VA 18+367 18+671
Phagwara
Bypass
1+000 1+060 60 Transition 18+671 18+730
Phagwara
Bypass
1+060 1+210 150 VA2 18+730 18+880
Phagwara
Bypass
1+210 1+270 60 Transition 18+880 18+939
Phagwara
Bypass
1+270 1+750 480 VA 18+939 19+420
Phagwara
Bypass
1+750 1+810 60 Transition 19+420 19+480
Phagwara
Bypass
1+810 1+965 155 VA2 19+480 19+636
Phagwara
Bypass
1+965 2+025 60 Transition 19+636 19+696
Phagwara
Bypass
2+025 2+095 70 VA 19+696 19+766
Phagwara
Bypass
2+095 2+203 108 Transition 19+766 19+874
Phagwara
Bypass
2+203 2+560 357 VUP01A 19+874 20+231
Phagwara
Bypass
2+560 2+574 14 VUP01B 20+231 20+245
Phagwara
Bypass
2+574 2+905 331 VUP01A 20+245 20+577
Phagwara
Bypass
2+905 3+015 110 Transition 20+577 20+687
Phagwara
Bypass
3+015 3+655 640 VA 20+687 21+327
Phagwara
Bypass
3+655 3+765 110 Transition 21+327 21+436
Phagwara
Bypass
3+765 4+165 400 VII 21+436 21+835
Phagwara
Bypass
4+165 4+273 108 VIIA 21+835 21+942
Phagwara
Bypass
4+273 4+625 352 VII 21+942 22+294
Phagwara
Bypass
4+625 4+735 110 Transition 22+294 22+404
Phagwara
Bypass
4+735 4+945 210 VA 22+404 22+614
Phagwara
Bypass


Chainage (km)
Length
(m)
C/S Type
Remarks
4+945 5+005 60 Transition 22+614 22+674
Phagwara
Bypass
5+005 5+160 155 VA2 22+674 22+829
Phagwara
Bypass
5+160 5+220 60 Transition 22+829 22+889
Phagwara
Bypass
5+220 5+425 205 VAIR 22+889 23+094
Phagwara
Bypass
5+425 5+485 60 Transition 23+094 23+154
Phagwara
Bypass
5+485 6+145 660 VA 23+154 23+814
Phagwara
Bypass
6+145 6+205 60 Transition 23+814 23+874
Phagwara
Bypass
6+205 6+360 155 VA2 23+874 24+029
Phagwara
Bypass
6+360 6+845 485 VAIR 24+029 24+513
Phagwara
Bypass
6+845 7+000 155 VA2 24+513 24+668
Phagwara
Bypass
7+000 7+060 60 Transition 24+668 24+728
Phagwara
Bypass
7+060 7+710 650 VA 24+728 25+377
Phagwara
Bypass
7+710 7+770 60 Transition 25+377 25+436
Phagwara
Bypass
7+770 7+930 160 VA2 25+436 25+596
Phagwara
Bypass
7+930 7+990 60 Transition 25+596 25+655
Phagwara
Bypass
7+990 8+880 890 VA 25+655 26+543
Phagwara
Bypass
8+880 8+990 110 Transition 26+543 26+653
Phagwara
Bypass
8+990 9+331 341 VUP01A 26+653 26+994
Phagwara
Bypass
9+331 9+345 14 VUP01B 26+994 27+006
Phagwara
Bypass
9+345 9+770 425 VUP01A 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


Chainage (km)
Length
(m)
C/S Type
Remarks
10+250 10+410 160 V2 5+916 6+076 MDR56
10+410 10+470 60 Transition 6+076 6+136 MDR56
10+470 10+585 115 VIL 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 VIL 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 VIR 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 VIL 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 VIR 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
TOLLPLAZA
Transition
10+613 10+930 MDR56
15+273 15+327 54
TOLLPLAZA
BEHRAM
10+930 10+984 MDR56
15+327 15+641 314
TOLLPLAZA
Transition
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 IVL 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


Chainage (km)
Length
(m)
C/S Type
Remarks
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 VIR 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 VIL 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 VIR 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 VIL 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 VIR 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 VIR 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


Chainage (km)
Length
(m)
C/S Type
Remarks
24+865 25+080 215 V 20+526 20+741 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 VIIB 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 V2 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 V2 25+979 26+130 MDR56
30+450 30+510 60 Transition 26+130 26+190 MDR56
30+510 30+630 120 VIR 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 V2 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 IVR 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 VIR 29+049 29+177 MDR56
33+490 33+550 60 Transition 29+177 29+236 MDR56
33+550 33+705 155 V2 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


Chainage (km)
Length
(m)
C/S Type
Remarks
34+900 35+005 105 Transition 30+569 30+672 MDR56
35+005 35+100 95 IVL 30+672 30+766 MDR56
35+100 35+170 70 Transition 30+766 30+835 MDR56
35+170 35+300 130 VIR 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 VIL 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 V2 33+180 33+278 MDR56
37+645 37+705 60 Transition 33+278 33+337 MDR56
37+705 37+935 230 VIR 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 VIIB 34+029 34+350 MDR56
38+735 38+987 252 N3C 34+350 34+600 MDR56
38+987 39+023 36 N3B 34+600 34+634 MDR56
39+023 39+059 36 N3A 34+634 34+670 MDR56
39+059 39+095 36 N3B 34+670 34+705 MDR56
39+095 39+347 252 N3C 34+705 34+955 MDR56
39+347 41+830 2483 VIIB 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 V2 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 VIR 39+624 39+785 MDR56
44+395 44+435 40 Transition 39+785 39+826 MDR56


Chainage (km)
Length
(m)
C/S Type
Remarks
44+435 44+525 90 V 39+826 39+957 MDR56
44+525 44+645 120 Transition 39+957 40+038 MDR56
44+645 44+970 325 LI 40+038 40+364 MDR56
44+970 46+806 1836 L2B 40+364 42+218 MDR56
46+806 47+130 324 LI 42+218 42+546 MDR56
47+130 47+250 120 Transition 42+546 42+667 MDR56
47+250 47+475 225 V2 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 VIL 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 V2 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 V2 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 VIR 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 VIR 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 V2 48+260 48+454 MDR56
52+970 53+045 75 Transition 48+454 48+532 MDR56


Chainage (km)
Length
(m)
C/S Type
Remarks
53+045 53+595 550 V 48+532 49+091 MDR56
53+595 53+670 75 Transition 49+091 49+166 MDR56
53+670 53+830 160 VIL 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 VIA 49+979 MDR56
56+220 56+300 80 Transition MDR56
56+300 56+786 486 VII MDR56
56+786 56+894 108 VIIA 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 B3Aatgroundlevel 54+657 54+767 MDR56
58+857 59+220 363 B3A 54+767 55+138 MDR56
59+220 59+280 60 B2A1 55+138 55+198 MDR56
59+280 59+700 420 B3A 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 IIA2 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 IA 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 IIA2 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 IIA2 19+747 19+587 SH24
67+240 67+315 75 Transition 19+587 19+512 SH24


Chainage (km)
Length
(m)
C/S Type
Remarks
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 IIIL 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
69+545 69+775 230
TOLLPLAZA
Transition
17+282 17+056 SH24
69+775 69+830 55
TOLLPLAZA
KATHGARH
17+056 17+001 SH24
69+830 70+060 230
TOLLPLAZA
Transition
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 IA 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 IIA2 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 IIA 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 IIA 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 IIA2 9+623 9+502 SH24


Chainage (km)
Length
(m)
C/S Type
Remarks
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 IA 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
3+765 4+625 860 Both 7.5 21+436 22+294
Phagwara
Bypass
8+990 9+345 355 Both 6.0 26+653 27+006
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
0+453 0+665 212.5 Both 18+126 18+337 PhagwaraBypass
1+030 1+240 210 Both 18+700 18+910 PhagwaraBypass
5+190 5+455 265 Right 22+859 23+124 PhagwaraBypass
6+360 6+845 485 Right 24+029 24+513 PhagwaraBypass
10+190 10+440 250 Both 5+856 6+106 MDR56
10+440 10+615 175 Left 6+106 6+280 MDR56
10+935 11+500 565 Left 6+597 7+155 MDR56
12+420 12+640 220 Right 8+038 8+257 MDR56
12+845 13+345 500 Left 8+461 8+959 MDR56
14+625 14+830 205 Right 10+276 10+482 MDR56
18+050 18+265 215 Right 13+724 13+939 MDR56
18+610 18+830 220 Left 14+284 14+504 MDR56
20+155 20+370 215 Right 15+825 16+039 MDR56
20+500 20+720 220 Left 16+168 16+388 MDR56
21+290 21+510 220 Right 16+954 17+173 MDR56
22+825 23+040 215 Right 18+485 18+700 MDR56
29+550 29+765 215 Both 25+224 25+440 MDR56
30+270 30+480 210 Both 25+949 26+160 MDR56
30+480 30+660 180 Right 26+160 26+341 MDR56
30+980 31+200 220 Both 26+663 26+884 MDR56
33+330 33+520 190 Right 29+019 29+207 MDR56
33+520 33+735 215 Both 29+206 29+419 MDR56
35+135 35+330 195 Right 30+800 30+995 MDR56
36+308 36+532 224 Left 31+970 32+190 MDR56
37+485 37+675 190 Both 33+120 33+308 MDR56
37+675 37+965 290 Right 33+307 33+593 MDR56
43+130 43+350 220 Both 38+541 38+750 MDR56
44+210 44+415 205 Right 39+599 39+805 MDR56


Chainage (km)
Length
(m)
Extra Lane
Side (Left /
Right /
Both)
Remarks
47+130 47+508 377.5 Both 42+546 42+929 MDR56
48+203 48+543 340 Left 43+632 43+975 MDR56
49+648 50+243 595 Both 45+093 45+693 MDR56
50+738 50+968 230 Both 46+194 46+427 MDR56
51+538 51+773 235 Right 47+003 47+240 MDR56
52+223 52+453 230 Right 47+695 47+927 MDR56
52+743 53+008 265 Both 48+223 48+492 MDR56
53+633 53+868 235 Left 49+129 49+360 MDR56
60+563 60+798 235 Both 26+310 26+073 SH24
62+260 63+270 1010 Right 24+603 23+591 SH24
64+003 64+238 235 Both 22+861 22+626 SH24
67+043 67+278 235 Both 19+785 19+550 SH24
68+675 68+918 242.5 Left 18+150 17+907 SH24
70+550 70+803 252.5 Right 16+279 16+026 SH24
71+978 72+158 180 Both 14+852 14+672 SH24
73+538 73+753 214.5 Right 13+284 13+070 SH24
74+813 75+048 235 Right 12+012 11+777 SH24
77+163 77+358 195 Both 9+660 9+465 SH24
79+393 79+623 230 Right 7+430 7+200 SH24

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-J unction
2
4+165 -
4+273
3x36m
Flyover
(4-lane)
To
Hoshyarpur
To
Phagwara
X-J unction
3
9+331 -
9+345
1x12m
VUP
(4-lane)
To Phagwara
T-J unction
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-J unction
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
(km)
Destination Side
Remarks
Reference
Chainage of
SH / MDR
SH / MDR
1 0+538 Mehtan RHS 18+211 PhagwaraBypass
2 0+561 NangalMajjan LHS 18+234 PhagwaraBypass
5 1+888 Khangura RHS 19+558 PhagwaraBypass
11 5+082 Bhularai LHS 22+751 PhagwaraBypass
12 5+345 ToVillage RHS 23+014 PhagwaraBypass
15 6+903 SukhChainNagar RHS 24+572 PhagwaraBypass
16 6+923 GurunanakNagar LHS 24+592 PhagwaraBypass
17 7+850 Bazidpur LHS 25+501 PhagwaraBypass
19 9+550 DosanjhKalan RHS 27+215/5+215 PhagwaraBypass


S.
No.
Proposed
Chainage
(km)
Destination Side
Remarks
Reference
Chainage of
SH / MDR
SH / MDR
22 11+044 Burj LHS 6+166 MDR56
23 11+274 BurjKandhari LHS 6+706 MDR56
24 11+392 MilitaryFarmSarangwal LHS 6+943 MDR56
25 12+288 ToVillage LHS 7+053 MDR56
27 12+955 JagatpurVillage LHS 8+572 MDR56
28 13+239 ChakmadarVillage LHS 8+854 MDR56
30 13+800 SaryalaRanu RHS 9+427 MDR56
31 13+800 JassonMajra LHS 9+427 MDR56
33 14+734 ChackMaiDass RHS 40+385 MDR56
34 16+794 BahramVillage LHS 12+463 MDR56
36 17+046
CKMemorialPublic
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
42 18+721 ChhanderKhurd LHS 14+396 MDR56
43 19+316 Bisla LHS 14+992 MDR56
45 19+442 Dhadua RHS 15+166 MDR56
49 19+609 Bisla LHS 15+283 MDR56
50 20+264 LalapurVillage RHS 15+935 MDR56
51 20+608 Bisla LHS 16+277 MDR56
52 21+399 DhahanVillage RHS 17+064 MDR56
53 22+158 Kaleran LHS 17+821 MDR56
54 22+933 Mallupota RHS 18+593 MDR56


S.
No.
Proposed
Chainage
(km)
Destination Side
Remarks
Reference
Chainage of
SH / MDR
SH / MDR
60 25+874 VishvaRuhaniKendra RHS 21+532 MDR56
61 26+068 SotranVillage RHS 21+726 MDR56
62 26+068 Hopowal LHS 21+726 MDR56
64 26+494 City LHS 22+150 MDR56
65 26+523 ToCity RHS 22+180 MDR56
68 26+968 RailwayRoad RHS 22+629 MDR56
69 27+033 ChintpurniTempleRoad RHS 22+691 MDR56
70 27+133 Garhshankar LHS 22+795 MDR56
73 29+655 Thandian LHS 25+330 MDR56
75 30+376 Naura LHS 26+055 MDR56
77 31+086 KahmaVillage RHS 26+769 MDR56
78 31+091 BhutanVillage LHS 26+774 MDR56
79 31+746 BhuntaVillage LHS 27+434 MDR56
83 32+473 JabbowalVillage LHS 28+165 MDR56
84 32+797 Gurudwara RHS 28+487 MDR56
87 33+626 BainsVillage LHS 29+311 MDR56
88 34+608 MalpurAdka RHS 30+280 MDR56
89 35+005 MalpurAdka LHS 30+673 MDR56
90 37+566 Mahalon LHS 33+201 MDR56
91 37+625
SandhuInstituteOf
Nursing
RHS 33+261 MDR56
92 37+851
SandhuInstituteOf
Nursing
RHS 33+487 MDR56
94 38+339 Mahalo LHS 33+958 MDR56
95 38+748 SugarMillColony RHS 34+364 MDR56


S.
No.
Proposed
Chainage
(km)
Destination Side
Remarks
Reference
Chainage of
SH / MDR
SH / MDR
97 39+012 GujjarKalan LHS 34+623 MDR56
104 40+009 GarhShankar,ToColony LHS 35+771 MDR56
107 40+436 Raho RHS 35+987 MDR56
108 40+463 Raho RHS 36+020 MDR56
110 43+241 Saloh,JethuMajara RHS 38+646 MDR56
111 43+241 Barnala LHS 38+646 MDR56
112 44+315 JethuMajara RHS 39+701 MDR56
113 45+273 Romroa RHS 40+671 MDR56
114 45+377 SonaVillage LHS 40+774 MDR56
115 45+681 Langroya RHS 41+080 MDR56
117 46+126 SajawalPur RHS 41+530 MDR56
118 46+450 Langroya RHS 41+857 MDR56
120 47+394 Sajjawalpur RHS 42+815 MDR56
123 48+632 Jandla RHS 44+067 MDR56
124 48+836 NaiMajaraVillage RHS 44+272 MDR56
125 48+898 Dolatpur LHS 44+334 MDR56
126 49+085 Jadla RHS 44+524 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
(km)
Destination Side
Remarks
Reference
Chainage of
SH / MDR
SH / MDR
136 52+863 Birowal RHS 48+345 MDR56
139 57+225 Birowal RHS 53+110 MDR56
140 57+306 BKMCollege LHS 53+198 MDR56
141 59+245 Balachor LHS 55+203 MDR56
142 60+612 ToVillage RHS 26+258 SH24
143 60+612 Balachor LHS 26+258 SH24
144 62+361 ToVillage RHS 24+501 SH24
146 63+012 ToVillage RHS 23+848 SH24
147 63+012 LohatVillage LHS 23+847 SH24
148 64+050 Manaiwal RHS 22+813 SH24
149 64+050 SudhaMajra LHS 22+813 SH24
150 67+092 ToVillage RHS 19+735 SH24
151 67+092 RattewalRoad LHS 19+735 SH24
152 67+730 Rattewal LHS 19+099 SH24
153 68+733 Bharthala LHS 18+090 SH24
154 70+624 BelaTajowal RHS 16+205 SH24
155 70+624 PanyaliKalan LHS 16+205 SH24
157 71+991 ToVillage RHS 14+840 SH24
158 71+991 ToVillage LHS 14+840 SH24
159 73+568 ToVillage RHS 13+254 SH24
160 74+862 ToVillage RHS 11+963 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 J asso 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 J andla (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
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) /
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
Remarks
2+203 2+905 702
PalahiJn
VUP
19+874 20+577 PhagwaraBypass
3+765 4+625 860
Hoshiarpur
JnFlyover
21+436 22+294 PhagwaraBypass
8+990 9+770 780
MeheliJn
VUP
26+653 5+435
26+653atPhagwara
Bypass/5+435atMDR
56
13+395 14+205 810 JassoMajra 9+008 9+846 MDR56
14+960 15+641 681
TollPlaza
Behram
10+613 11+300 MDR56


Chainage (km)
Length
(m)
Location
Remarks
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 NaiMajri 43+942 44+741 MDR56
56+300 57+450 1150
GarhiJn
Flyover
53+339 MDR56
58+750 60+400 1650 Balachor 54+658 26+472
56+658atMDR56/
26+472atSH24
62+190 63+340 1150 RakraBet 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
TollPlaza
Kathgarh
17+286 16+774 SH24
70+500 71+340 840
Panyali
Kalan,
Jamitgarh
16+331 15+486 SH24
77+500 80+170 2670 RailMajra 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)

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
classification
Road section Sl. No
Bridge
Number
Chainage (Km)
Type of crossing
Length from
survey (m)
Cross Section
# Section width
(m)
Span arrangement (existing)*
E
x
i
s
t
i
n
g

s
t
r
u
c
t
u
r
e

w
i
d
t
h
s

(
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. No
Bridge
Number
Chainage (Km)
Highway widening
LHS
Highway
widening
RHS
Bridge on
LHS
Bridge on
RHS
Span 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=46.5
Simply supported RCC T-beam
structure
46.50 Open
Existing structure of
Irrigation and flood control
department has been
abandoned.
29.48 - 29.48 - 10.6+15.9*3+10.6
Simply supported RCC T beam
structure
68.90 Open
width of service road.
Adjoining a flyover Km
59+250
23.98 - 22.78 - 1x18
Simply supported PSC beam slab
composite structure
18.00 Pile
32.98 - 32.98 - 1x25.6
composite structure
25.60 Pile
width of service road
23.98 - 22.78 - 2*7.3+7.3+2*7.3
Simply supported RCC solid
structure
36.50 Open
23.98 - 22.78 - 1x30
composite structure
30.00 Pile
9.50 12.25 9.50 12.25 4x11 RCC slab 20.75 Open
29.98 - 29.98 - 1x10.8
Simply supported RCC slab
structure
10.80 Open
33.48 - 33.48 - 10.1+13.7+10.1
Simply supported RCC T-beam
structure
33.90 Open
29.98 - 28.78 - 1x18
composite structure
18.00 Pile
23.98 - 22.78 - 3x12.9 RCC T beam 38.72 Open
23.98 - 22.78 - 18
composite structure
18.05 Pile
27.48 - 26.28 - 3*8.1 Slab on pier / abutment 24.32 Open
23.98 - 22.78 - 18
composite structure
18.05 Pile
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 skew
composite structure
36.05 Pile Skew angle of 51 degrees
29.48 - 29.48 - 1x10.7 Slab on pier / abutment 10.70 Open
32.98 - 32.98 - 1*8.8 Slab on pier / abutment 8.80 Open
Proposed
foundation
details
Remarks
Proposed structure widenning
1
(m) Proposed structure configuration (m)
Chapter - 6
COST ESTIMATE

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

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


Item
Sr No
Description Unit
Total
Quantity
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


Item
Sr No
Description Unit
Total
Quantity
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


Item
Sr No
Description Unit
Total
Quantity
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


Item
Sr No
Description Unit
Total
Quantity
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 J n)
113,007,413.75
23b Flyover (4-lane) at Km 4+219 (Hoshiarpur J n)
188,374,312.45
23c Vehicular Underpass (4-lane) at Km 9+338 (Meheli J n)
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


Item
Sr No
Description Unit
Total
Quantity
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 J anuary 2014 and complete by 2016.

Road Development Programme Punjab

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